-^

SESSIONAL PAPERS

VOLUME 11

SECOND SESSION OF THE ELEVENTH PARLIAMENT

OK I J IE

DOMINION OF CANADA

SESSION 1910

VOLUME XLIV

y'

9-10 Edw. VII.

Alphabetical Index to Sessional Papers.

A. 1910

See also Ifumerical List, Page 5.

ALPHABETICAL INDEX

TO THE

sessio:jtal papers

OF THE

PARLIAMENT OF CANADA

SECOND SESSION, ELEVENTH PARLIAMENT, 1910.

A

Adulteration of Food 14

Agriculture, Annual Eeport 15

Alberta Lands 7G

Alcoholism, International Congress on.. 56

Alward, H. F., Report of 153

Annuities Act 65

Application for Patent 118

Armouries and Drill Halls 156, 156a

Arthabaska Gazette 101

Astronomer, Chief Report of 2.5a

Atlantic Fisheries 96

Auditor General, Annual Report 1

B

Banks, Chartered 6

Banks Suspended.. 128

Banks, Unpaid Balances in 7

Beauharnois Canal 1.50

Becher, C. D. T 166

Black Foot Reserve 140

Bonds and Securities 46

Bow River Collieries 152

British Canadian Loan and Investment

Co 119

British Columbia : —

Dominion Lands 49

Lighthouses 73

3340—1

C

Canadian Northern Railway * 108

Canadian Pacific Railway: —

Business with Interior Department. 58

Lands sold by 58a

Canal Statistics 20a

Carson, R 126

Causeway, Caribou, N.S 1.59

Central Park Post Office U7

Charleston Post Office 115

Chartered Banks 6

Charters Granted 120

Cirkle, Fritz 171

Civil Service: —

Commissioner's Annual Report.. .. .^1

Employees' Salaries 183

Insurance .39

List .30

Superannuations 41

Teniporarj- employees 164

Clear Lake, Manitoba 1.39

Coal Fields, Nova Scotia 36a

Coinage, Canadian 127

Combines and Monopolies 160

Commissions Appointed 182, 182a

Conference, Imperial Defence 29a

Coulter, Robert M., Report of 43

Criminal Statistics 1^

9-10 Edw. VII.

Alphabetical Index to Sessional Papers,

A. 1910

C

Cruisers, Purchase of 146, 146a

Cumberland Coal and Railway Co 141, 141t

Customs Department, Annual Report. . 11

D

Daily Telegraph Publication Co 124

Dairy and Cold Storage Commissioner. 15a

Dividends Unpaid in Banks 7

Dog-Fish Reduction 81,96

Dominion Coal Company 141, 141a

Dominion Fisberies Commission.. .....90, 90a

Dominion Lands 48, 49, 52

Dominion Police 66

Dredges Owned by Government 114

Drill Halls 1^6, 156a

Dunn, John A 118

E

Elections, House of Commons 18, 18a

Electrical Power 170

Electric Light, Inspection of 13

Elliott Bros 126

English Mails 1*8

Estimates 3 to 5c

Excise Revenue 12

Exhibitions, Foreign 136

Experimental Farms 16

Explosives, Accidents from 93

External Affairs, Report 29b

F

Fisheries, Annual Report 22

Food Fishes 105

Forest Reserve Act 50

Free Mail Delivery 102, 102a

French Treaty.. ^

G

Gardiner, Wm. Reid 175

Gas, Inspection of 13

Gas, Pintsch and Acetylene 87

Geographic Board 21o

Geological Survey Report 26

Georgian Bay Ship Canal 181

Germany, Trade with.. lOg, lOh

Goby, Mrs 53

Government Annuities Act 65

Governor General's Warrants 38

Grain, Shipment of 77

Grand Trunk Pacific Employees 154

Guns sent to Esquimalt 116

H

Harbour Commissioners 23

" Hestia ", Wreck of the 83, 83a

High Commissioner, Report of 25c

Homestead Entries 137

H

House of Commons: —

By-Elections 18, 18a

Internal Economy 45

Names of Members 69

Organization of Staff 169

Reduction of Representation 100

Sessional employees 149

Speaker Blanchet 92

Hudson Bay Railway Surveys 20d

Hydro-Electric Power Commission.. .. 170

Hydrographic Survey 133

Immigrants at Grosse Isle 80fc

Immigrants at Quebec 79, 80 to 81i

Immigrants, Inspection 80/

Immigration Agents 86, 86a

Immigrations Regulations.. 59

Imperial Conference Secretariat 168

Imperial Naval Defence 29a

Incubators and Brooders 70

Indian Afiairs, Annual Report 27

Indian Reserves 61

Indians in British Columbia 174

Inland Revenue, Annual Report 12

Insurance, Abstract 9

Insurance, Annual Report 8

Intercolonial Railway : —

Derailments 98b

Dismissals ftona 98cf, 98e

Passes 98/

Pay Lists and Railway Ties 98a

Train, Oxford Junction and Pictou. 98o

Wire Fencing 98

Interior, Annual Report 25

International Boundary Waters Treaty.

104a (1909)
International Congress on Alcoholism.. 56
International Fisheries Commission. . .. 105
International Waterways Commission.

19c to 19e
Intoxicents in Northwest 109

Jemmett, Captain 158

Judges, Appointment of 123

Justice, Annual Report 34

Kelmont Post Office 115

Koenig & Co 173

Labour Department, Annual Report.. .. 36

Lac du Bonnet Fisheries 90, 90b

Lachine Canal 91

La Decharge River. . .... 180

9-10 Edw. VII.

Alphabetical Index to Sessional Papers.

A. 1910

Land Titles Act • 112

Lavoie, Dr. Jos. P 80;

Lethbridge, Experimental Farm 165

Lethbridge Post Office 89, 89a

Library of Parliament, Annual Eeport. 33

List of Shipping • 21b

Lobster Industry 22a, 103

M

.102,

Mail Delivery, Free

Mails, English

Manitoba and Dominion Governments..

Manitoba Boundaries

Manitoba Land Sale

Marine, Annual Eeport

Measures, Inspection of

Military College

Military Reserve

Militia Clothing

Militia Council, Annual Report

Militia Council, Interim Report

Militia General Orders

Mines, Report of Department

Montreal, Branch Post Offices 176,

Montreal Turnpike Trust

Mounted Police

Mudie, Allan R

102a

148

122

122a

161

21

13
117
138
144

35

35a

54

26a
176«

84

28

68

N

.63,

Napanee River

National Parks of Canada

National Transcontinental Railway : —

Construction in New Brunswick..

Contracts

Dominion Police Constables

Excavation Classification.. ..42c, 42h,

Fifth Report of Commissioners.. ..

Interim Report

Legal Services

Mr. Mcintosh

Names of Engineers

Resignation of Hugh D. Lumsden..
Naval and Military Defence of Empire.

Naval Defence Expenses

" Niobe " Cruiser

North Atlantic Trading Co 85,

Northwest Irrigation Act

Nova Scotia Coal Fields

Paterson, Thomas ,

P. E. I. Projected Railways.. ..

P. E. I. Winter Steamers

Pembina River

Penitentiaries, Annual Report

Petroleum Oil, Crude

Piegan, Indian Reserve

Police, Royal Northwest Mounted. .

Port Arthur Dry Dock

Postmaster General, Annual Report

Printing, &c.. Government

Public Accounts, Annual Report. . . .
Public Printing and Stationery.. ..
Public Works, Annual Report

130,

88
97

42b
42i

42

42/

37

42g

42e

42d

42/

42a

29a

72

146a
85a

106
364

75

130o
129

90c

34
131

74

28
" 94a

24

142

2

32

19

Q

Oil Lands 62

Old Proprietor Ledge 83,83a

Ottawa Improvement Commission.. .. 55

Ottawa, Official Residences in 110, 110 1

3340—1*

Quarantine, Frontier Inspectors 1.32

Quebec Bridge 173

Quebec Immigration Office 79, 80 to 80m

Quebec Rock City Tobacco Co 163

R

Railway Commissioners, Report of.. ..
Railway Commissioners, Vacancy among

Railway Crossings

Railways and Canals, Annual Report

Railway Statistics

"Rainbow" Cruiser

20c
99
60
20
20b
146

River des Prairies 107, 107a

Rocky Mountain Park 51

Royal Northwest Mounted Police. ... 28

Sale of Land in Manitoba 161

Salmon River, N.S 82

Saskatchewan Lands 70

Saskatchewan River 167

Saskatchewan Supreme Court 145

Sault Ste. Marie Dry-dock 94

Sault Ste. Marie Lock 157

Sauve, Angus 104

School Lands m

Seal Cove 83, 83a

Secretary of State, Annual Eeport. ... 29

Section 29, Township 9 67

Shareholders in Chartered Banks.. .. 6

Shipping, List of .. 21b

Sibbald, J. F 75

Skinner's Cove 155

Soleil Publication Co 124

Southern Alberta Land Co 95

Spawn at Snake Island 71

Statutes Distributed 184

Steamboat Inspection 23a

Steam Vessels, Government 113

St. John River 179

3

'9-10 Edw. VII.

Alphabetical Index to Sessional Papers.

A. 1910

S

St. Peter's Indian Reserve 73 to 78/

Subsidized Steamships lOe

Sullivan and Langdon 143

Surveyor General, Report of 25b

T

Tariff Relations with United States.. .. 10;

Terminal Elevators 162, 172, 172a

Toney River 155a

Topographical Survey 25?>

Trade and Commerce 10

Trade and Navigation 11

Trade Unions 47

Transcontinental Ry. Commissioners. .37, 42;7

Treaties and Conventions 10/

Trent Canal 153

Trusts and Mergers 160

Tunnel, Prince Edward Island .57

U

Unclaimed Balances in Banks 7

Unforeseen Expenses 40

United States Fishing Vessels 64

United States, Trade with lOi

V

Vigie Publication Co 124

W

Wakeham, Commander, Report of.. .. 103

Walton, Geo 151

Warwick, Thos. G 68

Weights, Measures, &c 13

Wharves, Various 134, 135

Whig Publishing Co 121, 121a

Windy gates Post Office 177

Winnipeg Post Office 178, 178a

Wrecking Plant 125

9-10 Ed^v. VII. Alphabetical Index to Sessional Papers. A. 1910

See also Alphabetical List, Page 1.

LIST OF SESSIONAL PAPERS

Arranged in Xumerical Order, with their titles at fjill length; the dates when Ordered
and when 'Presented to the Houses of Parliament; the Names of the Senator or
Member who moved for'each Sessiojial Paper, and ichether it is ordered to he
Printed or Xot Printed.

CONTENTS OF VOLUME 1.

(This volume is bound in two parts.)

1. Report of the Auditor General for the year ended 31st March, 1909. Volume I, Parts

A, C to J (inclusive) L, M, X; Volume III, Parts V, W, X, Y. Presented 12th Novem-
ber, 1909, by Hon. W. S. Fielding. Volume II, Ports B, K and 0 to U, (inclusive),
presented 12th January, 1910, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 2.

2. Public Accounts of Canada, for the fiscal year ended 31st March, 1909. Presented I2th

November, 1909, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers.

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

31st March, 1911. Presented 18th November, 1909, by Hon. W. S. Fielding.

Printed for botii distribution and sessional papers.

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

ending 31st March, 1910. Presented 24th November, 1909, by Hon. W. S. Fielding.

Printed for both distribution and stssional papers.

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

fiscal year ending 31st March, 1910. Presented 14th March, 1910, by Hon W. S. Field-
ing.

Printed for both distribution and sessional papers.

5a. Supplementary Estimates of sums required for the service of Canada for the fiscal year
ending 31st March, 1911. Presented 3rd February, 1910, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers.

5b. Further Supplementary Estimates of the sums required for the service of Canada, for
the fiscal year ending 31st March, 1911. Presented 30th April, 1910, by Hon. W. S,
Fielding.

Printed jor both distribution and sessional papers.

5c. Further Supplementary Estimates of the sums required for the service of Canada, for the
fiscal year ending 31st March, 1910. Presented 20th April, 1910, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers
5

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 2— Continued.

6. List of Shareholders in the Chartered Banks of Canada, as on the 31st December, 1909.

Presented 21st March. 1910, by Sir Wilfrid Laurier.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 3.

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

of e.\change in Chartered Banks of Canada, for five years and upwards, prior to Slst
December, 1909.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 4.

8. Report of the Superintendent of Insurance for the year ended 31st December, 1909.

Printed for both distribution and sessional papers.

9. Abstract of Statements of Insurance Companies in Canada, for the year ended 3lst

December, 1909.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 5.

10. Report of the Department of Trade and Commerce, for the fiscal year ended 3l5t

March, 1909. Part I.— Canadian Trade. Presented 12th November, 1909, by Hon.
W.S.Fielding Printed for both distribution and sessional papers.

10a. Report of the Department of Trade and Commerce. Part II.— Canadian Trade with
France, Germany, United Kingdom and United States. Presented 12th November,
1909, by Hon. W. S. Fielding Printed for both distribution and sessional papers.

10b. Report of the Department of Trade and Commerce for the fiscal year ended 31st March,
1909. Part III. -Canadian Trade with foreign countries except France, Germany,
United Kingdom and United States. Presented 29th November, 1909, by Sir Wilfrid
Laurier Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 6.

lOc. Report of the Department of Trade and Commerce for the fiscal year ended 31st Marcli,
1909. Part IV. — Canadian Trade: Miscellaneous. Presented 12th November, 1909, by
Hon. W. S. Fielding Printed for both distribution and sessional papers.

lOd. Report of the Department of Trade and Commerce for the fiscal year ended 31st March,
1909. Part V. — Grain Statistics, including the crop year ended 31st August, 1909, and
season of navigation ended 10th December, 1909. Presented 18th March, 1910, by Hon.
W. S. Fielding Printed fur both distribution and sessi07ial papers.

lOe. Report of the Department of Trade and Commerce for the fiscal year ended 31st March,
1909. Part VI. — Subsidized Steumsliip Services, with statistics showing steamship
traffic to 31st December, 1909, and estimates for fiscal year 1910-1911. Presented 3rd
May, 1910, by Sir Wilfrid Laurier. .Printed for both distribution and sessional papers.

10/. Report of the Department of Trade and Commerce for the fiscal year ended 31st Marcli,
1909. Part VII. — Trade of Foreign Countries and Treaties and Conventions. Presented
25th April, 1910, by Sir Wilfrid Laurier.

Printed for both distribution and sessional papers.

6

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLITME Q— Continued.

lOg. Certified copy of a Report of the Committee of the Privy Council, approved by His
Excellency the Governor General on the 14th February, 1910, in respect to trade rela-
tions with Germany. Presented 15th February, 1910, by Hon. W. S. Fielding.

Printed for sessional papers.

lOh. Trade relations with Germaney. — No. 2. Presented 2nd March, 1910, by Hon. W. S.
Fielding Printed for sessional papers.

lOi. Correspondence respecting negotiations between the United States and the Dominion
of Canada relative to trade relations. Presented 27th April, 1910, by Hon. W. S.
Fielding.

Printed for sessional papers.

lOj. TariS relations between the United States and the Dominion of Canada. Presented 3rd
May, 1910, by Sir Richard Cartwright.

Printed for sessional papers.

CONTENTS OF VOLUME 7.

11. Report of the Department of Customs, for the fiscal year ended 31st March, 1909. Pre-

sented 12th November, 1909, by Hon. Wm. Paterson.

Printed for both distribution and sessional papers.

12. Inland Revenues of Canada. Excise, &c., for the fiscal year ended 31st March, 1909.

Presented 12th November, 1909, by Hon. W. Templeman.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 8.

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

31st March, 1909. Presented 12th November, 1909, by Hon. W. Templeman.

Printed for both distribution and sessional papers.

14. Report on Adulteration of Food, for the fiscal year ended 31st March, 1909. Presented

12th November, 1909, by Hon. W. Templeman.

Printed for both distribution and sessional papers.

15. Report of the Minister of Agriculture, for the fiscal year ended 31st March, 1909.

Presented 12th November, 1909, by Hon. S. A. Fisher.

Printed for both distribution and sessional papers.

15a. Report of the Dairy and Cold Storage Commissioner, for the year ending 31st March,
1909 .. . .Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 9.

16. Report of the Directors and Oflicers of the Experimental Farms, for the fiscal year

ended 31st March, 1909. Presented 12th November, 1909, by Hon. S. A. Fisher.

Printed for both distribution and sessional papers.

17. Criminal Statistics for the year ended 30th September, 1909.

Printed for both distribution and sessional papers.

18. Return of By-Elections (Tenth Parliament) of the House of Commons of Canada, held

during the year 1908. Presented 4th February, 1910, by Hon. C. Murphy.

Printed for both distribution and sessional papers.

18a. Return of By-Elections (Tenth Parliament) of the House of Commons of Canada, held
during the rear 1909. Presented 2nd March, 1910, by Hon. C. Murphy.

Printed for both distribution and sessional papers.

7

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLTTME 10.

19. Report of the Minister of Public Works, for the fiscal year ended 31st March, 1909.

Presented 12th November, 1909, by Hon. W. Pugsley.

Printed for both distribulion avd sessional pa/'crs.
19a. (No issue.)
195. (No issue.)

19c. Supplementary Report of the International Waterways Commission, 1909. Presentid
19th November, 1909, by Hon. W. Pugsley.

Printed for both distribution and sessional papers.

19d. Report of the International Waterways Commission on proposed dam and regulation
work at foot of Lake Erie, and appendices accompanying said report. Pres.nted 17th
February, 1910, by Hon. W. Pugsley Not printed.

19e. Additional correspondence, International Waterv.ays Treaty, and Report on division .jf
Waters of St. Mary and Milk River. Presented 4th April, 1910, by Sir Wilfrid Laurier.

Printed for both distribution and sessional papers.

20. Report of the Department of Railways and Canals, for the fiscal year ended 31st Marcli,

1909. Presented 12th November, 1909, by Hon. G. P. Graham.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 11.

20a. Canal Statistics for the season of navigation, 1909. Presented 21st March, 1910, by
Hon. G. P. Graham .Printed for both distribution and sessional papers.

20b. Railway Statistics of Canada, for the year ended 30th June, 1909. Presented 121 li
January, 1010, by Hon. G. P. Graham.

Printed for both distribution and sessional papers.

20c. Fourth Report of the Board of Railway Commissioners for Canada, to 31st March,
1908, for the year ending 31st March, 1909. Presented 12th November, 1909, by Hon.
G. P. Graham Printed for both distribution and sessional papers.

20d. Report of the Hudson Bay Railway Surveys. Presented 13th December, 1909, by Hon.
G. P. Graham Printed for both distribution and sessional papers.

21. Report of the Department of Marine and Fisheries (Marine) for 1908. Presented 15th

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

Printed for botli distribution and sessional papers.

CONTENTS OF VOLUME 12.

21a. Eighth Report of the Geographic Board of Canada, containing all decisions to June
30, 1909. Presented 25th November, 1909, by Hon. L. P. Brodeur.

Printed for both distribution and sessional papers.

21b. List of Shipping issued by the Department of Marine and Fisheries, being a list of
vessels on the registry tooks of Canada on the 31st December, 1909.

Printed for both distribution atid sessional papers.

22. Report of the Department of Marine and Fisheries (Fisheries) for 1909. Presented

12th November, 1909, by Hon. S. A. Fisher.

Printed for both distribution and sessional papers.

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 13.

22a. Lobster Fishery. Evidence taken before Commander William Wakebam, M.D.,
(Officer in charge of the Gulf Fisheries Division) in Quebec and the Maritime Pro-
vinces. Two volumes. Presented lltli March, 1910, by Hon. W. Templeman. Also
copy of the Eeport of Commander Wakeham in relation thereto.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 14.

23. Report of the Harbour Commissioners, «S:c., to 31st December, 1908. Presented 13th
January, 1910, by Hon. R. Ijemieux. .Printed for both distribution and sessional papers.

23a. Report of the Chairman of the Board of Steamboat Inspection, for the fiscal year ended
31st March, 1900. Presented 12tb Xovember, 1909, by Hon. S. A. Fisher.

Printed for both distribution and sessional papers.

24. Report of the Postmaster General, for the fiscal year ended 31st March, 1909. Presented

12th November, 1909, by Sir Wilfrid Laurier.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 16.

25. Report of the Department of the Interior, for the fiscal year ended 31st March, 19ij9.

Presented 12th November, 1909, by Hon. F. Oliver.

Printed for both distribution and sessional papers.

25o. Eeport of the Chief Astronomer.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 16.

25b. Annual Report of the Topographical Surveys Branch.

Printed for both distribution and iessicnal papers.

25c. Report of the High Commissioner for Canada, for the year ended 31st March, 1909.
Presented 12th November, 1909, by. Hon. F. Oliver.

Printed for both distribution and sessional papers.

26. Summary Report of the Geological Survey Branch of the Department of Mines, for
the calendar year 1909.

Printed for both distribution and sessional papers.

26a. Summary Report of the Mines Branch of the Department of Mines.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 17.

27. Report of the Department of Indian Afairs, for the fiscal year ended 31st March, 1909.

Presented 12th November, 1909, by Hon. F. Oliver.

Printed for both distribution and sessional papers.

28. Report of the Royal Northwest Mounted Police, 1909. Presented 12th January, 1910, by

Sir Wilfrid Laurier ' . .Printed for both distribution and sessional papers.

9

9-10 Edw. VI r. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 18.

29. Report of the Secretary of State of Canada for the year ended March 31, 1909. Pre-

sented 25th November, 1909, by Hon. C. Murphy.

Printed for both distribution and sessional papers.

29a. Report of the Imperial Conference with representatives of the self-governing Domi-
nions on the Naval and Military Defence of the Empire, 1909. Presented 17th Novem-
ber, 1909, by Sir Frederick Borden. Also with additional papers relating to Australia
and New Zealand, presented 10th December, 1909, by Hon. L. P. Brodeur.

Printed for both distribution and sessional papers.

29b. Report of the Department of External Affairs, 1909.

Printed for both distribution and sessional papers.

30. Civil Service List of Canada, 1909. Presented 12th January, 1910, by Hon. C. Murpliy.

Printed for both distribution and sessional papers.

31. First Annual Report of the Civil Service Commission of Canada, for the period from

September 1st, 1908, to August 31, 1909. Presented 10th December, 1909, by Hon. 0.
Murphy.

Printed for both distribution and sessional papers.

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

ended 31st March, 1909. Presented 18th April, 1910, by Hon. C. Murphy.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 19.

33. Report of the Joint Librarians of Parliament for the year 1908-9. Presented 11th

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

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

ended 31st March, 1909. Presented 12th November, 1909, by Hon. A. B. Aylesworth.

Printed for both distribution and sessional papers.

35. Report of the Militia Council, for the fiscal year ended 31st March, 1909. Presented 1st

December, 1909, by Sir Frederick Borden.

Printed for both distribution and sessional papers.

35a. Interim Report of the Militia Council for the Dominion of Canada on the Training of
the Militia during the season of 1909. Presented 25th April, 1910, by Sir Frederick
Borden Printed for distribution.

36. Report of the Department of Labour, for the fiscal year ended 31st March, 1909. Pre-

sented 12th March, 1909, by Hon. L. M. King.

Printed for both distribution and sessional papers.

36a. Report of the Deputy Minister of Labour on industrial conditions in the Coal Fields
of Nova Scotia. Presented 25th November, 1909, by Hon. L. M. King.

Printed for both distribution and sessional papers.

37. Fifth Report of the Commissioners of the Transcontinental Railway, for the year ended

31st March, 1909. Presented 12th November, 1909, by Hon. G. P. Graham.

Printed for both distribution and sessional papers.

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

on account of the fiscal year 1909-10. Presented 15th November, 1909, by Hon. W. S.
Fielding Not printed.

10

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

39. Statement in pursuance of section 17 of the Ci%'il Service Insurance Act, for the year

ended 31st March, 1909. Presented 16th November, 1909, by Hon. W. S. Fielding.

Not printed.

40. Statement of expenditure on account of miscellaneous unforeseen expenses, from the

1st April, 1909, to the 10th November, 1909, in accordance with the Appropriation Act
of 1909. Presented 16th Novewber. 1909, by Hon. W. S. Fielding Xot pi'irited.

41. Statement of superannuation and retiring allowances in the Civil Service during the

year ended 31st December, 1909, showing name, rank, salary, service, allowance and
cause of retirement of each person superannuated or retired, also whether vacancy
filled by promotion or by new appointment, and salary of any new appointee. Presented
16th November, 1909, by Hon. W. S. Fielding Not printed.

42. Return of constables employed on the Transcontinental Railway, as required under the

provisions of section 6, chapter 92, of the Revised Statutes of Canada. Presented 19th
November, by Hon. A. B. Aylesworth Not printed.

42a. Return to an order of the House of Commons, dated 16th November, 1909, for a copy
of all reports, letters, communications and documents touching or relating to the
resignation of Hugh D. Lumsden from his position as Chief Engineer of the National
Transcontinental Railway, including a copy of all letters, communications or reports
of the said Hugh D. Lumsden to the Prime Minister, touching or relating to his
resignation, or to the afiairs of the National Transcontinental Railway. Presented 23rd
November, 1909.— 3ir. Borden Printed for both distribution and sessional papers.

42b. Return ro an order of the House of Commons, dated 29th November, 1909, for a copy
of all correspondence had between the Minister of Railways and the Transcontinental
Railway Commission relatiBg to the sub-letting of contracts for the construction of the
Transcontinental Railway in New Brunswick: and the failure of sub-constractors to
make payment for supplies and material furnished by farmers, merchants and others
for use in said work. Presented 13th December, 1909.— Ifr. Crocket.. . .Xot printed.

42c. Return to an order of the House of Commons, dated 29th November, 1909, for a copy of
all correspondence connected with and relating to the letter of the Auditor General
to the Secretary of the National Transcontinental Railway Commission of the 18th -.f
August, 1909, in which the Auditor General points out that W,192 cubic yards of
excavation, classified at an average price of 83 C6 cents, were subsequently reclassified
at $1.10i per cubic yard, thereby increasing the cost by the sum of $17,453.80, and asking
for an explanation. Presented 13th December, 1909.— Air. Lennox Not printed.

42d. Return to an order of the House of Commons, dated 17th December, 1909, for a copy
of all certificates, recommendations, letters, memoranda and documents in connection
with the promotion of Mr. Mcintosh on the 16th of November, 1908, from the position
of Division Engineer, Division No. 6, District F, to the position of Assistant District
Fngineer, District F, and the increase of his salary from S200 to $275 per month; also
of all complaints against the professional conduct or efficiency of Mr. Mcintosh made
to the Transcontinental Railway or the Railway Department before the date of pro-
motion. Presented 24th January, 1910.— Mr. Lennox Not printed.

42e. Return to an order of the House of Commons, dated 29th November, 1909, for a copy
of all correspondence between the following legal firms: Rothwell & Johnson, Rothwell.
Johnson & Bergeman, and RothweU, Johnson & Stubbs, on the one side, and the Gov-
ernment or the Transcontinental Railway Commissioners, on the other side, as to the
instructions to the solicitors for legal services rendered in passing titles of property

11

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME Id— Continued.

acquired by the Government, and in respect to the bill of cost and charges of the
said several firms; and all papers, documents, letters, telegrams and correspondence
having any reference to the items of charges of said firms appearing on page W — 370
of the Auditor General's Report of 1909, amounting in the whole to $1,370.60. I'lesented
24th January, 1910.— Mr. Meujhen Not printed.

42/. Return to an order of the House of Commons, dated 17th December, 1909: 1. Showing
the names and addresses of the engineers who surveyed and located the line of the
Eastern Division of the Transcontinental Railway, and the part of the railway covered
by the work of each engineer. 2. The name and address of the engineer who prepared
the estimates of quantities and prices of the section or portion of the line covered by
each contract. 3. The names of the engineers acting upon behalf of the Railway
Department, or Railway Commissicn, and the Grand Trunk Pacific Railway Company,
in determining upon the form and wording of the specifications, as provided for by
the seventh section of the agreement between the government and the company.
4. The names of such of the engineers acting in any of the capacities aforesaid, as
subsequently acted in connection with construction, when and for how long, in what
capacity, where their services have been dispensed with, and for what cause. 5. The
names and addresses of all the engineers in the service of the Railv.ay Commission, or
Eailway Department, on Districts B and F of the said Eastern Division, since the
commencement of the construction of the railway, the capacity in which each was
employed, the salary in each case, the promotions, increases of salary, retirements
and dismissals which have taken place, the cause for promotion, dismissal or retire-
ment in each case, and a copy of all complaints lodged with the commissioners or their
chief engineer or the department, against any of these engineers. 6. The names of the
engineers now in charge of or engaged upon District B and F, and the official position
and salary of each. Presented 3rd February, 1910. — Mr. Lennox Not printed.

42</. Interim Report of the Commissioners of the Transcontinental Railway, being for the
nine months ended 31st December, 1909, setting forth the receipts and expenditure 'n
connection with the Eastern Division of the National Transcontinental Railway, and
such other matters in relation to the said railway as appear to be of public interest.
Presented 4th February, 1910, by Hon. G. P. Graham Not printed.

42/i. Return to au order of the House of Commons, dated 7th February, 1910, showing all
written objection to classification upon the Transcontinental Railway made since July
28th, 1908, and in reference to overbreak or other over expenditure since 2nd October,
19C8. Presented 17th February, 1910. — Mr. Lennox Not printed.

42i. Return to an order of the House of Commons, dated 24th January, 1910, showing:
(a) The names of the contractors for the construction of the National Transcontinental
Railway and the number, mileage and location of the contract; (6) the estimated
expenditure under each contract at the time the contract was let, based upon the
engineer's estimate of quantities, at dates of the accepted tender; (c) the estimated
increase or decrease in expenditure in each case occasioned by change in location,
specification, construction, material, grade or other change subsequent to the letting
of the contract; (d) the amount returned and claimed on progress estimates under
each contract to date, the amount actually paid under each contract, and the estimated
amount yet required to complete the work in each case; (e) the engineer's estimated
qtiantity of solid rock, loose rock and common excavation in the section of line covered
by each contract, the estimated cost tinder these headings, based upon the rates of
the accepted tender, the actual expenditure under these headings to date, as shown by
progress estimates, the amounts actually paid to date under these headings, and the

12

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME Id—Contiimed.

estimated quantities of work yet to be done, and the estimated sums yet to be paid
under these headings in respect of each contract. Also as to all contracts other than
the twenty-one covered by the Return brought down on the 26th of April, 1909, No.
46h : a copy of (a) engineer's itemized estimate of quantities as to each contract of
each class of work and material, as set out in the schedules and itemized,
and total estimated expenditure based upon rates of accepted tender, and (d)
a copy of all tenders received; (c) itemized quantities of work and material under the
various headings actually done or furnished to date, and itemized, and total expend-
iture therefor; itemized statement of estimated quantities of work yet to be done
and material, &c., yet to be furnished and itemized, and total estimated cost of the
same based on contract prices. Presented 17th February, 1910. — Mr. Lennox.

Not printed.

42;. Return to an address of the House of Commons, dated 14th February, 1910, for a copy
of all correspondence, submissions, references, reports, returns and orders in council,
in reference to the adjustment of the disputed item of 581 cubic yards of excavation,
claimed at 10 instead of $2.50 a cubic yard, referred to in a letter of the Auditor
General to the Secretary of the Transcontinental Commission, dated the ISth August,
1909. Presented 24th February, 1910. — Mr. Lennox Not printed.

43. Report of Robert M. Coulter, Deputy Postmaster General, on his mission to Australia

and New Zealand to discuss with the governments of those countries the possibility if
taking steps that would lead to the inauguration of a steamship service between
England, Australia and New Zealand, via Canada, on the Atlantic and Pacific oceans.
Presented 22nd November, 1909, by Sir Wilfrid Laurier.. ..Printed for sessional papers.

44. Return to an order of the House of Commons, dated 16th November, 1909, for a copy of
all correspondence, documents and papers of every description not already brought
down touching the recent treaty with the French Republic, or any modification therein.
Presented 24th November, 1909. — Mr. Borden Not printed.

45. Minutes of proceedings of the Board of Internal Economy of the House of Commons

for the past year, pursuant to Rule of the House No. 9. Presented 24th November,
1909, by the Hon. The Speaker Not printed.

46. Detailed statement of all bonds or securities registered in the Dapartnient of the Secre-

tary of State of Canada, since last return (2nd February, 1909), submitted to the
parliament of Canada under section 32 of chapter 19, of the Revised Statutes of Canada,
19C6. Presented 2.5th November, 1909, by Hon. C. Murphy Not printed.

47. Return under chapter 125 (R.S.C), 1906, intituled: 'An Act respecting Trade Unions,'

submitted to parliament in accordance with section 33 of the said Act. Presented 25th
November, 1909, by Hon. C. Murphy Not^rinted.

48. Return of orders in council passed between the 1st of December, 1908 and the 31st

October, 1909, in accordance with the provisions of section 5 of the Dominion Land
Survey Act, chapter 21, 7-8 Edward VII. Presented 29th November, 1909, by Hon.
F. Oliver Not printed.

49. Return of orders in council which have been published in the Canada Gazette and in

the British Colmnbia Gazette, between 1st December, 1908, and 31st October, 1909, in
accordance with provisions of subsection (d) of section 38 of the regulations for the
survey, administration, disposal and management of Dominion lands within the 40-mile
railway belt in the province of British Columbia. Presented 29th November, 1909, by

Hon. F. Oliver Not printed.

13

9-10 Edw. Vn. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

50. Return of orders in council passed between the 1st December, 1908, and the 31st October,

1909, in accordance with the provisions of the Forest Reserve Act, sections 7 and 13 of
chapter 56, Revised Statutes of Canada. Presented 29th November, 1909, bj^ Hon. F.
Oliver Not printed.

51. Return of orders in council passed between the 1st December, 1908, and the 31st October,

1909, in accordance with the provisions of the Rocky Mountain Park Act, section 5 of
chapter 60, Revised Statutes of Canada. Presented 29th November, 1909, by Hon. F.
Oliver Not printed.

52. Return of orders in Council which have been published in the Canada Gazette, letweeia

1st December, 1908, and 31st October, 1909, in accordance with the provisions of section
77 of the Dominion Lands Act, chapter 20 of the Statutes of Canada, 1908. Presented
29th November, 1909, by Hon. F. Oliver .' Not printed.

53. Return to an order of the House of Commons, dated 18th November, 1909, for a copy

of all correspondence and papers respecting the application by the United States
immigration service to the Minister of the Interior, for the deportation ot one Mrs.
Goby, an alleged immigrant, to the United States of America from Canada, entering
at the port of Sault Ste. Marie, Michigan, together with a copy of all orders, decisions,
reports and returns regarding any action taken thereupon by the Department of the
Interior. Presented 1st December, 1909.— Mr. Boyce Not printed.

54. General orders issued to the Militia between the 1st February, 1909, and the 1st Novem-

ber, 1909, inclusive. Presented 1st December, 1909, by Sir Frederirck Borden.

Not printed.

55. Report of the Ottawa Improvement Commission for the fiscal year ended 31st March,

1909. Presented 3rd December, 1909, by Hon. W. S. Fielding.

Printed for sessional papers.

56. Certified copy of a Report of the Committee of the Privy Council, approved by His

Excellency the Governor General on the 12th May, 1909, on the subject of a despatch
from the Right Honourable the Principal Secretary for the Colonies, transmitting an
invitation from the Honorary Secretary of the 12th International Congress on Alcohol-
ism to the Government of Canada, to appoint delegates to attend the congress in ques-
tion. Presented 6th December, 1909, by Sir Wilfrid Laurier Not printed.

57. Return to an order of the House of Commons, dated 22nd November, 1909, for a copy

of all memorials, reports, correspondence and documents in the possession of the
government not already brought down, relating to a survey of a route for a tunnel
under the Straits of Northumberland between the province of Prince Edward. Island
and the mainland of Canada, and also relating to the construction of such tunnel.
Presented 6th December, 1909.— Mr. Warburton Not printed.

58. Return (in so far as the Department of the Interior is concerned) of copies of all orders
'*■• in council, plans, papers, and correspondence which are required to be presented to

the House of Commons, under a resolution passed on 20th February, 1882, since the
date of the last return, under such resolution. Presented 7th December, 1909, by Hon.
F. Oliver Not printed.

58a. Return of lands sold by the Canadian Pacific Railway during the year ended on the
31st October, 1909. Presented 18th January, 1910, by Hon. F. Oliver Not printed.

59. Return to an address of the House of Commons, dated 16th November, 1909, for a copy

of all orders in council at present in force with reference to immigration; also a copy
of all regulations in force at the present time in connection with immigration in

Canada. Presented 9th December, 1909.— Mr. Wilson (Lennox) Not printed.

14

9-10 Edw. YII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

60. Return to an order of the House of Commons, dated 22nd November, 1939, showing:—

1. The application made to the Railway Board for protection of railway crossings under
the provisions of chapter 32 of the Sttxtutes of 1909, an Act to amend the Railway Act,
and (a) the cases in which these applications have been granted, (b) in which they
have been refused, when refused, and the reason for refusal. 2. The names of the
persons in each case making the application. 3. The cases in which the board of its
own motion made an order for the protection of crossing under said act. 4. The appro-
priation made by the board out of the Railway Grade Crossing Fund under said act,
and the crossing in respect of which such appropriations were made. 5. The character
or description of the crossing in question, and the character, description and cost in
each case of the construction work of protection ordered or directed by the board.
6. The amount in each case ordered or directed by the board to be paid out of the
said fund and by the railway company and municipality or other party to the pro-
ceedings. 7. The cases in which the work ordered to be done (a) has been completed,
(b) in which it is under construction, (c) the cases in which the municipality has
submitted to or complied with the order of the board, and (d) cases in which the
municipality has refused to comply. Presented 14th December, 1909.— Mr. Lennox.

Not printed.

61. Return to an order of the House of Commons, dated 24th November, 1909, showing what

Indian lands within the territories now covered by each of the provinces of Manitoba,
Saskatchewan and Alberta, have been sold yearly since 30th June, 1900-. such informa-
tion to be detailed as follows: the name of each reserve, the area sold therein yearly,
the average prices realized, and the cash paid to the Indians concerned at the time of
sale, under the terms of surrender. Presented 15th December, 1909. — Mr. McGrath.

Not printed.

62. Return to an order of the House of Commons, dated 22nd November, 1909, showing the

areas sold or leased as oil lands in the Northwest, giving the amount sold or leased,
the date when, and the parties to whom sold or leased, and if leased, the various
assignments, if any, made thereof, and the dates of the same. Presented loth Decem-
ber, 1909.— Mr. Foster Not printed.

63. Return to an order of the House of Commons, dated 16th November, 1909, showing:

Copy of the contract for the dredging of the Napanee river during the summer of
1909 ; name of the contractor who had the contract ; names of the engineers in charge
of the work and the inspector; the depth and -vvidth of the channel after dredging; the
length of time taken to complete the work; the total amount of money expended on
the work; whether the work was done by day work or by the yard; and the prices paid
by day or by yard. Presented 15th December, 1909.— Mr. Wilson (Lennox).

Not printed.

64. Return made to parliament iu accordance with chapter 47, section 4, Revised Statutes,

1906, containing copy of the orders in council for the issue of licenses to United States
fishing vessels to enable them to buy bait, ice, lines, &c. during the year 1910. Pre-
sented 16th December, 1909, by Hon. L. P. Brodeur Not printed.

65. Return, in pursuance of section 16 of the Government Annuities Act, 1908, containing

statement of the business done during the fiscal year ending March 31st, 1909, together
with a copy of the regulations made under section 13 of the act. Presented 17th
December, 1909, by Hon. W. S. Fielding Printed for sessional papers.

66. Report of the Commissioner, Dominion Police Force, for the year 1909. Presented 12th

January, 1910, by Hon. A. B. Aylesworth Not printed.

15

9-10 Edw. VIL Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

67. Return to an order of the House of Commons, dated 29th November, 1909, for a copy of
all reports and correspondence in connection with section 29, township 9, range 22, west
of the 4th meridian, as well as applications for railway right of way and station
grounds within such land. Presented 12th January, 1910.— .1/r. McGrath. .Not printed.

68. Return to an order of the House of Commons, dated 6th December, 1909, for a copy of

all papers, reports, correspondence, &c., between the Department of tine Interior and
its officers and agencies and any other persons, relative to the s.w. \ section 24-38-10 'w.
3rd m., and the respective claims of Allan R. Mudie and Thos. G. Warwick. Presented
12th January, 1910.— Mr. Lake Not printed.

69. Return to an order of the House of Commons, dated 15th December, 1909, showing the

names of the two hundred and twenty-one members of the House of Commons, as provided
for in 6-7 Edward VII., Dominion Statutes, 1907, chapter 41, section 1, excepting only
such seat or seats as have fallen vacant. Presented 12th January, 1910. — Mr. White
(Renfrew) Not printed.

70. Return to an order of the House of Commons, dated 24tk November, 1909, showing the
total number of incubators and brooders, respectively, imported into Canada from
the United States during the fiscal year ending March 31st, 1909, and the total cost ot
each. Presented 13th January, 1910.— ilfr. White (Renjreiv) Not printed.

71. Return to an order of the House of Commons, dated 22nd November, 1909, for a copy
of all letters, telegrams, applications, contracts and corresijondence with regard to the
taking of spawn for the fish hatchery at Snake Island, Winnipegosis, for the years
1907, 1908 and 1909. Presented 13th January, 1910.— Mr. Campbell Not printed.

72. Return to an order of the House of Commons, dated loth December, 1909, showing a

list of all exports, technical advisers, and special officers generally, engaged by tlie
government in connection with the naval defence programme and its execution, giving
names, special qualifications, duration of engagement and rate of remuneration, as
well as the total amount expended to date under the above; also amounts expended to
date for articles, books, instruments and objects of all kinds in connection with said
naval defence programme. Presented 13th January, 1910.— Mr. Monk.

Printed for sessional papers.

73. Return to an order of the House of Commons, dated 29th November, 1909, showing the

number of lighthouses in British Columbia, the salaries of the lightkeepers at the end
of the financial year 1907-190S ; what the salaries are to-day ; why some salaries have
been reduced and when such reduction took place. Presented 13th January, 1910. —
Mr. Smith (Nanaimo) Not printed.

74. Return to an address of the House of Commons, dated 18th November, 1909, for a copy

of all orders in council, correspondence, documents and papers of every description
relating to the proposed sale or disposal of any part of the Peigan Indian Reserve in
tlie province of Alberta, including any advertisement of such sale and record of the
proceedings, whether by vote or otherwise, under which any of the Indians on said
reserve purported to give their consent thereto. Also a return showing the actual
number of Indians on said reserve entitled to vote or elect in re.spect of such proposed
sale, and all other information in the possession of the department or its officials
relating to or in any way referring to the proceedings in connection with such proposed

sale. Presented 13th January, WW.— Mr. Herron Not printed.

16

9-10 Edw. YII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME IQ—Contiyiued.

75. Return to an order of the House of Commons, dated 17th December, 1909, for a copy '^f

all papers, reports, correspondence, &c., between the Department of the Interior, and

its officers and agencies, and any other person, relative to the s.w. ^ section 16-30 9,

^ w. 3rd m., and the respective claims thereto of Thomas Paterson and J. F. Sibbald.

Presented 13th January, 1910. — Mr. Lake Xot printed.

76. Return to an order of the House of Commons, dated 24th November, 1909, showing

approximately the amount of revenue collected by the government between the 1st
January, 1908, and the 1st November, 1909, in the province of Alberta and Saskatchewan,
respectively, on account of payments for coal lands, coal royalties, bonuses and rental
on timber lands, timber dues, hay lands, grazing lands, irrigation areas, school lands,
minerals, water powers, stone quarrying lands, Indian lands, or on account of any
natural resources within each of the above provinces. Presented 13th January, 1910. —
Mr. McCarthy Not printed.

77. Return to an order of the House of Commons, dated 17th December, 1909, for a copy of

all documents and papers relating to the western shipment of grain. Presented 13th
January, 1910. — Mr. Taylor (Leeds) Not printed.

78. Return to an order of the House of Commons, dated 24th November, 1909, for a copy

of all letters, correspondence and complaints, or other papers, from Indians or others
regarding the manner in which the St. Peter's Indians have been treated relating
to lands allotted to them by the government in consideration of the surrender of St.
Peter's Reserve. Presented 13th .January, 1910. — Mr. Bradbury ..Not printed.

78(1. Return to an order of the House of Commons, dated 13th December, 1909, for a copy
of all instructions to J. O. Lewis, Indian Agent at Selkirk, regarding the delivery of
patents to Indians entitled to same, in connection with the surrender of St. Peter's
Reserve. Presented 1.3th Jantxary, 1910. — Mr. Bradbury Not printed.

78b. Return to an order of the Hou.se of Commons, dated 6th December, 1909, showing all
moneys paid by the government in connection with the surrender of St. Peter's
Reserve, to whom paid, and for what; also all moneys paid in connection with the
moving of the Indians to the new reserve on Lake Winnipeg, to whom paid, and for
what. Presented 13th January, 1910. — Mr. Bradbury Not printed.

78c. Return to an order of the House of Commons, dated 29th November, 19&9, for a copy of
all instructions sent to the Indian Agent at Selkirk, in connection with St. Peter's
Indians pledging or disposing of their holdings, secured through the surrender of their
reserve; a statement showing all those entitled to receive patents for lands in con-
nection with the surrender of the reserve, the applications made by those so entitled
for their patents, and receipts signed for the patents by those so entitled on delivery
of the patent. Presented 13th January, 1910.— -Ur. Bradbury Not printed.

78d. Copy of papers relating to St. Peter's Indian Reserve, comprising letters of instruc-
tions and commission to Mr. H. M. Howell, Report of H. M. Howell, and advertisement
in connection with auction sale of lands. Presented 27th January, 1910, by Hon. F.
Oliver Not printed.

78e. Return to an order of the House of Commons, dated 17th January, 1910, for a copy of
all accounts of George Tracy, of Selkirk, against Indians of St. Peter's Reserve,
Manitoba, now on file in the Department of Indian Affairs here, and of all corres-
pondence in the d?partment in relation therto. Presented 31st January, 1910.— 3/r.

^^<^dbury '.Not printed.

3340—2 17

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

78/. Return to an order of the House of Commons, dated 14th February, 1910, for a copy
of all papers and instructions given to A. S. Williams, Law Clerk of the Department
of Indian Aflairs, and to S. Swinford, Inspector of Indians, Winnipeg, in connection
with their work among the St. Peter's Indians in Manitoba; also a copy of the report
of these gentlemen in connection with the work they have been engaged in during the
last few weeks among the St. Peter's Indians. Presented 4th April, 1910.— 3fr. Bradbury.

Not printed.

79. Return to an order of the Senate, dated 26th November, 1909, for a copy of the several

complaints which in 1908 and 1909 have been made by different parties to the Minister
of the Interior or to the Superintendent of Immigration of the manner in which immi-
grants are treated at Quebec. Presented 13th January, 1910 — Hon. Mr. Landry.

Not printed.

80. Return to an order of the Senate, dated 2nd December, 1909, for a copy of all accounts

filed during the fiscal year 1907-8 in the Department of the Interior by Sosthene Morisset,
one of the clerks of the Immigration office at Quebec. Presented 13th January, 1910. -
Hon. Mr. Landry 2Vof printed.

80a. Return to an order of the Senate, dated 3rd December, 1909, for a copy (1) of the
medical certificate given by Doctors Page and Nadeau to justify the order for the
sending back of the immigrant Otta Nittenen, in November, 1908; (2) of the corres-
pondence on this subject exchanged between the agent of the Canadian Pacific Railway,
Mr. Jules Hone, and Messrs. Lavoie and Stein of the Immigration Office at Quebec,
and the Superintendent General of Immigration at Ottawa, Mr. W. D. Scott, in
November and December, 1908. Presented 13th January, 1910. — Hon. Mr. Landry.

Not printed.

80b. Return to an order of the Senate, dated 3rd December, 1909, for a copy of the attend-
ance and pay-lists of the employees in the Immigration Office at Quebec, for the first
four months of the present year. Presented 13th January, 1910. — Hon. Mr. Landry.

Not printed.

80c. Return to an order of the Senate, dated 2nd December, 1909, for the Reijort of Deten-
tions and Deportations at the port of Quebec for the month of November, 1908. Pre-
sented 13th January, 1910. — Hon. Mr. Landry Not printed.

80d. Return to an address of the Senate, dated 25th January, 1910, for a copy of the atten-
dance and pay-lists of the employees of the Immigration Office at Quebec, for the
months of January, February, March and April of 1909. Presented 10th February,
1910.— Ho??. Mr. Landry Not printed.

80e. Return to an order of the Senate, dated 12th January, 1910, for a copy of the report
made in 1906 to the Department of the Interior by Mr. Blair, upon the inquiry held
by him at Quebec, at the Immigration Office, on the subject of certain complaints
concerning the administration of the said office. Presented 22nd February, 1910. —

Hon. Mr. Landry Not printed.

80/. Return to an order of the House of Commons, dated 13th December, 1909, for a copy of
the correspondence exchanged since the 1st of January, 1908, between the medical
examiners of immigrants and the Superintendent of Immigration, respecting the
inspection of immigrants. Presented 23rd March, 1910— 3/r. Paquet.. . .Not printed.

18

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

80g. E«turn to an order of the Senate, dated 10th March, 1910, for the production of all
complaints made to the Department of the Interior against the present Immigration
Agent at Quebec, and of all the correspondence exchanged on this subjert between the
difierent parties in question and the department or any of its officers. Presented 6th
April, 1910.— Hon. Afr. Landry Not printed.

80h. Return to an order of the Senate, dated 2nd March, 1910, calling for the production of
all correspondence between the present Immigration Agent at Quebec and his superior
in the Department of the Interior, on the subject of his retirement, dismissal or pro-
motion of officers under his control, or of the increase or decrease of their salaries or
remuneration. Presented 6th April, 1910.— Hon. Mr. Landry Not printed.

80t. Return to an order of the Senate, dated 1st February, 1910, for a copy of the accounts
sent by the restaurant keeper, Jacques Dery, to the Immigration Department, for
meals furnished the employees of the Immigration Office at Quebec, from 1st January,
1906, until 1st January, 1910, specifying separately for each employee, the date of each
meal and the sum asked, and also a copy of all the accounts sent, from time to time,
by the same restaurant keeper during the same period, for meals given and provisions
furnished in connection with the Immigration Office at Quebec. Presented 6th April,
1910.— For?. Mr. Landry Not printed.

80j. Return to an order of the Senate, dated 10th March, 1910, for a copy of all correspon-
dence exchanged between the Immigration Department and Doctor Jos. P. Lavoie,
Immigration Agent at Quebec, since the appointment of the latter, with regard to the
following subjects, to wit: The expense of equipping his office; the placing of the
telephone, the cost and the use of that instrument; the installing of electric fans in
the immigrants' eating room, and in the agent's dining room; the changes to be made
in the personnel of the Quebec office; the appointment of new employees; and every
subject concerning the internal administration of liis office. Presented 13th April,
1910.— floTj. Mr. Landry Not printed.

80k. Return to an order of the Senate, dated 7th April, 1910, for the production of the
requests or of the complaints made by the navigation companies for the past five years,
on the subject of the insufficiency of the means of accommodation i)ut at the disposal
of the authorities of Grosse Isle for the benefit of the immigrants, obliged by the regu-
lations to remain there. Presented 2nd May, 1910. — Hon. Mr. Landry.. . .Not printed.

801. Return to an order of the Senate, dated 26th April, 1910, calling for the production of
a copy of the attendance list of the employees of the Immigration Office at Quebec for
the month of October, 1908. Presented 4th May, 1910.— ifon. Mr. Landry ..Not printed.

80m. Return to an order of the Senate, dated 7th April, 1910, calling for the production of a
copy of the attendance lists of the employees of the Immigration Office at Quebec, from
the 1st April, 1909, to this day, and also for a copy of the pay-lists of the same
employees during the same period. Presented Ith May, 1910. — Hon. Mr. Landry.

Not printed.

81. Return to an order of the House of Commons, dated 16th November, 1909, showing in
relation to each dog-fish reduction plant or establishment for the reduction of dog-fish
erected by or for the government or maintained in whole or in part by the government,
(a) the cost of construction, (b) the cost of maintainance for each year, (c) the location,
(d) the quantity of dog-fish treated thereat in each year, and (e) the amount realized
from the sale of or the disposal in each year. Presented 17th January, 1910. — Mr. Borden.

Not printed.
3340— 2J 19

9-10 Edw. VII. Alphaljetic-iil Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

82. Return to an order of the House of Commons, dated 6th December, 1909, for a copy of all
correspondence, reports, documents and papers touching the matter of the salmon
fishery of Salmon River, Digby county, N.S., and the fishways or passes in said riyer.
Presented 17th January, 1910.— Mr. Jameson Not printed.

83. Return to an order of the House of Commons, dated 22nd November, 1909, for a copy of
all reports, correspondence and other papers relating to the condition and mainte-
nance of the buoy on the Old Proprietor Ledge in the Bay of Fuudy since January 1st,
1908; also of all reports, correspondence and other papers relating to the establishment,
equipment, maintenance and operation of the life boat and life saving station at Seal
Cove, in the Bay of Fundy ; also copy of all instructions issued to Captain Lugar iu
connection with the inquiry into the wreck of the ss. Hestia, and of the findings and
report on said inquiry. Presented 17th January, 1910.— Mr. Daniel Not printed.

83a. Supplementary Return to No. 83. Presented 14th February, 1910 Not printed.

84. Return to an order of the House of Commons, dated 15th December, 1909, showing:

1. The present indebtedness to the Dominion government of the Montreal Turnpike
Trust (a) on capital account, (b) for arrears of interest. 2. The amount collected at
each toll gate belonging to the said turnpike trust during the year ending Slst Decem-
ber, 1908, and for the first six months of the year 1909. 3. The names of all parties
who have commuted their tolls during each of the two above mentioned periods and
the amount of the commutation money paid to the trust in each case. 4. The amount
expended on each section or road division under the control of said trust, during the
year ending 31st December 1908, and the contracts given out during the said year, with
the name of the contractor and the date and amount of money involved in each case;
and a statement in each case also as to whether the contract was awarded after tender
called through newspapers. 5. The amount paid out during the said two first above-
mentioned periods at each toll gate for salaries of day and night guardians and any
other expenditures at each of the toll gates maintained. 6. The names of all parties hold-
ing passes for free use of the roads under control of said trust during the period above
mentioned, with a statement, in each case, of the reason why the pass was so granted. 7. Tlie
expenses of the said trust during each of the two periods above mentioned for rent, salaries
of the office, inside or outside service, giving name and remuneration of each official
and amounts paid to any civil engineer employed by the trust. 8. The actual present
indebtedness in detail of said trust outside of its bonds due to the government of
Canada. 9. The amounts collected by said trust during the above-mentioned periods
from municipalities under special agreements made as to their share pro rata of the
bonded indebtedness of the turnpike trust. 10. The names of all members of the trust
elected to represent the bondholders, with date of election in each case, during said two
periods. 11. The amounts paid by the trust to any of its members or officials during
said two periods, whether as travelling or personal expenses, or indemnity for atten-
dance or for any other reason whatever. 12. The name of any auditor who has acted
during said two periods, and the amount paid such auditor. 13. An exact statement
of any amounts paid by the trust for purchase or lease of any property outside of the
city of Montreal and in defraying the travelling or displacement or maintenance
expenses of the trustees or their officials generally. Presented 17th January, 1910. —
Mr. Monk • Not printed.

85. Return to an address of the House of Commons, dated 29th November, 1909, for a copy

of all orders in council relating to the North Atlantic Trading Company, and all
correspondence between the North Atlantic Trading Company and the government, or
any member or official thereof, since November 1, 1906, and up to 20th November, 1909.

Presented 20th January, 1910.— Mr. Wilson (Lennox) Not printed.

20

9-10 Edw. VII. Alphabetical Index to Sessional Papers, A. 1910

CONTENTS OF VOIITME 10— Continued.

S5a. Eetu-n to an order of the House of Commons, dated 15th December, 1909, for a copy
of petition of right of pleas offered in defence in the case of the snit of the North
Atlantic Trading Company vs. the King, in the Exchequer Court, and of all corres-
pondence as well as reports and petitions which led up to the government granting a
fiat to the suppliant; and a copy of all letters having reference to the said claim now
sued upon from the time of the final payment to the said North Atlantic Company.
Presented 20th January, 1910.— 3/r. Monk Xot printed.

86. Return to an order of the House of Commons, dated 6th December, 1909, for a copy of

all correspondence, documents, and reports since the 1st January, 1908, between our
immigration agents in Belgium and the Minister of the Interior. Prest-uted 2 An
January, 1910. — Mr. Paquet Xot printed.

86a. Return to an order of the House of Commons, dated 18th November, 1909, giving the
names and addresses of all immigration agents at the present time employed by the
government in Great Britain, the continent of Europe, and the United States, on salary,
the amount of salary paid to each, the amount of other perquisites paid to each, if any ;
the names and addresses of all immigration agents at the present time employed by
the government in the above countries on commission, the amount of such commission,
the rate of commission per immigrant, the amount of other perquisites paid to each;
the names and addresses of all special immigration agents in the above countries
appointed during the fiscal years 1908-9 and up to 1st November, 1909, the date of the
appointment of each, the address of each at the time of his appointment, the amount
of salary, commission, or other perquisites paid to each, and the length of time served
by each in respect of such appointment. Presented 4th February, 1910. — Mr. M'ilson
(Lennox) Xot printed.

87. Return to an order of the House of Commons, dated 1st December, 19C9, showing all

casualties and accidents attended with danger or loss of human life, that have occurred
in the Marine and Fisheries Department owing to the operation of pintsch and acety-
lene gas as an illuminant, for each year since 1880, together with a copy of all papers
and reports in connection therewith. Presented 20th January, 1910. — Mr. Foster.

Xot printed.

88. Return to an order of the House of Commons, dated 6th December, 1909, for a copy of

all correspondence, petitions, and other papers between any person or persons and tlie
government, or any member thereof, or any official thereof, with reference to the
dredging of the Napanee river. Presented 20th January, 1910. — Mr. Wilson (Lennox).

Xot printed.

89. Return to an order of the House of Commons, dated 13th December, 1909, for a copy of

all correspondence had between the Post Office and Public Works Departments, together
with all reports and other documents relating to the necessity of providing adequate
post office accommodation in the city of Lethbridge. Presented 20th January, 1910. —
Mr. Magrath Xot printed.

89a. Supplementary Return to No. 89. Presented 18th February, 1910 Xot printed.

90. Interim Report of the Dominion Fisheries Commission for the investigation of the

waters on Lac du Bonnet fisheries. Presented 20th January, 1910, by Sir Wilfrid
Laurier Xot printed.

90a. Interim Report of the Dominion Fisheries Commission for the investigation of the
waters of Manitoba and the West. Presented 20th January, 1910, by Sir Wilfrid

Laurier Not printed.

21

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19—Oontinued.

90b. Rftiirii to an order of tlie House of Commons, dated 22nd November, 1909, for a copy
of all letters, telegrams, applications, contracts, lease or leases and correspondence
with regard to Lac du nonnet fishing. Presented 27th January, 1910. — Mr. Campbell.

Not printed.

90c. Return to an address of the House of Commons, dated 4th February, 1909, for a copy
of all correspondence, orders in council, papers and documents relating: to th= question
of fisheries in the Pembina river, in the province of Manitoba, and of regulations or
agreements with the United States government in reference to the rivers running
from one country into the other. Presented 14th February, 1910. — Mr. Sharpe (Lisgar).

Not printed.

91. Return to an order of the House of Commons, datei 15th December, 19J9, for a copy ''i

the pay sheets of the employees on the Lachine canal under the supervision of Denis
O'Brien for the months of May, June. July, August, September, October and Novem-
ber. Presented 24th January, 1910. — Mr. Verville Not printed.

92. Return to an order of the House of Commons, dated 24th January, 1910, for a copy of

all instructions given during his term of office by the Honourable Speaker Blanchet,
to the then sergeaut-at-arms, or to other officials in connection with the appointment of
sessional messengers. Presented 26th January, 1910. — Mr. Monk Not printed.

93. Return to an order of the House of Commons, dated 18th November, 1909, showing the

number of fatal accidents resulting from the use of explosives in the construction if
railways and other public works in Canada, reported to either the Department of
Railways and Canals, the Department of Public Works, or the National Transcon-
tinental Railway Commissioners, within the past three years; the nature of investigi-
tion, if held, after each accident; and what precautions have been taken to prevent or
minimize the number of accidents from the use of explosives on construction work in
Canada under control of governrment officials. Presented 26th January, 1910. — Mr.
Robb Printed for sessional papers.

94. Return to an order of the House of Commons, dated 18th November, 1909, for a copy of
all applications, petitions, letters, telegrams, documents, plans, specihcations and
correspondence with reference to, and in any way concerning the application for
subsidy for the building of a dry-dock and ship-building yard by certain persons, or
company, at or in the vicinity of the town of Sault Ste-Marie, Ontario. Presented 26th
January, 1910.^Mr. Boyce Not printed.

94a. Return to an order of the House of Commons, dated 18th November, 1909, for a copy of
all applications, petitions, letters, telegrams, documents, plans, speciti.cations and cor-
respondence with reference to and in any way concerping the appl.catiou for subsidy
for the building of a dry-dock and ship-building yard by certain persons, or company,
at or in the vicinity of the town of Port Arthur, Ontario. Presented 11th Marcli,
1910.— Mr. Boyce Not printed.

95. Return to an order of the House of Commons, dated 17th December, 1909, showing:

1. A description by sections, townships and ranges, with areas of all lands included in
the area controlled by the Southern Alberta Land Company under agreements with the
government, and the date of expiry of such agreements. 2, A description by sections,
townships and ranges with areas of all lands held under grazing lease or leases or
assignment of leases and now controlled by Messers. Cowdry & Maunsall, or either of
them, of lands which lie between the Bow and Belly rivers, bounded on tlie east by
range 12 and on the west by range 19, west of the fourth meridian. Presented 27th

January, 1910.— Mr. McCarthy Not printed.

22

9-10 Edw, VII. Alphabetical Index to Sessional Papers. A. 1^10

CONTENTS .OF VOLUME 19— Continued.

96. Return to an order of the House of Commons, dated 17th January, 1910, showing:
1. What amount has been annually expended by the government since the year 1900 in
connection with the Atlantic Fisheries of Canada, apart from sums spent in the fishery
protection service and for bounty, in the respective provinces of Nova Scotia, New-
Brunswick, Prince Edward Island and Quebec. 2. The amount expended in each of the
said provinces annually for fishery breeding purposes, dog-fish reduction plants, bait
freezers, cold storage and salaries of officials, respectively. 3. What other general
purposes in connection with the fisheries expenditures were made in such provinces
within said period. Presented 27th January, 1910.— Mr. Jameson Not printed.

97. Regulations of the National Parks of Canada. Presented 28th January, 1910, by Hon.

F.Oliver Printed for sessional papers.

98. Return to an order of the House of Commons, dated 19th Janjiary, 1910, showing all

tenders called for by the Department of Railways and Canals, or the purchasing agent
of the Intercolonial Railway of Ottawa, at any time during the year 1909, for wire
fencing ; a copy of any tenders received for such fencing, with the names of the
tenderers, and the prices quoted by the said parties tendering for the different kinds
of fencing; the names of the successful tenderers, and the particular kind of fencing
bought, the gauge of wire, number of stands and distances apart of the brackets in
uprights; the price per rod, and where the wire was manufactured. Presented 1st
February, 1910.— Mr. Wilcox Not printed.

98a. Return (in part) to an order of the House of Commons, dated 1st December, 1909, for
a copy of all papers in connection with the alleged securing and sale or distribution of
passes on the Intercolonial Railway within the* last two years, and also of all papers
of every kind in connection with the alleged padding of pay-lists on the Windsor
Branch Railway, and the re-sale of mutilated railway ties to the government. Pre-
sented 16th February, 1910 — Mr. Foster Not printed.

98b. Return to an order of the House of Commons, dated 24th January, 1910, showing:
1. How many derailments have taken place on the Intercolonial Railway during the
year 1909. 2. At what points of the railway each of these derailments took ijlace, and
at what dates. 3. The report made in each case, and the cause or causes mentioned in such
report. Presented 17th February, 1910. — Mr. Talbot Not printed.

98c. Return to an order of the House' of Commons, dated 7th February, 1910, showing:
Since the beginning of the autumn train service of 1909 on the Intercolonial Railway,
at what time the train leaves Oxford Junction every week day morning for Pictou is
due to leave Oxford Junction and arrive at Pictou; the actual time at which the
train departed each day from Oxford Junction, the actual time at which it
arrived each day at Pictou ; the causes of the delay, if any ; and what efforts are being
made to improve the service in respect of time. Presented 24th February, 1910. —
Mr. Rhodes Not printed.

98d. Return to an order of the Senate dated loth February, 1910, for a statement showing
in so many distinct colunms: 1. The names of all the employees of the Intercolonial
Railway who have been dismissed or who have resigned since the Intercolonial Rail-
way was put under the direction of the Commission of that road. 2. The respective
salaries of such employees. 3. The date of their appointment. 4. The date of their
dismissal. 5. The number of the division or of the section of the railway where they
were employed. 6. The domicile of such employees at the time of their dismissal.

Presented 19th April, ldlO.--IJon. Mr. Landry Not printed.

23

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME IB—Coniinued.

98e. Return to an order of the House of Commons, dated 14th March, 1910, showing:
Since the appointment of the Government Railways' Managing Board, how many
employees of the Intercolonial Railway have been dismissed at Truro, at Halifax, and
at Stellarton, respectively, with their respective names; at what kind of work each
was employed; on what dates, respectively, each one was dismissed; how many of
them since re-employed; on what dates, respectively, each one was re-employed; how
long since such re-employment each one has remained in the service ; how many < t
them are still in the service, with their names and what each one is employed at.
Presented 20th April 1910.— Mr. Rhodes Not printed.

98/. Return to an order of the House of Commons, dated 22nd November, 1909, showing
the number of passes issued on the Intercolonial Railway from October 1st, 1908, to
October 1st, 1909, whether annual, return trip or trip, to whom issued, the authority
and upon whose recommendation the passes were issued and reasons for the issue, tlie
several points at which these passes took efiect and the destination, and also a coi>y
of the agreement entered into by the various railways of Canada regarding the non-
issuing of passes. Presented 20th April, 1910. — Mr. Stanfield Not printed.

99. Return to an order of the House of Commons, dated 6th December, 1909, for a copy

of all letters, communications, petitions and correspondence with and by the govern-
ment, or any minister, with regard to the appointment of some one to fill the vacancy
on the Board of Railway Commissioners, caused by the demise of the late Honourable
Thos. Greenway. Presented 1st February, 1910. — Mr. Campbell Not printed.

100. Return to an address of the House of Commons, dated 29th November, 1909, for a
copy of all memorials, reports, correspondence and documents in the possession of the
government, relating to the reduction of the representation in the House of Commons,
of the several provinces of Nova Scotia, New Brunswick and Prince Edward Island,
and of all correspondence with the governments of these provinces with regard to the
restoration to the said provinces of such representation as they respectively had at the
time of their becoming provinces of this Dominion. Presented 1st February, 1910. —
Mr. Warburton Printed for sessional papers.

101. Return to an order of the House of Commons, dated 19th January, 1910, for a copy of
all declarations, affidavits and solemn declarations made and sent to the Post Office
Department, or to the Honourable the Postmaster General, since the first day of Sep-
tember, 1907, up to the fifteenth day of January, 1910, respecting the franking priv-
ilege asked for the Arthabaska Gazette, with copies of the lists of pretended
subscribers to that newspaper with the said declarations, affidavits and solemn decla-
rations; also a copy of the report of Mr. A. Bolduc, Post Office Inspector, respecting
the said Arthabaska Gazette. Presented 2nd February, 1910. — Mr. Lavergne.

Xot printed.

102. Return to an order of the House of Commons, dated 13th December, 1909, showing
a list of the free mail delivery routes which have been established in Canada,
including the port of departure and the place of arrival, the length of each, the
number of houses on each route, and the number of boxes on each route. Presented
3rd February, 1910. — Mr. .■irmstrong Printed for sessional papers.

102a. Return to an order of the House of Commons dated 6th December, 1909, for a copy
of all papers, letters, telegrams, documents and correspondence with reference to or
in any way concerning the installation of free mail delivery service in the city of

Sydney, N.S. Presented 17th February, 1910.— Mr. Maddin Not printed.

24

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOITTME 19— Continued.

103. Eetnrn to an order of the House of Commons, dated 3rd February, 1910, for a copy
of the report of Commander Wm. Wakeham, Special Commissioner and Inspector of
Fisheries for the Gulf of St. Lawrence, on the Lobster Industry of the Maritime
Provinces and the province of Quebec. Presented 3rd February, 1910, by Sir Wilfrid
Laurier See Sessional Paper No. 22a.

104. Return to an order of the House of Commons, dated 17th January, 1910, for a copy
of all correspondence, reports, despatches, documents and other papers relating in any
way to the claim for a homestead, by the members of the family of Angus Sauve, who
was in the African campaign, and who died a short time after his arrival in the
country. Presented 4th February, 1910. — Mr. Boyer Not printed.

104a. (1909). 1. International Boundary Waters Treaty, signed at Washington, 11th
January, 1909. 2. Eider attached by the United States Senate.

Printed for both distribution and sessional papers.

105. Report of a system of uniform and common international regulations for the pro-
tection and preservation of the food fishes in international boundary waters of
Canada and the United States. Prepared by the International Fisheries Commission
pursuant to and under the authority of the Convention of April 11, 190?, between
Great Britain and the United States. Presented 4th February, 1910, by Sir Wilfrid
Laurier Pritited for distribution.

106. Return to an order of the House of Commons, dated 19th January, 1910, for a copy
of all papers, letters, telegrams, documents and correspondence, occurring during the
first six months of 1908, in connection with suggested amendments to the Northwest
Irrigation Act. Presented 7th February, 1910. — Mr. Magrath Not printed.

107. Return to an address of the House of Commons, dated 16th November, 1908, for a copy
of all petitions addressed to His Excellency the Governor General of Canada, or to
the government, or any department thereof; also of all letters, correspondence of all
kinds, and all reports had by the government in reference to the navigation, cleaning
and deepening of the river known as River des Prairies, following along the northern
boundary of the island of Montreal. Presented 7th February, 1910. — Mr. Monk.

Not printed.

107a. Report of Mr. G. de G. Languedoc, assistant engineer, in respect of work required to
be done along Riviere des Prairies, to give a five-foot channel at low water for
navigation. Presented loth February, 1910, by Hon. W. Pugsley Not printed.

108. Return to an order of the House of Commons, dated 24th January, 1910, showing what
interest or control the Canadian Northern Railway Company has in any of the
following railway companies : The Ontario and Rainy River Railway Company, the
Port Arthur, Duluth & Western Railway Company, the Manitoba & Southeastern
Railway Company, the Minnesota & Manitoba Railway Company, the Minnesota &
Ontario Bridge Company, the Saskatchewan Northwestern Railway Company, the Qu'Ap-
pelle. Long Lake & Saskatchewan Railway Company, the Alberta Midland Railway
Company, the Edmonton, Yukon and Pacific Railway Company. 2. What subsidies
either in land, money or by way of guarantee of securities have been gr£inted to any
of the railway companies mentioned on account of the main or branch lines or both,
of the said companies, either by the Dominion government, or the provincial govern-
ments of Ontario, Manitoba, Saskatchewan and Alberta, or any muncipality through
which their lines run. 3. What portion of these subsidies have been earned to date.
4. How many miles west of Edmonton a line of railway is constructed and in operation

25

9-10 Edw, VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

by the Cauadiau Northern Railway Company. 5. What work other than location
survey work has been done west of this point up to date, how much and of what nature.

6. What portion, if any, will eventually form part of the proposed line to Vancouver.

7. When the location plan of the route of the C.N.R. between Edmonton and Vancou-
ver, by way of the Yellow Head Pass was approved by the Minister of Railways and
the Board of Railway Commissioners. 8. What applications, if any, have been made
since to change or in any way alter this location plan. 9. To what extent, if any, the
government of Manitoba has exercised its right of control of freight rates under section
8 of schedule B of the Act 1 Edward VII, chapter 53. 10. What effect, if any, this
section of said act has had in red\icing freight rates in the province of Manitoba.
Presented 8th February, 1910. — Mr. Lennox Not printed.

109. Return for the year ended 31st December, 1909, of permits to take intoxicants into
the Northwest Territories, in accordance with the requirements of chapter 62, section
88, of the Revised Statutes of Canada. Presented 8th February, 1910, by Hon. F. Oliver.

Not printed.

110. Return to an order of the House of Commons, dated 6th December, 1909, showing
how many officials of the government, or of the Senate or House of Commons, have
residences or living rooms in Ottawa supplied by the Crown, with the estimated yearly
value and the rent charged in each case. Presented 14th February, 1910. — Mr. Blain.

Not printed.

110a. Supplementary Return to No. 110. Presented 24th February, 1910 Not printed.

111. Return to an order of the Senate, dated 26th January, 1910, showing the total amount
of lands set apart for school purposes in Rupert's Land, or what now comprises the
provinces of Manitoba, Saskatchewan and Alberta. The amount of said lands sold for
school purposes yearly before the formation of the provinces of Saskatchewan and
Alberta, and the average price realized per acre for same. The amount sold yearly in
all the said provinces up to the year 1910, and the average price realized for same.
The total amount of acres of school lands yet remaining unsold in the said provinces.
Presented 15th February, 1910. — Hon. Mr. Davis Not printed.

112. Return to an order of the House of Commons, dated 6th December, 1903, showing the
amount received by the Minister of Finance under the Land Titles Act, section 159,
cap. 110, R.S.C., 57 and 58 Vic, cap. 28, sec. 116; how such fund is invested under sec.
160 of the same Act; the amount of interest which has accrued from said fund; and the
amount paid for losses arising from bad titles guaranteed by said fund. Presented
22nd February, 191Q.— Mr. Macdonell Not printed.

113. Return to an order of the House of Commons, dated 17th January, 1910, showing:
1. The name, cost, date of construction, place of construction, and gross tonnage of
each of the steam vessels now owned by the Dominion government. 2. The names jf
those built in Canada. 3. What ones thrown open to Canadian competition. 4. In
each case that was open to Canadian competition, the difference between the lowest
Canadian tender and the price paid. 5. In each case where a contract was made with
a builder for the construction of any of said steam vessels, the month and day when
each of said contracts were signed, and when each of said contracts called for delivery
of vessels. 6. The price each of the said steam vessels would have cost if the govern-
ment in each case paid the current Canadian customs duty chargeable on vessels
constructed outside of Canada. Presented 24th February, 1910.— 3/r. Sinclair.

Printed for sessional papers.
26

9-10 Edw. YII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME IQ—Contiiiued.

114. Return to an order of the House of Commous, dated 15th March, 1909, showing-:
1. The number and names of the various dredges owned by the government. .2 When and
by whom constructed, or when and from whom purchased. 3. The price paid for each
dredge. 4. On what work each dredge has been engaged in in eacli of the years 1905,
1906, 1907 and 1908. 5. How many months during each of these years each dredge was
working, and how many cubic yards of material each dredge removed per month.

6. The cost of maintaining and cost of operating each dredge for each of these years.

7. The names of the dredges leased during these years, if any, to whom leased, on
what terms, and what amoimts were received each year under such leases. Presented
24th February, 1910. — Mr. German Not printed.

115. Return to an order of the House of Commons, dated 19t:h January, 1910, for a copy
of all letters, telegrams, petitions and other correspondence in connection with the
establishing of a post office to be named Charleston or Kelmont, on the south side of
Assiuiboine river, in the parish of St. Charles, province of Manitoba. Presented 24th
February, 1910. — Mr. Staples Not printed.

116. Return to an order of the House of Commons, dated 7th February, 1910, for a copy
of all correspondence between the District Officer Commanding Military District
Number 11 and the Department of Militia, with reference to the battery of 12 pounder
B.L. guns recently sent to Esquimalt, or with reference to the proposal that No. 1
Company of the 5th Regiment, C.A., should train on said guns. Presented 24th
February, 1910. — Mr. Barnard Not printed.

117. Return to an order of the House of Commons, dated 7th February, 1910, showing the
total cost to Canada of the Military College buildings and grounds, and the amount
furnished each year by the government towards its maintenance. Presented 2tth
February, 1910. — Mr. Armstrong Printed for sessional papers.

118. Return to an order of the House of Commons, dated 7th February, 1910, for a copy
of all papers, affidavits and correspondence between the Interior Department and John
A. Dunn, or anyone in his behalf, and any official of the department, concerning the
application for patent of the n.w. 5 sec. 34, tp. 35, range 16, west of the 2nd meridian.
Presented 24th February, 1910.— Mr. Roche Not printed.

119. Statement of the affairs of the British Canadian Loan and Investment Company
(Limited), for the year ended 31st December, 1909. Also a list of the shareholders on
31st December, 1909, in accordance with cliapter 57 of 39 Victoria. Presented (Senate)
25th February, by the Hon. the Speaker Not printed.

120. Return to an order of the Senate, dated 23rd November, 1909, tor a copy of each
charter granted since 1st June, 1909, by the Secretary of State, by letters patent under
The Companies Act, chapter 79 of the Revised Statutes, 1906. (a) Incorporating any
company with powers for the development, production, distribution or use of water
power for any purposes; or with powers for the production, distribution and us5 'f
water power for any purposes; or with powers for the production, distribution and use
of electricity in any form by any means, whether directly or by the transformation
thereof into heat, light, power or any other kind of energy; or (b) conferring such
powers upon any company previously incorporated. Presented 1st March, 1910. —
Hon. Mr. David Notprinted.

27

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME Id— Continued.

121. Return to an order of the House of Commons, dated 14th February, 1910, showing
the amounts that have been paid to the il'hig Publishing Company for printing and
advertising by or for any departments of this governrment other than Militia and
Defence and Marine and Fisheries, each year, from 1896 to the present time. Pre-
sented 2nd March, 1910. — Mr. Edwards Not printed.

121a. Supplementary Return to No. 121. Presented 10th March, 1910 Not printed.

12.?. Return to an order of the House of Commons, dated 29th November, 1909, for a copy
of all letters, correspondence, papers, bills and memorials, passing between the
government of the province of Manitoba and the Dominion government since 1st
January, 1907. Presented 2nd March, 1910. — Mr. Roche Not printed.

122a. Return to an address of the House of Commons, dated 28th February, 1910, and also
of the Senate, dated 24th February, 1910, for a copy of all correspondence between the
Dominion government aud the government of Manitoba on the subject of the extension
of the boundaries of the province of Manitoba sinoe the resolution adopted by the
House of Commons on the 13th day of July, 1908. Presented 2nd March, 1910. — Hon.
Mr. Watson and Mr. MoUoy Not printed.

123. Return to an address of the Senate, dated 3rd Februaj^y, 1910, for the production of all
correspondence between the Honourable George E. Foster, M.P., and the government of
Canada, or any of their members since the year 1878, in relation to appointment of
judges to the judicial bench and of members to the Senate of Canada. Presented 6th
April, 1910. — Hon. Mr. Cloran Not printed.

124. Return to an order of the House of Commons, dated 28th February, 1910, showing all
sums of money received by the Soleil Publication Company, the Vigie Publication Com-
pany, and the Daily Telegraph Publication Company of Quebec, from the different
federal departments, and from the Transcontinental Commission, since the first day
of March, 1908, and the respective dates of each payment. Presented 3rd March, 1910.--
Mr. Paquet Not printed.

125. Return to an order of the House of Commons, dated 29th November 1909, for a copy
of all correspondence, reports, advertisements, tenders, contracts and other pa; ers and

documents relative to the maintenance of a wrecking plant on the Pacific or Atlantic

coasts, or in the River or Gulf of St. Lawrence, not already brought down. Presented

3rd March, 1910.— Mr. Taylor (Leeds) Not printed.

126. Return to an order of the House of Commons, dated 19th January, 1910, showing how
much money has been paid by this government in each year from 1896 to 1909, both
years included, to the firms of Elliott Bros., and of R. Carson, of Kingston, Ontario,
for supplies furnished to, or services of any kind performed by the government. Pre-
sented 4th March, 1910. — Mr. Edicards Not printed.

127. Return to an order of the House of Commons, dated 19th January, 1910, showing:
1. The amount of Canada's copper, silver, and gold coinage, respectively, for each
of the last ten years, and the cost and profit of each year's coinage, counting the interest
and depreciation of the cost of the Canadian Mint at 6 per cent, and the cost of main-
tenance and staff for the years during which it has been in operation. 2. The amount
of United States silver, and at what cost that has been deported each year, and the
estimated amount of United States silver current in Canada from yeai to year.
Presented 4th March, 1910. — Mr. Foster Not printed.

28

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

128. Eeturn to an order of the House of Commons, dated 7th February, 1910, showing the
number of chartered banks that have gone into liquidation since 18S8, the date of the
charters of each, the date of suspension, the capital stock, assets and liabilities, respect-
ively, at date of supension, and the per cent of dividends paid to both holders and
depositors respectively. Also what other banks have disappeared by amalgamation or
otherwise, with similar information as above in respect to them. Presented 4th March,
1910.— Mr. Foster Not printed.

129. Eeturn to an order of the House of Commons, dated 7th February, 1910, for a copy of
all memorials, reports, correspondence and documents not already brought down,
including report of the survey made during the past summer and autumn of the
harbour at Cape John and Tatamagouche Bay, in the counties of Pictou and Colchester,
in the province of Nova Scotia, relating to the route of the winter steamers between
Prince Edward Island and the mainland of Canada, and suggesting and recommending
a change or changes in the said route, and an increase in the number of trips daily of
such winter steamers ; and also a copy of all memorials, reports, correspondence and
documents relating to the route of the summer mail steamers between Charlottetown
and the mainland of Canada, and suggesting a change or changes in that route, and an
increase in the number of trips daily of such summer mail steamers ; and also witfe
regard to connecting such suggested new summer route or routes with a point or points
on the Intercolonial Eailway ; and also for a copy of all memorials, and correspondence,
asking for additional and improved aids to navigation of the harbour of Charlotte-
town and in Tatamagouche Bay and harbour. Presented 4th March, 1910. — Mr. War-
burton Not printed.

130. Eeturn to an order of the House of Commons, dated 7th February, 1910, for a copy
of all reports of surveys of any projected railway lines or routes in the province of
Prince Edward Island during the years 190S and 1909, and particularly reports of the
surveys of any such line from Royal Junction, or thereabouts, to Kensington or there-
abouts; also of all correspondence, recommendations, documents and papers of every
kind, nature and description relating to or concerning the said projected railway lines
or routes or the surveys therefor. Presented 6th March, 1910. — Mr. Borden. .Xot printed.

130a. Eeturn to an order of the House of Commons, dated 14th March, 1910, for a copy of all
memorials, reports of surveys, engineers' reports, estimates, correspondence and docu-
ments in the possession of the Department of Eailways and Canals, and of the Inter-
colonial Eailway Commission, relating to the survey and construction of a proposed
branch of the Prince Edward Island Eailway through New London and along the north
shore of Queens County, in that island. Presented 8th April, 1910. — Mr. Warburton.

Xot printed.

131. Eeturn to an order of the Senate, dated 22nd February, 1910, for a comparative state-
ment for the years 1907, 1908 and 1909, of crude petroleum oil imported into Canada,
and values. Presented 4th March, 1910. — lion. Mr. DomviUe Not printed.

132. Eeturn to an order of the House of Commons, dated 28th February, 1910, for a copy
of reports of the following Quarantine Frontier Inspectors: — Dr. Bradford, Dr. Carter,
Dr. Duncan, Dr. Thornton, Dr. Wallace, Dr. May, Dr. McKenty, Dr. Little, Dr. Hen-
derson and Dr. Scott. Presented 9th March, 1910. — Mr. Sharpe (Lisgar). .Not printed.

133. Eeport of the Hydrographic Survey, in connection with Irriga*^ion, for the season of
1909. Pesented 10th March, 1910, by Hon. F. Oliver.

Printed for both distribution and sessional papers.
29

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME Id—Confinved.

134. Eeturn to an order of the House of Commons, dated ITtli February, 1909, showing
particulars of the places where the expenditures mentioned in column 365, unrevised
Hansard, for wharfs in Nova Scotia, New Brunswick and British Columbia, where
made, together with amounts expended in each instance for construction and repairs,
respectively. Presented 10th March, 1910. — Mr. Barnard Not prinied.

135. Return to an address of the House of Commons, dated 16th November, 1909, for a copy
of all petitions addressed to the government or any member thereof, as well as of all
letters, correspondence and reports in the possession of the government, and having
reference to repairs required at two wharfs built by the government and situated at
Ste. Genevieve and Isle Bizard, in Jacques Cartier County, P.Q., and also all the
correspondence concerning the construction of those wharfs, and of their use as piers
for a bridge. Presented 11th March, 1910. — Mr. Monk Not printed.

136. Eeturn to an order of the House of Commons, dated ITtli January, 1910, showing the
foreign exhibitions in wldch Canada has taken part since July, 1896, the time and
place where such was held, the expenditure thereon by the government of Canada, the
persons, not common labourers, who had charge o* the same or were employed
thereat, the sums paid to such severally under the heads of (a) salary, (b) expenses,
and the total cost to the country of each such exhibition; also the amounts received
as revenue from the sale of articles or commodities, lumber, buildings and other
materials, respectively. The whole statement to be made up in tabular form and the
additions of money columns to be made. Presented 11th March, 1910. — Mr. Foster.

Printed for sessional papers.

137. Return to an order of the Senate, dated 18th February, 1910, for a statfment showing
the number of homestead entries, pre-emptions, scrip locations and military warrant
locations in townships 35, 36, 37, 38 and 39, in ranges 1 to 19, inclusive, of 4tli meridian,
and in townships 32, 33 and 3t, in ranges 1 to 8 inclusive, west of 4th meridian. Pre-
sented 16th March, 1910.— i7o/!. Mr. Talbot Not printed.

138. Return to an order of the House of Commons, dated 19th January, 1910, for a copy
of all correspondence between the government, or any member thereof, and the Impe-
rial South African Service Association, or any of its officers, in reference to a pro-
posed military reserve to be formed by the members of the Imperial South African
Veterans" Association. Presented 17th March, 1910.— Mr. Macdonald. . . .Not printed.

139. Return to an address of the House of Commons, dated 14th February, 1910, for a copy
of all orders in council, correspondence, reports, documents and papers, relating to the
right or privilege to raise the waters of Clear Lake, province of Manitoba, application
for which was made by a company to develop power on the Litt)-^ Saskatchewan river.
Presented 21st March, 1910.— Mr. Roche Not printed.

140. Return to an order of the House of Commons, dated 7th February, 1910, for a copy
of all correspondence, advertisements, tenders and other documents, in connection
with a proposal or proposals to lease a part or the whole of the Black Foot Reserve.
Presented 21st March, 1910. — Mr. Magraih Not printed.

141. Return to an order of the House of Commons, dated 14th March, 1910, for a copy
of all correspondence, reports, docximents and papers relating to tiie strike of the
employees of the Donunion Coal Company and the Cumberland Coal and Railway
Company, in the counties of Cape Breton and Cumberland, Nova Scotia. Presented
23rd March, 1910.— Mr. Rhodes Not prijited.

30

9-10 Edw. VII. Alphabetical Index to Sessisnal Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

141a. Supplementary Eeturn to No. 141. Presented 13th April, 1910 Not printed.

142. Eeturn to an order of the House of Commons, dated 2tth November, 1909, showing the
total amounts paid by the government in each year since 1S96, for all printing, adver-
tising and lithographing done outside of the Government Printing Bureau ; the total
amount so paid by each department of the government for such purposes during each
year; the names and addresses of each individual, firm or corporation to whom any
such moneys have been so paid, and the total amount paid to each individual, firm or
corporation in each year since 1896. What portion of the said sums, if any, so paid
since 1896, was expended after public advertisement, tender and contract, to whom
such tenders were awarded, whether to the lowest tender in each case, what portion was
expended otherwise than by public advertisement, tender and contract, and to whom
it was paid in each instance. Presented 23rd March, 1910. — Mr. Armstrong.

Xot printed.

143. Return to an order of the House of Commons, dated 19th January, 1910, showing:
1. How much money has been paid by this government from 1896 to the present time
to the firm of Sullivan & Langdon, contractors, of Kingston, or to Mr. Sullivan, con-
tractor, Kingston. 2. What public buildings or other public works that have been let
by contract to either of the above firms since 1896, the contract price in each case, and
the total amount paid to the said contractors in each case. 3 The total cost of each
building or public work in which either of the above uientioued firms was interested.
Presented 23rd March, 1910. — Mr. Edwards Xot printed.

144. Eeturn to an order of the House of Commons, dated 19th January, 1910, showing:
1. All amounts which may be deducted from the allov.ances due officers commanding
corps of the active militia to cover deficiencies in clothing, &c., deposited to the credit
of the Receiver General of Consolidated Eeventie. 2. The amount of money that has
been received from officers commanding corps of active militia during the five years
ended 31st March, 1909, in payment for clothing issued to such corps, including dedu<.-
tions from allowances to cover repayment to replace deficiencies. Presented 30th
March, 1910. — Mr. Worthington Xot printed.

145. Rules of the Supreme Court of Saskatchewan, under the provisions of section -576 f
the Criminal Cede. Presented 30th March, 1910, by Hon. A. B. Aylesworth.

Not printed.

146. Copy of correspondence between the Canadian government and the government 'f
Great Britain in respect to the purchase by Canada of the cruiser Rainbow. Pre-
sented 30th ]\Iarch, 1910, by Sir Wilfrid Laurier Printed for sessional papers.

146o. Copy of correspondence between the Canadian government and the government .>f
Great Britain in respect to the purchase of the cruiser Xiobe. Presented 30th March,
1910, by Sir Wilfrid Laurier Printed for sessional papers.

147. Return to an order of the House of Commons, dated 7th February, 1910, for a copy
of all correspondence respecting the Central Park Post Office during the year 1909 and
including particularly a copy of: 1. Representations made to the department that by
changing the location of the office and establishing a post office at Collingwood East, the
interest of the majority of the residents would be best served. 2. The evidence taken
at the inquiry following such representations, and the official report upon such evi-
dence. 3. Communications from residents of Central Park and others with respect to
the closing of the post office there, and the answer made thereto in accordance with
the facts. 4. The information upon which it was determined that the removal of the
post office would be a greater convenience. 5. The largely signed petition from patrons

31

9-10 Edw. VII. Alphabetical Iivlex to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

of the Central Park Post Office complaining of the management, &c.; and the report of
the inspector who investigated the same. Presented 31st ^larch, 1910. — Mr. Taylor
(Nexc Westminster) Not printed.

148. Return to an order of the House of Commons, dated 14th Maicli, 1910, showing, foi
the last two months, the time of each transmission of mails from Montreal to London,
England, and from London, England, to Montreal and showing the date and hour of
closing, and date and hour of delivery in each case. Presented .31st March, 1910. —
Mr. Monk.. ^ ' Not printed

149. Return to an order of the House of Commons, dated Uth March, 1910, showing the
names of the sessional and temporary employees of the House of Commons who were
under pay on the 27th January last; and the number of the said employees stated in
the estimates of 1909-10. Presented 31st ilarch, 1910.— iVr. Best.

Printed for sessional papers.

150. Return to an order of the House of Commons, dated 24th January, 1910, for a copy
of all correspondence between Celstin Pregent, of Melocheville, P.Q., either personally
or through his attorney, and the Department of Railways and Canals, concerning
certain bridges on the Beauharnois canal. Presented 31st March, 1910. — Mr. Monk.

Not printed.

151. Return to an order of the Hoiise of Commons, dated 14th March, 1910, showing what
amount of money has been paid each year to Geo. Walton, Manitoba, by the Interior
Department, from January 1st, 1906, to December 31st, 1909; and what monies Mr. Geo.
Walton has received since January 1st, 1909, from any other department of the govern-
ment. Presented 4th April, 1910.— 3/r. Schaffner Not printed.

152. Return to an order of the House of Commons, dated 7th February, 1910, for a copy of
all correspondence relating to all coal lands reserved for as well as those acquired by
the Bow River Collieries by direct application or assignment. Presented 4th April,
1910.— Mr. Northrup Not printed.

153. Report of Harry Freeman Alward, Commissioner appointed to investigate into the
matter of complaints concerning James Dickson, government valuator, Trent canal,
pursuant to Part II, of the Inquiries Act, Revised Statutes of Canada, 1906, held at
Peterborough and Hastings, Ontario, March 2Jth to March 29th, inclusive, 1910; and
also a copy of the evidence in relation thereto. Presented 5th April, 1910. by Hon.
G. P. Graham ." Not printed.

154. Return to an order of the Senate, dated 14th January, 1910, for a statement comprising,
in so many distinct columns, the names, dates and appointment, nature of employment,
salary, travelling exi enses, and indication of the section where the person was em-
ployed, of all persons in the service of the Commission for the construction of the
Grand Trunk Pacific Railway between Moncton and Winnipeg. Presented 6th April,
1910.— Hon. Mr. Bolduc Not printed.

155. Return to an order of the House of Commons, dated Uth February, 1910, for a copy
of all pay-sheets, accounts, and vouchers for wages, material and expenditure in
connection with work on Skinner's Cove, Boat Harbour, Pictou County, Nova Scotia,
in the years 1907, 1908 and 1909. Presented 8ih .Ipril, 1910.— Mr. Stanfield. .Not printed.

32

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A, 1910

CONTENTS OF VOLTTME 19—Co7itinued.

153a. Return to an order of the House of Commons, dated 14th February, 1910, for a copy
of all payments, accounts and vouchers for wages, materials and other exi;enditures
in connection with work on the Toney river. Boat Harbour, Pictou County, Nova
Scotia, in the years 1907, 1908 and 1909. Presented 8th April. 1910.— Mr. RJwdes.

Not printed.

156. Eeturn to an order of the House of Commons, dated 15th December, 1909, showing:
At what places in the several provinces armouries and drill halls have been erected,

and when they were erected; the total cost of the site in each case, and when and from
whom purchased ; the contract price of each building, and to whom and when the contract
was awarded; the total cost of each building; in what places armouries and drill halls
are being constructed at present, and the cost of the site, from whom and when purchased;
the estimated cost of the building in each case, and to whom, when and at what price
the contract was awarded, and the names of places other armouries and drill halls
are to be built by the government in the near future. Presented Sth April, 1910.—
Mr. Edwards Not printed.

156n. Suplementary Return to No. 156. Presented 14th April, 1910 Not printed.

157. Eeturn to an order of the Hoiise of Commons, dated 28th February, 1910, for a copy
of all correspondence, accounts, vouchers and reports, relating to the accident at Sault
Ste. Marie lock in June, 1909; the number of vessels and tonnage with port of destina-

• tion, and number of passengers passing through the Canadian lock at Sault Ste. Marie,
during the months of April to December, both inclusive, 1909. Presented Sth April,
1910.-317'. Boyce Not printed.

158. Return to an order of the House of Commons, dated 2Sth February, 1910, for a copy
of the original field notes of the survey of Captain Jemmctt, 1889, on Chu-Chu-Way-
Ha Reserve, No. 2, Similkameen District, B.C. Presented 11th April, 1910. — Mr. Burrell.

Not printed.

159. Return to an order of the House of Commons, dated 14th February, 1910, for a copy
of all pay sheets, accounts and vouchers for wages, materials and other expenditures
in connection with work on the Causeway between Cariboo and Cariboo Island, Pictou .
County, Nova Scotia, in the years 1907, 1908 and 1909. Presented 14th April, 1910.-
Mr. Borden (Halifax) Not printed.

160. Statement of representation made to the Honourable the Minister of Labour by inter-
views and in the form of corresiJondence in respect of Bill No. 101, ' An Act for the
investigation of combines, monopolies, trusts and mergers which may enhance prices
or restrict competition tothe detriment of consumers.' Presented 14th April, 1910, by
Hon. W. L. M. King Not priiited.

161. Eeturn to an order of the House of Commons, dated 14th March, 1910, for a copy
of all papers and correspondence relating to the sale and refund of the money paid
on the sale of the n.e. ^ section of section 11, township 1, range 9, west of the 1st
meridian in Manitoba. Presented 15th April, 1910. — Mr. Sharpe (Lisgar).. Not printed.

162. Return, to an order of the Senate, dated 7th April, 1910, for a copy of all correspon-
dence or petitions received by the government from Manitoba grain growers in con-
nection with terminal elevators, especially a letter dated the Blst January, 1910. Pre-
sented 14th April, 1910. — Uon. Mr. Kirchhoffer Not printed.

,'^340—3 33

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Contivupd.

163. Keturn to an address of the Senate, dated 11th March, 1910, for the production of the
report of every inquiry made and of all correspondence exchanged during the last
five years on the subject of one or more seizures of goods consigned to or the property
of the Quebec Rock City Tobacco Company, as well as on the subject of every remission
of fines incurred by the said company for infraction of the Inland Revenue laws or
regulations. Presented 14th April, 1910 — Hon. Mr. Landry Not printed.

164. Return to an order of the House of Commons, dated 7th February, 1910, showing the
number of persons appointed as temporary employees of the civil service in the
several departments since the present Civil Service Act came into force, the date ' f
the appointment of each, their names, their salaries while employed as such temporary
employees, the department in which such employee was placed, the duration of their
employment, whether in one department alone or in case of transfer to another or other
department, with total length of time employed, the names of those who in consquence
of having passed the Civil Service examination have been emplojed permanently, the
names of those who while temporarily employed failed to pass the required examina-
tion and are still employed in the service; the names of those who are or have been
employed over the statutory six months as temporary employees, and the reasons for
such continued employment in each case. Presented 18th April, 1916. — Mr. Hughes.

Xot printed.

165. Return to an order of the House of Commons, dated 19th .January, 1910, for a copy of
all papers, letters, telegrams, documents and correspondence in connection with the
establishment of the Experimental Farm near Lethbridge, Alta. Presented 18th April,
1910.— 3/r. Mnurath Xot printed.

166. Certified copies of reports of the Committee of the Privy Council of 17th Januray, 1908,
and of the 14th November, 1908, respecting a homestead entry granted to Mr. Charles
D. T. Becher, for the n.e. i of section 20, to^vnship 52, range 24, west of the fourtli
meridian, &.c. Presented 18th April, 1910, by Hon. F. Oliver Xot printed.

167. Return to an order of the Senate, dated 10th February, 1910, of all surveys, plans,
reports and other documents C9nnected with the improvement of the Saskatchewan
river, with a view to facilitate transportation by water of passengers and freight from
the foot of the Rocky Mountains to the city of Winnipeg, Man. Presented 19th April,
1910.— //oh. 3/r. Davis Xot printed.

168. Return to an order of the House of Commons, dated 24th November, 1909, for a copy
of all correspondence and papers, and any information possessed by the government
relating to the formation and work of the Secretariat decided upon by the Imperial
Conference of 1907. Presented 20th April, 1910.— .Ur. Foster.

Printed for both distribution and sessional papers.

169. Correspondence between the Clerk of the House and the Department of Justice with
reference to the organization of the stafi of the House of Commons. Presented 21st
April, 1910, by Hon. W. S. Fielding Xot printed.

170. Certified copy of a report of tlie Committee of the Privy Council, approved by His
Excellency the Governor General on the loth April, 1910, in respect to chapter 10 of
the Statutes of Ontario, 1909, intituled : ' An Act to amend an Act to chapter 19 of the
Statutes of Ontario, 1909,' intituled : ' An Act to amend an Act to provide for the
transmission of Electrical Power to Municipalities,' to validate certain contracts
entered into with the Hydro-Electric Power Commission of Ontario, and for other
purposes.'. Presented 25th April, 1910, by Hon. A. B. Aylesworth Xot printed.

34

9-10 Edw. VII. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

1/1. Eeturn to an order of the House of Commous, dated 14th March, 1910, for a copy of all
papers and correspondence between difiereut persons or companies and the Department
of Mines, in reference to a charge of unprofessional conduct made in the Canadian
Mining Journal of July 1, 1909, against Mr. Fritz Cirkle, a mining engineer, tempo-
rarily employed by the Department of Mines in preparing a report on the asbestos
mining industry of the province of Quebec. Presented 27th April, 1910. — Mr. Smith
(Nanaimo) Not printed.

172. Return to an order of the House of Commons, dated 6th December, 1909, for a copy of
all letters, communications, petitions and correspondence with and by the government
or any minister, with regard to the acquiring or building by the Government of Ter-
minal Elevators at any point or points in Canada. Presented 27th April, 1910. — Mr.
Campbell Not printed.

172a. Keport of the investigation of the terminal elevator companies. Presented 29th April,
1910, by Hon. Frank Oliver Not printed.

173. Eeturn to an order of the Senate, dated 21st January, 1910, for a copy of the contract
entered into between Messrs. Koeuiug & Comjjany, and the government, for clearing
away the ruins of the Quebec bridge. Prt^sented 28th April, 1910. — Hon. Mr. Landry.

Not printed.

174. Eeturn to an order of the Senate, dated 10th March, 1910, for a statement regarding
Indian afiairs in British Columbia for the years 1908 and 1909, showing: — The number
of persons and place of residence to whom salaries are paid and the amounts. The
number of Indians to whom food or clothing were given, in what districts, and the
value. How many hospitals are there for Indians, in what districts, how many Indians
treated, and the cost. The number of agents travelling, how many trips in the year,
what are the allowances per day. How many offices are rented, in what localities, and
the rent paid. How many Indian orchards were cleared and where. How many Indians
received seed and implements, and where. Presented 29th April, 1910. — Hon. Mr.
Macdonald (B.C.) Not printed.

175. Eeturn to an order of the House of Commons, dated 14th March, 1910, for a copy of all
correspondence, papers, affidavits, cancellations, '&c., in connection with the entry of
Wm. Reid Gardiner, for the n.w. I section 22, township 35, range 16, west of the 2nd
meridian. Presented 2nd May, 1910. — Mr. Roche Not printed.

176. Eeturn to an order of the House of Commons, dated 1.5th December, 19u9, for a copy
of the rejjort, plans and correspondence in the hands of the government regarding the
construction of branch post offices and postal substations in and around the city of
Montreal, and of all proposals and suggestions made to the government by the post
office authorities at Montreal for the establishment, in a systematic way, of postal
branches and substations in said city and suburbs. Presented 2nd May, 1910. — Mr.
Monk Not printed.

176a. Supplementary Return to No. 176. Presented 4th May, 1910 Not printed.

177. Return to an order of the House of Commons, dated 28th February, 1910, for a copy of
all papers, correspondence and petitions in reference to the changing of the post office
at Windygates, in the province of Manitoba. Presented 2nd May, 1910. — Mr. Sharpe
(Lisgar) Not printed.

35

UK) V.dw. VI r. Alphabetical Index to Sessional Papers. A. 1910

CONTENTS OF VOLUME 19— Continued.

178. Ketiun to an order of the House of Commons, dated 28th February, 1919, for a copy
of all reprseutations made by business or commercial men or citizens of Winnipeg to the
department or government since the contemplated action of the government in reference
to closing or keeping open the post office to box holders on Sundays, and who made them ;
and of all orders given by the Postmaster General or his department to the post-
masters in reference to this Sunday closing. Presented 2nd May, 1910.— Mr. Haggart
(Winnipeg) NotpHnted.

178a. Supplementary Return to No. 178. Presented 2nd May, 1910 Not printed.

179. Return to an order of the House of Commons, dated 17th November, 1909, for a copy
of all accounts, vouchers, correspondence, reports and other papers, not already
brought down in connection with the survey of the St. John River channel between
Fredericton and Woodstock, N.B. Presented 2nd May, 1910.— Mr. Crocket.. Not printed.

180. Return to an address of the Senate, dated 17th March, 1910, for all documents, letters,
returns, &c., concerning the damming of the river La DeCharge, near Lake St. John,
in the district of Chicoutimi; which returns are to the efiect of showing whether it
would be possible to maintain the level of Lake St. John at a reasonable height in
order to ensure serviceable navigation on that lake and its tributaries. Presented 2nd
May, 1910.— Hon. Mr. Choquette Not printed.

181. Return to an address of the House of Commons, dated 14th February, 1910, for a copy
of all orders in council, reports, correspondence, documents and papers not already
brought down relating to the construction of the Georgian Bay canal, or any portion
thereof, relating to the surveys thereof, and all offers, proposals and written negotia-
tions not already brought down, with respect to the construction of the said canal or
any portion thereof by any company, corporation or syndicate, or with respect to the
guarantee by the government of bonds or debentures for the purpose of raising the
necessary capital for the construction of the said canal. Presented 3rd May, 1910.—
Mr. White (Renfrew) Not printed.

182. Return to an address of the House of Commons, dated 17th January, 1910, showing the
various commissions appointed for all purposes by the government since July 1896,
the person or persons composing the commission and the date of appointment, the
purpose for which appointed, the date of completion of the work in each case, and
the cost of each under the head (a) salary, (b) travelling expenses, and (c) printing
report, if any ; the word ' commissions ' to include the missions of ministers, single or
associated, going on public account to the countries outside of Canada. Presented 3rd
May, 1910.— Mr. Foster Not printed.

182a. Supplementary Return to No. 182. Presented 3rd May, 1910 Not. printed.

183. Return to an order of the House of Commons, dated 28th February, 1910, showing the
number of persons in the employ of each department of the government during the
year 1909 under the following heads: (a) civil service employees at Ottawa; (b) civil
service employees outside of Ottawa; (c) in stated and regular employ, but not under
the Civil Service Act, giving the distinctive service of each group; (d) those in tem-
porary or casual employment, giving the distinctive work of each group, and also
showing the total amount paid under each head. Presented 3rd May, 1910.— ffon. Mr.
Foster Not printed.

184. Return to an order of the Senate, dated 2ud May, 1910, showing for each of the last
ten years the date of the prorogation of parliament and the date on which the bound
statutes of the session were distributed. Presented 4th May, 1910.— Forj. Mr. Power.

Not printed.

9-10 EDWARD VII. SESSIONAL PAPER No. 20a

A. 1910

DEPARTMENT OF RAILWAYS AND CANALS

CANAL STATISTICS

FOR THE

SEASON OF NAVIGATIOX

1908

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY C. H. PARMELEE, PRINTER TO THE KING'S MOST
EXCELLENT MAJESTY

1909
[No. 20a— 1910]

9-10 EDWARD VII. SESSIONAL PAPER No. 20a A. 1910

To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey, Viscount
Howick, Baron Grey of Howick, in the County of Northumberland, in the Peerage
of the United Kingdom, and a Baronet ; Knight Grand Cross of the Most
Distinguished Order oj Saint Michael and Saint George, &c., &c., d;c., Governor
General of Canada,

May IT Please Your Excellency, —

The undersigned has the honour to present to Your Excellency the report
on Canal Statistics for the year ended December 31, 1908.

GEO. P. GRAHAM,
Minister of Railways and Canals.

20a— U

9-10 EDWARD VII. SESSIONAL PAPER No. 20a A. 1910

To the Honourable George P. Graham,

Minister of Railways and Canals.

Sir, — I have the honour to submit the annual report of the Controller of Railway
Statistics in relation to the operations of the Canals of the Dominion for the year ended
December 31, 1908.

I have the honour to be, Sir,

Your obedient servant,

M. J. BUTLER,

Deputy Minister of Raihvays and Canals.

9-10 EDWARD VII.

SESSIONAL PAPER No. 20a

A. 1910

Office of the Comptroller of Statistics,
Ottawa, 20th March, 1909.

M. J. Butler, Esq.,

Deputy Minister of Railways and Canals.

Sir, — I have the honour to submit to you herewith Canal Statistics for the year
ended 31st December, 1908.

It has been possible to prepare this report earlier than in preceding years, because
of changes in the method of tabulation.

Freight carried through the canals of the Dominion during the year 1908 aggre-
gated 17,502,820 tons — a reduction of 8,040,819 as compared with 1907. Neverthe-
less, the volume of traffic was largely in excess of the record for all years anterior to
1907. The facts relating to the last ten years are as follows : —

1899

1900.

1901.

1902,

1903.

6,225,924 tons.

5,013,693

5,665,259

7,513,197

9,203,817

1904 8,256,236

1905 9,371,744

1906 , : 10,523,185

1907 20,543,639

1908. 17,502,820

The decline for the year 1908 was made up of 2,568,658 tons in east-bound and
472,161 in west-bound traffic. This falling off, however, related almost wholly to
United States business passing through the canals of Canada, as the following state-
ments show : —

Canadian to Canadian ports ....
It II II .... ,

II United States ports

II II II

United States to h n

■• II II

It II Canadian n

Thus it will be seen that while there was a decrease of 3,129,661 tons in the traffic
between United States ports, there was an actual increase of 88,842 tons in the busi-
ness affecting Canadian ports.

1907.

1908.

up

1,034,733

1,028,246

down

3,162,158

3,292,422

up

891,692

560,736

down

226,138

278,721

up

1,991,959

1,704,310

down

11,060,878

8,218,866

up

819,369

972,300

down

1,356,712

1,447,219

8 DEPARTMENT OF RAILWAYS AXD CAXALS

9-10 EDWARD VII., A. 1910

The falling off in tonnage related very largely to iron ore, of which 10,105,016
tons passed through the canals — chiefly the Sault Ste. Marie— in 1907 and 7,402,672
in 1908. Of wheat, 3,199,031 tons were reported in 1908 as compared with 2,473,202
in 1907. Oats and barley showed increases, while there was a decline in the quantity
of flour transported by water. An analysis of the trafiic by commodities is given in a
table on a succeeding page.

It is also gratifying to observe that the tonnage of Canadian vessels passing
through the canals showed an increase for 1908 of 451,878 tons over the preceding
year.

A distinct and valuable feature of novelty in the statistics for 1908 has reference
to the country in which the cargo originated. Prior to last year no record had been
kept of this important data. There was no discrimination between the products of
Canada and those of the United States carried through the canals. In future, however,
it will be possible to trace the movement of the commodities of both countries through
Canadian channels at least.

For 1908 the origin of cargoes was as follows : —

Caual. United States. Canada.

Tons. Tons.

Welland.,.. 927,208 776,245

St. Lawrence 747,451 1,261,651

Chambly 123,602 379,674

Ottawa 258,527

Rideau.... 12,121 77,519

St. Peters 72,015

Trent Valley 81,690

Murray 13,306 12,595

Sault Ste. Marie 10,666,985 2,092,231

Total 12,490,683 5,012,147

Changes have been made this year in the arrangement of the tables, which it is
hoped will bring them under the eye in more convenient form than they have appeared
hitherto.

The following summaries and digests of statistical data have been brought down to
the close of 1908 :—

CAyAL STATISTICS

SESSIONAL PAPER No. 20a

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9-10 EDWARD VII., A. 1910

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14

DEPARTMENT OF RAILWAYS AXD CAXALS

9-10 EDWARD VII., A. 1910

The Statement following brings the capital expenditure on the Canals of the
Dominion down to 31st March, 1908. It must be understood, however, that the total
shown is apart from the outlay by the Imperial Government on the Carillon and
Grenville Canal, as to which the records were lost in the destruction by fire of the
Ordnance Office, Montreal, in 1852. The details are as follows : —

Canal.

St. Peter's..

Lachine

Beauharnois

St. Lawrence River and Canals.

Lake St. Louis .

Lake St. Francis

Cornwall

(Farrans Point.
SSePiat::::
Williamsburg. . ,

Welland

Ste. Anne's

Carillon and Gren%-ille

Culbute

Kideau ,

St. Ours

Chambly

Murray

Trent

Fay

Sault Ste. Marie

Soulanges

Construction.

648,

2,589,

l,b36,

18,

cts.

547 14
532 85
690 26
442 85

1,945,624 73

1,320,
7,693.

134,
63:

382,
4,085,

12i:

637,
1,248.
5,773,

489,
4,779,
6,955

655 54
824 03
456 51
053 64
776 46
889 21
537 65
214 66
820 26
664 71
599 23
613 84'
317 59

Enlargement.

S cts.

9,211,525 18

3,346,874 72
298,176 11
75,906 71
5,288,557 87
877,090 57
6,106,939 73
2,158,242 00
10,696 26
20,388,805 83
1,035,759 12
4,119,039 32

Total.

S cts.

648,547 14

11,801.058 03

1,636,690 26

3,.S65,317 57

298,176 11

75,{m 71

7,234,182 60

10,473,624 10

28,082,629 86
1,170,215 63
4,182,092 96

382,776 46
4,085,889 21

121,537 65

637,214 66
1,248,820 26
5,773,664 71

489,599 23
4,779,613 84
6,955,317 59

40,525,261 16

.52,917,613 42 93,442,874 58

Alterations have bben made in the form of ship's report, looking to a better and
more comprehensive classification of commodities than hitherto been provided.

Details of tonnage by canals and commercial articles will be found in the tables
subjoined.

I have the honour to be, Sir,

Your obedient servant,

J. L. PAYNE,

Comptroller of Statistics.

9-10 EDWARD VII.

SESSIONAL PAPER No. 20a

A. 1910

CAML STATISTICS FOR SEASOX OF MYIGATION, 1908

GRAIN PASSED DOWN WELLAND.

The quantity of barley, corn, oats, pease, rye and wheat passed down the Welland
Canal, from ports west of Port Colborne for a period of twenty-seven years is as fol-
lows : —

QUJXTITY PASSED DOWN TO MONTRE.\L.

To Ports in
Ontario.

Quantity

from U.S. Ports

to U.S. Ports.

1882

1883

1884

1885

1886

1887

1888

1889

1890

1891

1892

1893 ;

1894

*.

Tons.

180,694
186,814
142,194
96,569
203.940
185,034
160,358
267,769
288,513

f 295,509
261,954
501,806
273,651
231,491
461,049
560,254
519,532
332,746
244,661
151,566
208,215
351,936

1:198,246
341,431

Tons.

10,650

12,153
11,909

9,881
11,838
25,599
19,075
16,899

6,805

8,942
25,555
16,699
32,096
73,386
53,257
31,279
40,197
17,525
13,732
22,787
29,062
2.3,711
42,061
33,351
42,032
38,142

Tons.

63,881
121,876
104,537
117,346
151,551
134,868
169,664
213,766
245,932
202,710
201,540
222,958
203,979

1895

133,823

1896

160,372

1897

157,756

1898

1899

1900

1901

144,612
68,011
84,589
83,370

1902

81,164

1903

1904....-

1905

111,828
102,523
129,270

1906

1907

190S

404,935
635,573
756,141

176,119
163,295
135,172

* Of the quantity of grain passed down to Montreal there were transhipped at Ogdensburg, in 1891,
17,817 tons ; in 1892, 4,341 tons ; in 1893, 71,445 tons ; in 1894, 23,030 tons ; in 1895, 18,987 tons ; in 1896,
77,355 tons ; in 1897, 89,659 tons ; in 1898, 40,257 tons ; in 1899, 48,828 tons ; in 1900, 38,403 tons ; in 1901,
17,387 tons ; in 1902, 34,060 tons ; in 1903, 40,641 tons ; none in 1904, 1905 ,1906, 1907 nor 1908.

During the last decade the quantity of agricultural products as above, passed down
the Welland and St. Lawrence Canals to Montreal, has increased from 332,746 tons in
1899 to 756,141 tons in 1908, and the quantity passed down the Welland Canal from
United States ports to United States, has increased from 68,011 to 135,172 tons for the
same years.

16 DEPARTMEXT OF RAILWAYS AXD CAXALS

9-10 EDWARD VII., A. 1910

The quantity of barley, buckwheat, corn, oats, pease, rye and wheat, arrived at
Montreal via Grand Trunk and Canadian Pacific Railways for a period of 13 years, is
reported as ollows : —

Tons.

Pour 1896 153,717

1897 228,611

1898 293,391

1899 209,170

1900 229,624

1901 227,700

1902 263,861

1903 253,959

1904 154,625

1905 148,377

1906 386,963

1907 ; 383,735

1908 285,262

The quantity of the same articles passed down the whole length of the St. Lawrence
Canals to Montreal for the same period was : —

Ton8.

Pour 1896 495,898

1897 604,200

1898 575.097

1899 372,291

1900 295,928

1901 203,316

1902 242,225

1903 400,057

1904 220,076

1905 375,630

1906 449,673

1907 684,697

1908 776,374

Comparative shipments of grain by the St. Lawrence route, and rail and water via
the State of New York, are as follows :

QUANTITY OF GRAIN' TO SEA BOARD BY COMPETING ROUTES,

The quantity of grain and pease passed down the whole length of the St. Lawrence
canal to Montreal, is as follows : —

Tons.

For 1907 635,573

1908 756,141

Showing an increase of 120,568

The quantity of grain and pease carried to Montreal via Canadian Pacific and
Grand Trunk Railways, is reported as follow.s : —

Tons.

For 1907 383,735

1908 285,262

Showing a decrease of 98,473

CANAL STATISTICS

17

SESSIONAL PAPER No. 20a

The quantity of grain arrived at the tide-water by New York canals, is reported
as follows : —

For 1907

1908..;

Showing a decrease of ,

Tons.
239,844
183,927

55,917

The quantity of grain carried to tide-water by the New York railways, is reported
as follows : — -

Tons.

For 1907 8,579,555

1908 7,900,862

Showing a decrease of 678,693

The increases and decreases for 1 908 as compared with 1 907 on the several routes
competing for the carrying trade to the sea board are as follows : —

-

Increase.

Decrease.

Increase.

Decrease.

On the St. Lawrence

Tons.
120,568

Tons.

Per cent.

Per cent.

M Canadian Pacific and Grand Trunk Railways

II New York Canals

55,917
678,693

II II Railways

By reference to Appendix U, it will be seen that the quantity of freight from ports
west of Port Colborne to the United States ports, Oswego, Ogdensburg, lirc, has
decrea.sed from 285,963 tons in 1897 to 227,047 tons in 1908, and the quantity to
Ontario ports between Port Dalhousie and Cornwall, and an increase from 166,626 tons
in 1897 to 200,520 tons in 190S. The quantity passed down to Montreal shows an
increase from 581,017 toos in 1897 to 864,926 tons in 1908.

TRANSHIPMENT OF GRAIN.

The quantity of grain passed down the Welland Canal in Canadian and United
States vessels to Kingston and Prescott for fifteen years, is as follows : —
In Canadian vessels there were in —

125 cargoes, with an aggregate quantity of

1894,

125

1895,

123

1896,

196

1897,

180

1898,

166

1899,

162

1900,

325

1901,

112

1902,

131

1903,

170

1904,

115

1905,

167

1906,

205

1907,

255

1908,

355

20a— 2

Tons.

159,145

136,617

.... 227,912

. . . 229,265

.... 224,021

-. . . . 221,306

.... 183,200

.... 132,558

175,514

... 218,810

.... 174,121

.... 239,418

. . . 344,605

.... 427,813

.... 598,941

18

DEPARTMENT OF RAILWAYS AXD CAXALS

9-10 EDWARD VII., A. 1910
In the United States vessels there were in —

Tons.

1894, 84 cargoes, with an aggregate quantity of , . 106,236

1895, 56 .r „ 73,987

1896, 158 M n 217,978

1897, 197 .. „ 285,847

1898, 339 M „ 464,852

1899, 167 M „ 205,571

1900, 259 ., „ 163,575

1901, 135 „ „ 123,229

1902, 135 M „ 136,652

1903, 219 .. „ 273,986

1904, 118 M M 150,359

1905, 235 " „ 273,344

1906, 178 M . „ 269,800

1907, 263 ., „ 413,087

1908, 271 M M 330,514

One hundred and sixty-two Canadian and 49 American vessels took cargoes of
343,733 tons through to Montreal intact in 1908; 87 Canadian and 9 American of
135,582 in 1907 : 74 Canadian and 10 American of 108,734 tons in 1906 ; 96 Canadian
and 18 American of 180,206 in 1905 ; 56 Canadian and 16 American of 116,095 tons
in 1904; 56 Canadian and 18 American of 99,582 tons in 1903; 19 Canadian and 17
American of 34,804 tons in 1902 ; 23 Canadian and 2 American of 17,303 tons in 1901,
15 of 7,924 tons in 1900, 2 of 558 tons in 1899, 7 of 2,426 in 1898, 7 of 2,324 in 1897,
3 of 1,176 in 1896, 4 of 1,344 tons in 1905, 2 cargoes of 810 tons in 1894, none in 1893,
2 in 1892 of 924 tons, and 3 in 1891 of 1,441 tons. Three vessels lightened a portion
of their cargoes in 1901, 9 in 1900, 11 in 1899, 25 in 1898, 11 in 1897, 16 in 1896, 6 in
1895, 19 in 1894, 34 in 1893, 25 in 1892, and 44 in 1891 ; 222 vessels discharged the
whole of their cargoes at Kingston in 1901, 540 in 1900, 316 in 1899, 473 in 1898, 359
in 1897, 335 in 1896, 169 in 1895, 188 in 1894, 369 in 1893, 220 in 1892, and 293 in
1891.

The quantity of grain transhipped at Port Colborne in 1908 and the four previous
years is given below.

The total number of grain-laden vessels lightened at this port in 1908 was 69,
against 93 the previous year.

The quantity of grain lightened was as follows : —

Articles.

1904.

1905.

1906.

1907.

1908.

Wheat

Corn

Bush.

175,117
408,976

Bush.

679,840
104,027

Bush.

1,009,474
110.629

Bush.

1,428,300
112,036

Bush.
1,106,244

Rye

Oats

15,353
9,686

29,118
2,103

30,824

39", 646'

23,945
56,544

Barley

Flax Seed

49,628

CANAL STATISTICS 19

SESSIONAL PAPER No. 20a

The quantity of wheat discharged at Port Colborne in 1908 and two previous yea rs
from vessels which did not enter the canal, is as follows :

1906.

Bush.
3&5,437

WELLAXD CANAL.

The total quantity of freight passed on the Welland Canal during the season of
1908 was 1,703,453 tons ; of this quantity 8,024 were way or local freight.

There were 1,292,493 tons of freight passed eastward, and 410,960 passed west-
ward.

East and West hound Throngh Freight.

The total quantity of through freight passed through the whole length of the
Welland Canal during the season of 1908 was 1,695,429 tons.

Of this quantity 1,285,229 tons were east bound and 410,200 west bouud freight.

Of the east bound through freight, Canadian vessels carried 767,118 tons and
United States vessels carried 518,111 tons; and of the west bound through freight
Canadian vessels carried 154,203 tons and United States vessels carried 255,997 tons, or
a total of 921,321 tons for Canadian and 774,108 tons for American vessels.

ST. LAWRENCE CANALS.

The total quantity of freight passed through these canals during 1908 wa'^
2,009, 102 tons ; of this quantity 1,424,646 tons passed eastward and 584,456 passed
westward.

East and West bound Through Freight.

The total quantity of through freight was 1,572,999 tons ; of this quantity 1,315,682
tons were east bound and 257,317 tons were west bound.

Way Freight.

Of the total quantity of (way) or local freight 108,964 tons were east bound
and 327,139 tons west bound freight.

20a-2i

20 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
THROUGH TRAFFIC BETWEEN MONTREAL AND PORTS ON LAKE ERIE, MICHIGAN, ETC.

The total quantity of through freights passed eastward and westward through the

Welland and 8t. Lawrence canals, from Lake Erie to Montreal during fifteen year.s, is

as follows : —

Eastward. Westward.

to MontreaL from MontreaL

Tons. Tons.

1894 292,191 9,439

1895 266,659 10,555

1896 480.077 10,050

1897 584,246 4,542

1898 538,108 4,436

1899 354,933 5,991

1900 288,251 6,217

1901 184,420 13,714

1902 250,475 25,289

1903 390,786 100,699

1904 278,328 71,512

1905 448,704 72,482

1906.- 554,231 96,791

1907 789,167 1,281

1908 864,926 3,472

THROUGH FREIGHT FROM UNITED STATES PORTS TO UNITED STATES PORTS.

The total quantity of through freight passed eastward and westward through the
Welland Canal, from United States ports to United States ports, for a period of fifteen
years, is as follows : —

Eastward. Westward. Total.

Tons. Tons. Tons.

1894 361,319 230,948 592,267

1895 255,259 214,520 469,779

1896 385,695 267,518 653,213

1897 353,863 210,831 564,694

1898 277,023 2'10,516 487,539

1899 225,491 135,038 360,529

1900 218,969 99,560 318,529

1901 190,476 83,543 274,019

1902 224,110 44,919 269,029

1903 221,074 149,151 370,225

1904 165,337 87,144 252,481

1905 190,547 112,549 303,096

1906 237,226 84,205 321,431

1907 218,997 177,660 396,657

1908 209,518 239,136 448,654

The total quantity of freight passed through the Welland Canal from United
States ports to United States ports shows an increase of 51,997 tons as compared with
the previous year ; and a decrease of 143,613 tons as compared with 1894.

CANAL STATISTICS

21

SESSIONAL PAPER No. 20a

The following statement shows the aggregate number of vessels, and the total
quantity of freight passed through the Welland Canal, and the quantity passed between
United States ports during the years 1867 to 1908, inclusive.

Fiscal Year.

1867.,
1868.
1869.
1870.,
1871.

Season of navigation.

1872..
1873..
1874..
1875..
1876..
1877..
1878..
1879..
1880..
18B1..
1882..
1883..
1884..
1885..
1886..
1887..
1888..
1889..
1890..
1891..
1892..
1893..
1894..
1895..
1896..
1897..
1898..
1899..
1900..
1901..
1902..
1903..
1904..
1905..
1906..
1907.
1908.

Aggregate Total quantity
number transjxjrted

of on the Welland

Vessels. ' Canal.

No.

5,405
6,157
6,069
7,356
7,729

6,063
6,425
5,814
4,242
4,789
5,129
4,429
3,960
4,104
3,3.32
3,334
3,267
3,138
2,738
3,589
2,785
2,647
2,975
2,883
2,594
2,615
2,843
2,412
2,222
2,766
2,725
2,384
2,202
2,399
1,547
1,568
1,787
1,433
1,595
1,536
1,982
2,351

Tons.

933,260
1,161,821
1,231,903
1,311,956
1,478,122

1,333,

1,506,

1,389

1.038,

1,099,

1,175,

968,

865,

819

686,

790,

1,005,

837,

784,

980,

777,

878,

1,085,

1,016

975,

955,

1,294.

1,008.

869;

1,279,

1,274

1,140,

789.

719.

620,

665.

1,002,

811.

1,092.

1,201,

1,614.

1,703,

Quantity

passed from

United States

ports to

United States

ports.

104
484
173
u50
810
398
758
664
934
506
643
156
811
928
1.35
918
800
273
lf.5
013
554
823
221
595
987
292
077
770
360
209
387
919
371
050
967
1.32
453

Tons.

4.58,386
641,711
688,700
747,567
772,756

606,627
656,208
748,557
477,809
488,815
493,841
373,738
284,043
179,605
194,173
282.806
432,611
407,079
384,509
464,478
340.501
434,753
563,584
533,957
553,800
541,065
631,667
592,267
46!^,779
653,213
564,694
487,539
360,529
318,529
274,019
269,029
370,225
252,481
305,096
321,431
396,743
448,654

22

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

The total quantity of freight passed through the several divisions of the canals
during the season of 1908 is as follows :

Welland

St. Lawrence. . . .

Chambly

Ottawa

Rideau

St. Peters

Murray

Trent Valley

Sault Ste. Marie

Farm
Stock.

Tons.

785

201

523

30

18

8

340

2

Forest

Produce of

Wood.

Manufac-

I tures.

Tons.

70,647

180,022

364,396

204,490

33,225

5,952

603

65,377

62,719

Tons.

126,892

135,081

2,619

504

6,518

2,046

4,478

1,152

190,535

Merchan-
dise.

.Agricultural
! Products. !

Tons.

496,983

826,177

126,034

46,293

43,859

50,543

19,(»55

14,004

10,086,814

Tons.

1,008,931

867,037

10,026

6,717

6,008

13,4.56

1,757

817

2,419,146

Total.

Tons.

1,703,453

2,iX»9,102

503,276

258,527

89,640

72,015

25,901

81,690

12.759,216

The total quantity of freight moved on the Welland Canal was 1,703,453 tons, of
which 1,008,931 tons were agricultural products.

On the St. Lawrence canals the total quantity of freight moved was 2,009,102
tons, of which 867,037 were agricultural products, and 826,177 tons were merchandise.

On the Ottawa canals the total quantity of freight moved was 258,527 tons ; of
this quantity 204,490 tons were the produce of the forest.

Comparative Statement of the Commerce through the United States, St. Mary's Falls
Canals and Canadian Sault Ste. Marie Canal, for the Seasons of 1907 and 1908.

Traffic for 1908.

United
States canal.

Vessels Number

Lockages ■

Tonnage restored Net Tons

.1 freight „

Passengers Number

Coal (hard) Net Tons

" (soft) II

Flour Barrels

Wheat Bushels

Grain (excluding wheat). ,<
Manufactured & pig iron. Net Tons

Salt Barrels

Copper Net Tons

Iron ore ,

Lumber ft. B.M.

Silver ore Net Tons

Building stone ■.

Unclassified freight n

.Canadian
canal.

9,891

C,739

21,487,499

28,657,297

23,079

1,023,686

6,494,563

3,767,493

48,131,791

22,870,302

162,476

448,510

92,474

17,251,898

423,513,000

5,293

3,66'

9,638,88'

12,759,216

30,227

338,749

2,051,360

1,847,157

58,567,143

20,582,403

145,703

100,744

8,855

7,385,103

33,652,355

Total traffic for

Season
190e.

15,184

10,406

31,126,386

41,416.513

53.306

1,362,435

8,545,923

5,614,650

106,698,934

43,452,705

308,179

549,254

101,329

24,637,001

457,165,355

Season of
1907.

Increase. Decrease

Amount.

Amount.

10,570
340,817

11,589
823,-597

20,

14,

44,117,

58,220,

63,

1,522,

9,909,

6,515,

98,240,

37.847,

330,

460,

93,

39,587,

638,315,

440
020
079
Oil
535
018
905

5,256

3,614

12,990,693

16,803,498

10,229

159,583

1,-353,982

435, : 900,785

260 8,488,674

5,605,523

22,464

7,643

24,352!
1,1 15, 529 1

88,382

14,950,111
181,150,191

12,763
291,932

CAXAL STATISTICS

23

SESSIONAL PAPER No. 20a

The United States canal was open to navigation during the season of-

1889 234 days

1890

228

1891

225

1892

233

1893

219

1894

234

1895

231

1896.

232

1897

234

1898

241

1899 231 days

1900.

1901

1902,

1903

1904.

1905.

1906.

1907.

1908.

238
230
256
24»
223
245
249
233
231

The Canadian canal was open to navigation during the season of —

1896

218

238

243

.. ... 239

238

246

^^j^

1903

...... 256

1897

1904

241

1898

1899

1905

1906

255

253

1900

1901

1907..... ..

1908,... ...

238

235

The average number of vessels passing per day through the two canals for the
season of 1908 was over sixty-five.

24

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

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CAXAL STATISTICS

25

SESSIONAL PAPER No. 20a

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26

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

AvERAGK Lake Freights.

The following statement shows the average rates of lake freights on wheat and
corn between Chicago and Buffalo during each month in the past ten years, the highest
and lowest rate on wheat in each year, and the average rates on wheat each year in
cents, per bushel : —

(Per Report of Secretary of Merchants' Exchange, Buffalo).
May. June. July. Aug. Sept, Oct.

Nov.

1898

cts.

/Wheat 1-3

ICorn 12

Highest rate, wheat, 1898, 3|c. ; lowest, 1^ ;

Highest rate, wheat, 1899, 3|c. ; lowest, IJc.

190o/^Vheat IS

I Corn 1 ■ 6

Highest rate, wheat, 1900, 3c. ; lowest, l^c.

^{^^■::: :::::: ■. \

Highest rate, wheat, 1901, 2^c. ; lowest
Highest rate, wheat, 1902, 2^0. ; lowest

i^^KSr;::::::::::::: \

Higliest rate, wheat, 190.S, 2Jc. ; lowest,
^\^leat 2

cts.
1
1

lie.

Igc.

1904

\Corn 2

Highest rate, wheat, 1904, 3c. ; lowest,

™^{Sr::.. ;■■■::: J

Highest rate, wheat, 1905, 3c. ; lowest,

^^^LCorn 1

Highest rate, wheat, 1906, 2^. ; lowest
.rWheat 1

1907

I Corn.

9

8

, 1

3

2

, ]

4

3

, IJc.

5

5

Ic. ;

1

0

\\c.]

3

2

, Ifc.

3

2

cts. cts. cts.

0.1 0-9 1-2

0-8 0-8 11

average for the season, l'5c.
20 2-2 2 5 3

1-9 20 2-3 3

; average for the season, 2 " 5c.
1-9 21 1-6 1

1-7 20 1-5 1

average for the season, 1 " 8c.
1-5 1-6 1-3 1

13 1-4 12 1

average for the season, 160c.
1-3 1-2 1-6 1

11 11 1-4 1

average for the season, 1 be.

1-3 13 1-2

1-2 12 10

; average for the season, 1 ■ 4c
17 10 1-2

1-3 08 10

average for the season, 1
13 1-3 1-4

1-2 11 1-2

average for the season, 1
1-3 1-5 1-9

1-2 1-4 1-8

; average for the season, 1 ' 7c.
17 1-5 1-2 1

1-6 1-4 11 1

average for the season, l'5c.

oc.

iC.

cts.
2
2

1-7
1-6

1-4
1-3

1-3
1-2

2-8
2'7

20
1-7

1-5
13

Highest rate, wheat, 1907, 2c. ; lowest, l^c. ;

Lake Freight from Duluth to Buffalo on Wheat (as reported by the

Secretary of the Merchants' Exchange, Buffalo, N.Y.)
The following statement shows the lake freight rates on wheat from Duluth to
Buffalo, during the season 1907 : —

1907.

April 22

May 14

m" 21

M 23

July 6

- 13

" 17

>, 19

Aug. 7

19

-, 24

Sept. 10

M 18

Wheat
bushels.

2
2

n

2i
2
H
1'

II

l|

1907.

Sept. 26.

Oct. 1.

M 12.

Nov. 6.

9.
11.
14.
19.
22.
23.

3

Wheat
bushels.

cts.

Dec.

To load after the 5th

CANAL STATISTICS

27

3-L to 8c.

SESSIONAL PAPER No. 20a

In 1885 the range of freight on wheat, Duluth to Buffalo, was H to 5c. ; in 1886,
in 1887, 5 to 8c. ; in 1888, 2 to 5c. ; in 1889, 2 to 5c. ; in''l890, 2 to 5c. ; in
1891, 11 to 9ic. ; in 1892, 2^ to 4c. ; in 1893, li to 3^c. ; in 1894, 1^ to 3c. ; in 1895,
2 to 6c. ; 1896, li to 3c. ; in 1897, 1 to 2^c. ; in 1898, 1 to 3ic. ; in 1899, 2^ to 6c ;
in 1900, U to 3fc, ; in 1901, 1^ to 3fc. ; in 1902, 1 to 2ic ; in 1603, l^ to 2|c. ; in
1904, 1 to" 5c. ; in 1905, IJ to 4c. ; in 1906, If to 3c. ; and in 1907, 1 to 2|c. per
bushel.

The first departure by lake, at Duluth in 1907, was April 27 ; in 1906, was April
13 ; in 1905, was April 8; in 1904, was May 14 ; in 1903, was April 9 ; in 1902 was
on March 31 ; in 1901 was on May 6 ; in 1900 was on April 22 ; in 1899, on
April 29 ; in 1898, was on April 16 ; in 1896, on April 22 ; and in 1895, on April
21. In 1894 season opened on April 19 ; in 1893, on May 8 ; in 1892 on April 21 ;
in 1891, on April 30 ; in 1890, on March 26 ; in 1889, on April 20 ; in 1888, on May
12 ; in 1887, May 4 ; in 1886, on May 7.

Wheat was shipped at Kingston, Canada, per bushel, during the season of 1887, at
6^ to 7|c. : in 1888, at 4 to 5c. ; in 1889, at — ; in 1890, 5|, 5^, 41 4|, 4c. ; in 1891,
during May, 3|, 3|, 2|c. ; during June 3c. ; and on July 25, 2^c : in 1892, 5c. in April ;
5 to o^c. in May ; 4c. in June ; 4|c in July ; 3c. in August ; 6 to 6^c. in October ; in
1908, ranged from 5^ to 4|c. in April ; 4^ to 4|c. in May ; 4 to 3|c. in June ; 2| to 3c.
in July ; 3| to 3|c. in September ; no figures quoted after that date. In 1894 ranged
from 3;^ to 3^c. in May ; 3|c. in June ; 2ic. in July ; 2^ to 3^c. in August ; 4c. in
September, and 4|c. in October. On August 25 and November 3, 1894, wheat to
Ogdensburg, at 3|c. and 4|c. respectively. In 1895, wheat to Kingston from 3c. to 5c.
In 1896, wheat to Kingston from 3c. to 5J^c. ; and in 1897, wheat to Kingston from 3c.
to 3|c., according to the time of year ; 1898 to 1899 not given.

Lake Freights from Toledo to Buffalo on "Wheat.

The following statements show the ruling rates of lake freights on wheat from
Toledo to Buffalo, during the season of 1907 on the dates specified, as reported by the
Secretary, Merchants' Exchange, Buffalo.

Wheat and '
Date, 1907. Corn

per Bushel.

Date, 1907.

Wheat and

Corn
per bushel.

Opening to April 1

July 14 to August 1

Cts.

1 i

April 1 to July 14.. .

Cts.

August 1 to close

11-U

The range for 1886 was If to 3c. ; for 1887, 2^ to 3c. ; for 1888, 1| to 2ic. ; for
1889, If to 2c. ; for 1890, U to 2c. ; 1891, 1 to 3c. ; for 1892, l^ to 2|c. ; for 1893,
J to 2c. ; for 1894, 1 to 2c. f for 1895, 1 to 2ic. ; for 1896, 1^ to Ifc. ; for 1897, 1 to
lie. ; for 1898, 1 to l^c. ; for 1899, U to 2c. ; for 1900, U to 2c. ; for 1901, l^ to Uc. ;
for 1902, 1^ to 2c. ; for 1903, 11 to Uc. ; for 1904, 1 to Ifc. ; for 1905, 1 to Ucffor
1906, 1 to Uc ; and for 1907 1| to ijc. per bushel.

From Toledo to Ogdensburg, wheat and corn shipped at 6 to 7c. in 1887 ; at 4| to
6c. for wheat and 5c for corn in 1888 ; and 5 to 5^c. for wheat in 1889 per bushel.
From Toledo, on October 8, 1887, corn shipped to Kingston at 3|c., and on November
12, at 4|c. per bushel. In 1888, corn, Toledo to Kingston 4| to 3c. ; and wheat at 3^
to 3c. per bushel. In 1889, wheat, Toledo to Kingston, 3c. ; and in 1891, rye, Toledo
to Kingston at 3c. per bushel. From Toledo, on June 2, 18S7, wheat shipped to Mon-
treal by propeller at 6|c. ; on June 14, corn at same price ; but on September 26, the
rate on corn was only 5c. per bushel. In 1888, corn, Toledo to Montreal, at 6 to 5fc.,
and wheat at 5^c per bushel. From 1889 to 1899, no shipments to Montreal or other
places in Canada reported.

28 DEPARTMENT OF RAILWATS AND CANALS

9-10 EDWARD VII., A. 1910
Canal Freight from Buffalo to New York.

The following shows the change.s in the ruling rates of freight to New York from
Buffalo, on the days specified in 1907 (as reported by the Secretary, Merchants'
Exchange, Buffalo).

Date, 1907

Wheat,
Bushels.

Com,
Bushels.

Date, 1907.

Wheat,
Bushels.

Cts.

May I .

Cts.

4§ iNov. 4, to close.

Cts.
5i

Com,
Bushels.

Cts.
5

Freight on oats varied from 3^ to 3^c. per bushel. Pine lumber, per 1,000 feet,
was carried from Buffalo to Tonawanda to New York as follows : Opened at $2.00 ;
June, 82.00; July, S2,00 : August, $2.00; September, 82.25; October, 82.2?; to
close. Rates to Albany opened 82.50 ; June, 82.50 ; July, 82.50 ; August, $2.50 ;
September, $2.75 ; October, $2.75 to close.

AVERAGE CANAL FREIGHTS.

buffalo to new YORK.

The following statement shows the average rates of canal freights on wheat and
corn between Buffalo and New York during each month in the past ten years, and the
highest and lowest rates on wheat and average rate on wheat on each : —

(Reported by Sec. Merchants' Exchange, Buffalo.)

Mav.

Grain.

1898

(Wheat 30

(.Com 25

Highest rate, wheat, 1898, 3 '40. ; lowest, 2 5c,

1 ooo ( Wheat 2 5

^^^\Com 2 3

Highest rate, wheat, 1899, 4' 5c. ; lowest, 2' 5c.

lonnf Wheat 2 4

■^^^■(.Cora 21

Highest rate, wheat, 1900, Sic. ; lowest, 2c. ;

loni/ Wheat 3 4

^^UCora 2 7

Highest rate, wheat, 1901, 4^. ; luwest, 3;Jc.

10^9 C Wheat 4 0

^^--'iCom 3-6

Highest rate, wheat, 1902, 4ic. ; lowest, Sfc.

1903|?J^b^'^* II

( Corn A I

Highest rate, wheat, 1903, 4^c. ; lowest, 3|c.
,^,|Wheat.......... ........ 35

Highest rate, wheat, 1904, 3^c. ; iowest, 2^c.

iQftxf Wheat 4 0

^^^\Com 3 6

Highest rate, whe^t, 1905, 5c. ; lowest, 3|c. ;

iQA«r Wheat 40

^'^''iCorn 3-6

Highest rate, wheat, 1906, 5c. ; lowest, 4c. ;

ion- f Wheat 50

^^^'\Corn 4-6

Highest rate, wheat, 1907, 5^c. ; lowest, 5c. ;

June.

cts.
2-9
2-3

July.

cts.
2 8
2-4

Aug. Sept.

cts.

2-7
21

cts.

average for the season, 2 ' 8c
2-7 2-4 2 5 2

2-3 21 2 1 2

c. ; average for the season, 2 ' 8c,
2 2 2-3 2-3

20 21 2 0

average for the season, 2' 5c,
3-2 3-2 3-2

2 7 28 2 9
; average for the season, 3' 5c.

3 8 3-3 3-3 3
34 31 31 3

; average for the 'season, 3 '8c.

4 1 4 2 4-2
37 3-8 3-8

; average for the season, 4c.
3-2 27 2-6

27 2-4 21

; average for the season, 3' 2c
3-4 33 3-3

30 30 3 0

average for the season, 3 ■9c.
4 0 4 0 4 0

3-6 36 3-6

average for the season, 4\c.
50 50 50

4-6 4-6 4-6_

average for the season, 5c.

Oct.

cts.
3 0

2 6

3 6

3 0

2 7
2-4

4 0

3 7

4 0
3-7

3 3

Nov.

cts.
3 0

2 6

4-2

3 5

3 5
3 0

41
3 8

Note. —Canals free of tolls since 1882.

CAVAL STATISTICS 29

SESSIONAL PAPER No. 20a

FREIGHT, TOLLS, ELEVATIXG AND STORAGE RATES COMPARED.

The following statement shows the receipts of grain and flaxseed at Buffalo, the
average canal freight on wheat, and the tolls on wheat to New York, and the elevatin»
and storage rates at Buffalo for a series of years (as reported by Secretary, Merchants'
Exchange, Buffalo) : —

Year.

Grain
received.

1870.
1871
1872.

1873. . .
1874. . .
1875 .
1876. .
1877..
1878. . ,
1879. . .
1880. .
1881. . .
1882. . .
1883. . .
1884*.
1885*.
18)56*. ,
1887*. .
1888*
1889*.
1890*. .
1891*.
1892*..
1893*. .
1894*.
1895*. ,
1896*. .
1897*. .
1898*. .
1899*. .
1900*..
1901..
1902 .
1903..
1904..
1905. .
1906. .
19;)7. . .

Bush.

32,

61,

58,

65,

55,

52,

44,

61,

78,

75,

105;

E6.

51,

65,

58,

52,

75!

87:

73;

92,

91:

135,

138,

140,

105,

121,

172:

204:

221.

153,

157:

132,

124,

140,

iOO,

126.

136,

132,

208,039
319,313
703,066
49b, 955
660,198
833,451
207,121
822,292
828,443
089,768
133,009
389,827
501,503
722,080
011,800

6ri,0!)0

570,850
073,570
977,390
290,550
994,680
31.5,510
872,560
796,410
435.577
225,497
474,664
964,103
.383,945
393,1X4
655.968
646.828
624,386
438,822
83S,00()
465.729
066,528
43S,79S

Average

Canal

Tolls

Freight

on

on

Wheat.

Wheat.

Cts.

Cts.

11

2

31

12

6

31

13

0

3 1

11

4

3 1

10

0

31

7

9

20 1

6

6

2 0 1

7

4

1-0 1

6

0

10

6

8

1 0

6

5

10

4

7

10

5

4

10

4

9

None.

4

2

do

3

8

do

5

0

do

4

6

do

3

4

do

4

8

do

0

8

do

3

5

do

3

5

do

4

6

do

3

2

do

0

2

do

3

7

do

2

8

do

2

8

do

3

0

do

2

5

do

3

5

do

3

8

do

4

0

do

3

2

do

3

9

do

4

2

do

5 0

do

Elevating,
including
Storage.

Cts.

Note. — Prior to 1870 tolls 6 21 cents per bushel, and the elevating charge 2 cents per bushel.
* IuL;luding flaxseed.

30

DEPARTME'yr OF RAILWAYS AND CAXALF!

9-10 EDWARD VII., A. 1910
AVERAGE FREIGHT CHARGES PER BUSHEL.

For the transportation of Wheat and Corn from Chicago to New York for a series

of years.

( From Beport of Board oj Trade, Chicago.)

Year.

Corn.

Wheat.

By lake I

and lak(

canal. r<

1

5y

J and By a
lil. i

1

11 rail.

By lake

and

canal.

By

lake and

rail.

By all rail.

1858

1859

a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
h

b

+

+
+

+
■*-
+

•4-
+

+

+

s

127 ....

1570 ....

0833 ...

1062 ....

0957 ....

063 ...

09

0864 ....

1075 ....

0511

0604 ....

0584

16 i

0754

1072

0816

0382

034

0875

0959

0883

1049

1341

0777

0672

0803

0655

063

0845

0850

0671

0632

0593

0632

0595

0718

0493

0450

0575

0453

0381

0508

0407

0461

0483

0485

0363

0476

0551

0612

S

S

3619

3248

3248

3881

4480

4592

5600

4188

4312

4176

3532

3320

28

2968

3266

2893

2450

2240

1574

1890

1652

1456

1748

1340

1350

1512

1232

1232

14

1470

1354

126

1136

1400

1296

1365

1232

1029

1050

1143

0980

1008

0919

0921

0994

1054

1038

0940

0952

1017

a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
b
b
b

I

0

b
b
h
b
b
h
b
h
b
b
b
b
b
h
h
b

+

+

+

+
+

+

+
+

+

S

1550

1663

095

1210

1062

072

0:)52

0894

1377

08

0802

0651

0677

0687

1110

0917

0400

0378

0982

1100

0966

1187

1313

0867

0723

0901

07

0654

0910

0950

0705

0692

0676

0695

0645

0766

0511

0486

0619

0522

0445

0581

0449

0511

0526

0540

0473

0553

0603

0665

....

5

3861
3480

1860

1861

3480
4158

1862

4800

1863

l864

4920
60

1865

1866

1867

4488
4620
4475

1868

3784

1869

1870.

2355

2220

2372

2660

2298

1388

1303

1079

1406

1053

1220

1443

0942

1028

11

085

0801

1120

1120

1026

081y

0732

0753

0721

0797

0650

0640

0615

0692

0441

0583

0472

0516

0551

0578

0482

0519

0572

0620

2520
2250
2542
29.50
2461
1907
1389
1136
1546

3557
30

1871..

3180

1872

1873-

1874

3499
3102
2625

1875

1876

1877..

2400
1686
2050

1878

1209
1313

1770

1879

1774

1880

1881

1882

1883

1884

1885

1580

1049

1091

1163

10

0902

12

12

1114

0897

0852

0857

0759

0848

0700

0696

0661

0742

0491

0663

0510

0554

0589

0637

0550

0640

0635

0709

1980
1440
1447
1620
1320
1320

1886

1887

1888

1500
1575
1450

1500

1890

1891

1892

1430

1500
1380
1463

1894

1320

1895

1189

1896

1897

1898

1200
1250
1200

1160

1900

0S96

0988

1902

1903

1904 .

1062
1129
1112

1905

1906

0990
1020
1090

1

a To Buffalo only, b Including Buffalo charges and tolls, t Exclusive of Buffalo charges.

CAXAL STATISTICS

31

SESSIONAL PAPER No. 20a

FOREIGN FREIGHT R.\TES.

Annual average Freight Rates on Grain, Flour and Provisions (per 100 lbs.) from
Chicago to European Ports, by all Rail to Sea-board and thence by Steamers.

Shipped to

Articles.

1907 .

1906.

1905.

1904.

1903.

Liveri«ol

Grail
Sack
Proy
Graii
Sack
Proy
Grail
Sack
Prov

1

ed flour

s

.1922
.2125
.4085
.1967
.2391
.4688
.2054
.2363
.462C
.4556
.4600
.4500
4500
.5100
.5300
.4900
.5500

S

.1875
.2050
.4100
.1925
.2360
.4563
.1925
.2250
.4626
.4701
.4900
.4600
.4600
.5100
.5350
.5000
.5300

S

.1916
.2240
.3849
.2000
.2250
.4323
.2023
.2364
.4088
.4370
.4575
.4542
.4553
.4866
.5147
.4818
.5145

S

.2019
.2100
.3656
.2238
.2320
.4406
.2150
.2225
.44(16
.4828
.4600
.4200
.4200
.4688
.4969
4688
.5625

S

.2268
.2519

isions

1

.4190
.2443

ed flour

isions

1

.2538
.4688
.2356

pd flour

.2519

1,

isions

.4406

Antwerp

.4969

';

.4700

Amsterdam . .

.4200

Rotterdam

.4200

.4969

Stockholm

Stettin

.5250
.4969

Bordeaux

. 5625

i

LAKE FREIGHTS OX COAL FROM BUFFALO TO CHICAGO AND

OTHER PORTS.

The following statement shows the average freight rate on Coal (per net ton, in cents)
from Buffalo to the ports named, during the seasons of 1906 and 1907.

(Buffalo Merchants' Exchange. )

Freight on hard Coal, Buffalo to Chicago, per ton
H M Milwaukee ■.

■• .1 Duluth

82

DEPARTMENT OF RAILWAYS AXD CANALS

9-10 EDWARD VII., A. 1910
A-Table showing the total Tonnage of the undermentioned Articles moved Up and Down .

Vkc

ET.\RLE Feci

).

Year.

Flour.

Wheat.

Corn.

Barley.

Oats.

Rye.

Other
Articles.

t

1869*

1872

Tons.
45,674

20,651

30,665

24,019

13,964

15,778

Tons.
313,825

239,998

355,847

413,212

253,835

201,906

Tons.
120,599

Tons.
20,951

Tons.

Tons.
904

Tons.
1,937

254,902
180,169
181,151
103,749
144,501

6,035

8,225

18,871

35,751

18,455

7,752
1,194
5,954
3,383
24,496

64

3

518

917
1,454

2,745

1873

3,777

1874

8,677

1875

6,337

1876

3,198

1877

13,558
9,121
10,710
12,679
9,959
12,201
13,471
13,683
13,334
19,474

253,953

191,982
274,570
242,020
127,832
215,056
152,794
144,851
124,206
154,169

169,196
186,931
144,506
163,738
101,075
54,799
182,269
118,811
117,536
219,442

19,870
10,979

2,810
3,088

2,439

2,355

1878

1879

2,302

4,655
17,772
24,509
20,126
10,436

7,155
15,801

1,595

1,239

477

440
1,016
1,844
3,226
1,642
1,320

2,444

1880

1,480

1881

2,086

1882

611

731

10,746

1,116

4,911

403

1883

10,983

1884

9,168

1885

1,912

1886

564

14,657

1887

23,949
16,983

221,927
160,963

114,938
194,886

9,574
5,906

12,050
26,629

12,533

1888

811

13,608

1889

7,931
14,461
13,517
17,040

126,664
118,002
198,058
232,019

353,595
327,394
185,180
192,548

4,272

10,830
8,113
6,433

28,356
27,728
52,959
37,173

2,673

1,549

65,888

9,392

18,552

1890

20,876

1891

28,042

1892

32,815

1893

15,235

258,392

441,092

18,599

31,283

3,671

36,981

1894

33,028

270,993

169,233

28,353

27,962

567

60,673

1895

44,044

203,088

164,894

8,689

18,236

1,007

46,463

1896

42,425

320,503

320,444

11,368

28,178

9,405

56,591

1897

9,065

324,743

390,615

14,173

25,161

8,483

44,674

1898

5,578

207,647

437,861

12,286

17,502

16,127

23,182

1899

11,025

197.732

204,004

2,907

24,037

923

18,460

1900

10,968

137,800

163,509

4,035

41,055

3,538

14,815

1901

18,978

151,586

67,756

7,119

28,485

2,961

14,024

1902

22,282

225,171

67,647

7,418

11,232

4,079

12,963

1903

25,998

259,031

210,758

14,656

7,911

4,904

13,994

1904

35 049

165 138

116 444

27,171

16,582

13,184

1905

38,512

254,458

180,921

55,432

36,072

1,711

9,883

1906

18,294

326,798

211,805

31,446

49,306

1,784

10,739

1907

22,739

488,565

271,693

13,240

73.360

2,270

22,683

1908

23,209

732,131

127,402

31,172

33,423

6,i;(>7

21,668

* Fiscal.

t Apples,

meal of all ki

nds, pease, p(

)tatoes.

CANAL STATISTICS

33

SESSIONAL PAPER No. 20a

through the Welland Canal, during a period of thirty-eight years, ended Dec. 31, 1908.

Heavy <t00ds.

Total.

Railway
Iron.

Other Iron.

Salt.

Iron and Salt
having paid
full tolls on
St. Lawrence
Canals.

Coal.

Ores.

Total.

Tons.
503,860

Tons.
46,806

Tons.
16,924

Tons.
91,575

Tons.
37,153

Tons.
103,126

Tons.
58,781

Tons.
275,623

538,147

26,217

17,141

50,540

44,243

186.932

98,605

3,678

579,880

6,923

20,754

40,850

17,157

339,016

118,685

43,3S7

647,397

6,032

12,068

23,309

9,579

323,503

56,825

431,316

417,936

1,517

7,588

13,509

9,962

321,306

43,683

397,505

409,788

51

7,997

30,300

20,327

288,211

81,654

378,540

464,181

9,630

9,696

9,173

3,983

323,869

42,758

399,109

403,403

10

11,518

3,980

12,686

295,318

15,229

338,741

438,564

2,782

5,797

7,174

17,796

192,957

19,164

245,670

442,182

5,360

4,812

413

22,273

109,986

34,139

176,983

269,395

4, .585

7,013

10

30,682

128,113

18,785

189,188

306,482
373,326

5,348

50

17,327

237,559

23,700

283,984

1,237

7,922

66

17,037

307,058

31,785

365,105

305,734

698

652

461

3,242

274,471

53,205

332,729

273,905

78

2,055

-597

14,243

248,272

26,728

291,973

414,812

166

6,123

48

12,324

271,356

27,447

317,464

394,971

1,351

5,036

6,715

145,193

13,866

172,761

419,786

93

3,220

316

13,617

223,871

16,872

257,989

542,043

47

2,479

1,254

20,269

268,305

2,435

294,789

519,291

753

1,027

28,047

202,384

, 8,138

240,349

367,177

127

1,610

2,567

7,953

224,644

3,415

240,310

527,426

163

1,567

878

3,666

211,616

355

218,245

805,253

6

2,075

374

8,139

233,096

243,690

591,409
486,421

3,072
6,245

159

977

203,608

207,816

185

54

2,819

158,866

1,140

169,309

788,974

1,192

6,332

82

3,264

223,445

1,158

235,473

816,914
720,183

7,206

17,012

227

590

176,226

201,261

1,444

11,722

799

734

162,336

13,433

190,468

459,688

567

6,361

1,282

1,318

97,732

26,125

133,385

375,720

8,190

533

4,800

47,392

58,400

119,315

290,909

83

6,094

327

8,773

49,480

99,487

164,244

350,792

64

7,488

15,201

64,014

22,480

109,247

537,252

488

5,407

2,554

45,846

147,884

18,323

220,502

373,568

11,381

9,957

1,093

4,164

113,525

39,683

179,803

576,989

2,651

10,912

226

4,221

172,642

22,381

213,033

650,172

3,747

8,493

100

16,204

147,587

5,862

181,993

894,559

961

4,923

246

18,761

267.212

25,040

317,143

975,672

1

35,726

429

316,921

18,004

080

20«— 3

34

DEPARTMEXT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

B. — Table showing the Total Way and Through Tonnage of the undermentioned
Articles cleared downward on the Welland Canal during a series of thirty-eight
years, ended December 31, 1908.

VEGETABLE FOOD.

Flour.

Tons.
44,110
26,648
30,660
24,017
1.3,930
15,735
13,588

8,854
10,588
12,467

9,655
12,205
13,256
13,626
13,322
19,418
23,940
16,973

7,922
14,461
13,517

17,046

15,232

33,628

43,895

42,159

9,025

5,578

11,625

10,968

18,937

22,282

25,997

35,046

38,512

18,227

22,689

23,187

Wheat.

Tons.

310,090

231,056

345,720

406,157

248,555

194,559

248,894

188,106

271,545

240,601

121,393

205,876

146,741

135,804

114,090

146,151

210,755

150,833

120,498

114,924

196,326

229,569

257,203

270,514

202,636

319,388

322,993

206,313

197,732

137,800

151,325

223,499

257,370

164,515

247,599

326,789

488,565

730,751

Corn. Barley.

Tons.
119,541
254,534
180,042
181,128
103,477
144,501
169,185
185,931
114,276
162,891
103,075
54,797
182,143
118,811
117,536
218,897
114,938
194,886
353,595
327,394
185,177

192,548

441,092

169,233

164,894

320,444

390,615

437,849

204,004

163,509

67,756

67,647

210,758

116,444

180,921

111,243

271,693

127,402

Tons.

3,920
693
643
377
813

1,110
10,216

1,217
803

252
537
975
270

618

1,711

555

197

6,519

8,113

6,433

18,461

28,353

11,368

14,173

12,286

2,424

3,449

7,119

7,418

14,656

27,171

55,432

31,446

13,240

31,172

Oats.

Tons.

7,594
1,188
5,953
3,383
24,496
2,810
3,088
1,196
477

731
10,746
1,116
4,891
12,050
26,629
28,.356
27,728
52,959

37,173

31,283

27,962

18,236

28,178

25,127

17,491

23,541

40,256

28,281

11,223

7,911

16,582

36,072

49,306

73,369

33,423

Rye.

Tons.
680
64
3

500
1,454
2,405

6

1,954

518

477

811

1,918

1,121

65,071

9,392

3,671

8,970
8,483
16,127
923
3,538
2,961
4,079
4,904

1,711
1,411
2,270
6.667

Other

Articles.

t

Tons.

1,541

2,300

3,557

3,301

4,304

2,949

1,833

2,100

2,387

1,418

1,371

225

10,971

9,018

1,628

14,581

12,149

13,358

18,273

20,836

27,895

32,548

36,981

60,587

46,435

54,031

44,651

23,170

18,440

14,802

14,021

12,912

13,982

13,157

9,882

10,739

22,683

21,668

Total.

Tons.

479,882

524,889

563,813

620,933

374,962

384,807

448,931

389,296

430,795

417,853

235,752

275,594

355,335

288,752

248,310

403,928

375,543

404,045

530,759

512,983

549,058

524,709

803,923

590,277

484,785

784,538

815,067

718,814

458,689

374,322

290,400

349,060

535,578

372,915

570,129

549,161

894,5o9

974,270

* Fiscal.

t Apples, meal all kinds, pease, potatoes.

CANAL STATISTICS

35

SESSIONAL PAPER No. 20a

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86 DEPARTMEyT OF RAILWAYS AXU CAXALS

9-10 EDWARD VII,, A. 1910

D. — Statement showing the Quantity of Through Freight passed Down the Welland
Canal in Canadian and United States Vessels entering the Canal at Port Colborne,
during the Season of Navigation in 1897, 1898, 1899, 1900, 1901, 1902, 1903, 1904,
1905, 1906 and 1907, 1908.

Canadian Vessels.

American Vessels.

Total.

Articles.

Steam.

Sail.

Steam.

Sail.

Steam and
Sail.

No.

Tonnage.

No.
163

Tonnage.
76,760

No.
388

Tonnage.
382,231

No. j Tonnage.
144 ! 86,675

No. 1 Tonnage.

225

131,907

920 677,573

1897.
Whe.-vt

Tons.

121,762
33,694

Tons.

55,724
15,244

Tons.

106,064

274,.S55

14,173

23,515

Tons.

37,891
66,822

Tons.

321,441

390,615

14,173

24,906

1,851

Barley

Oats

223

1,851

2,047

• 3,873

15,739

1,268

1,573.447

1.327,823

2;577,160

4

1,168

Pease

Rye

919

3,947

3,290

5

5,517

368

70,968

404

20,284,446

8,483

9,803

94,071

1,677

42,531,095

Coal

1,615
4,174

26,673,262'
616,093

Miscellaneous merchandise. .

Shingle.s, woodenware, &c

Sawed lumber Ft. B.M.

Square timbc r Cub. ft

Staves. ... No.

2,217,629

4,161,545

2,577,160

4

Firewood Cord.

1

1

No.
216

Tonnage.
126,398

No.
104

Tonnage.
59,532

No. i Tonnage.
354 355,702

No.
195

Tonnage.
108,720

No. Tonnage.
869 650,352

1898.
Wheat

Tons.

95,567
56,538

Tons.
36.157

Tons.

54,934

284,059

9,465

17,329

45

9,135

759

47,271

Tons.

18,355

66,761

2,821

Tons.
205,013

Com

30,455

437,813

Barley

12,286

Oats

17,329

260

3,564

575

19,385

2

4,910,669

825,545

305

Rye

1,480

1,916

4,104

9

1, 641,783
1,183,821

1,948
2,620
8,758

16,127

Coal

5,870

Miscellaneous merchandise.. .

Shingles, woodenware, &c

Sawed lumber Ft. B.M.

79,518
11

16,220,972

24,484,283
388,410

47,257,707
2,397,776

249

249

No.
191

Tonnage.

No.

Tonnage.

No.

Tonnage.

No. Tonnage.

No. Tonnage.

100,242

129

75,777

201

212,027

78 36,962

599 425,008

. 1899.

Wheat

Corn

Tons.

91,901

28,015

Tons.

80,928
18,905

Tons.

16,250
, 138,834

Tons.

7,244
18,250

Tons.

196,323
204,004

Barley. .

2,424
21,646

2,424

Oats ,

1,557

23,203

Peas

Rye

923

923

Coal

435

25,203

485

2,077,748

322,138

6,736

18,651

916

772,739

585,780

9

3,398

10,569

Miscellaneous merchandise . .
Shingles, woodenware, &c. . .
Sawed lumber ... .Ft. B.M

Square timber Cub. ft.

Firewood Cords.

49,522

"14,855,338'
20,802

1,567

100

19,949,079

328,806

94,943

1,501

37,654,904

1,257,526

9

Staves . . No

' . .... ..

CAXAL STATISTICS

37

SESSIONAL PAPER No. 20a

D — Statement showing the Quantity of Through Freight passed Down the Welland
Canal in Canadian and United States Vessels, &c. — Continued

1
Canadian Vessels. United States Vessels.

Total.

Articles.

Steam.

Sail. 1 Steam.

Sail.

Steam
and Sail.

No.
216

Tonnage.
114,885

No.
109

Tonnage. No.
67,475 i 168

Tonnage.
182,444

No. Tonnage.
71 30,309

No.
564

Tonnage.
395,113

1900.

Wheat

Corn . ....

Tons.

67.694
39,597

Tons. Tons.

43,157 23.066
31 248 78.701

Tons.

2,130

13,963

1,047

407

Tons.

136,047

163,509

3,449

40,113

119

Barley

Oats •

2,402
39,706

Peas

115

1,389

723

53,649

1,078

6,847,279

439,827

126

1,000

4

2,149

433

43,344

Rye

559

3,564

3,538

Coal

637
31,536

2,352

132,093

1,078

Miscellaneous merchandise . .
Shingles, woodenware, &c...

Sawed lumber Ft. B.M.

Square timber Cub. ft .

Firewood Cords.

5,344,2.58
355,951

255

14,984,483
11,583

18,770,405
198,420

45,946,425

1,005,781

381

Staves No.

1,000

No. Tonnage.
197 103,802

No.
114

Tonnage.

No.

Tonnage.

No. 1 Tonnage.

No.

Tonnage.

59,022

163

182,497

48l 22,319

522

367,640

1901.
Wheat

Tons.

57,641
7,350

Tons.

58,973
4,689

Tons.

31,955

55,717

7,119

27,197

Tons.
1,241

Tons.
149,810

Corn

67,756

Barley

7,119

Oats

944

28,141

Peas

Rjfe

2,961

1,960

71,300

18

6,533,423

362,441

165

2,961

Coal

362
32,312

357

12,874

7,469

2,679

Miscellaneous merchandise..
Shingles, woodenware, &c. . .
Sawed lumber Ft. B.M.

123,955
18

4,060,251

204,682

264

11,089,806
9,384

13,092,940
149,531

34,776,420

72(i,038

429

Staves No.

'

No.

Tonnage.

No. Tonnage. No. Tonnage.

No. Tonnage.

No.
561

Tonnage.

196

90,791

122 73,958 191] 201,339

52 22,097

388,185

1902.

Wheat

Corn

Barley

Tons.

82,954
148

Tons.

85,973
1,388

Tons.

52,889

66,111

7,418

9,963

Tons.

Tons.

221,816

67,647

7,418

Oats

1,200

43

11,206

Pea.s

Rye.*

3,808

3,977

33,111

47

13,218,960

370,718

56

271

13,497

38,351

4

25,437,287

4,079

Coal

25,732

8,723

28

3,256,187

557,689

40

8,332
1,594

19,540^426
115,000

51,538

Miscellaneous merchandise..

Shingles, woodenware, &c

Sawed lumber Ft. B.M.

Firewood . . Cords

81,779

79

61,452,860

1,043,407

96

Staves No

14.000

14.000

38

DEPARTMENT OF RAILWAYS AXD CAXALS

9-10 EDWARD VII., A. 1910

D — Statement showing the Quantity of Through Freight pas.sed Down the Welland
Canal in Canadian and United States Vessels, &c. — Continued.

Canadian Vessels.

United States Vessels.

Total.

Articles.

Steam . | Sail.

Steam.

Sail.

Steam
and Sail.

No. Tonnage. No.

Tonnage.

No. Tonnage.

No. Tonnage.

No. Tonnage.

239 151,850

76

45,918

243 252,094

69 27,854

627 477,716

1903.
Wheat

Tons.

149,378

21,356

2,580

306

63

Tons.

38,473

4,682

667

1,335

Tons.

60,514

174,588

11.409

6,112

22

4,904

8,133

41,584

Tons.

6,305
10,132

Tons.

254,670

210,758

14,656

Corn

Barley

Oats

7,753

Peas

85

Rye

Coal ....

Miscellaneous merchandise.. .
Shingles, wooden ware, &c.. . .

4,904

389
39,563

12,991

3,367

54

1,625,855

660,000

210

641,000

8,496
2,000

30,009

86,514

54

Sawed lumber .... Ft. B.M.
Square timber Cub. ft.

12,841,552
572,000

17,871,652

14,733,677
84,200

47,072,736
1,316,200

Firewood Cords.

9

219

Staves No.

641,000

No. Tonnage.
228 157,539

No.
55

Tonnage.
39,375

No.
205

Tonnage.
187,748

No.
42

Tonnage.
15,918

No. Tonnage.
530 400,580

1904.

Tons.

116,794

12,768

2,619

Tons.

33,302

7,814

824

Tons .

14,269
95,362
23,728
16,261
3

Tons.

Tons.
164,365

Wheat

116,444

Corn

27,171

Barley

16,261

Oats

3

Peas

E,ye . .

1,925
34,907
29,567

7,187

17,133

1,925

60, ,548

7,668

33,913

36,832

Miscellaneous merchandise..

90,115

Sawed lumber Ft. B.M.

Firewood Cords.

15,077,382
944,508

854,811
744,000

32,751,541

9,572,655
149,000

58,259,389
1,837,508

717

717

634,000

634,000

No.

Tonnage.

No.

Tonnage.

No. ( Tonnagt^.

No. Tonnage.

No.

Tonnage.

252

182,373

91

48,692

319| 286,656

64| 29,120

726

546,841

1905.
Wheat

Tons.

188,706
6,385
6,870

8,225

Tons.

18,575
6,636
1,451
2,570

Tons.

28,757

163,374

47,111

21,535

76

1,711

28,330

Tons.

2,512
4,526

Tons.
238,550

Com

Barley

180,921
55,432

Oats

Peas

3,742

36,072
76

Rye

1,711

Coal

18,756
14,358
29,375

2,867,147'
355,000

35,324

8,023

7,485

2,748,941

8,678

91,088

Iron ore

22,381

Shingles, wooden ware, &c. . .
Sawed lumber Ft. B. M.

74,975

2,325

38,290,831

3,126
'" 12,479,698'

114,961

2,325

54,589,200

Square timber. . . Cub. ft.

951,524
18.3.000

538,000

Firewood, ... Cords.

900

900

CANAL STATISTICS

39

SESSIONAL PAPER No. 20a

D. — Statement showing the Quantity of Through Freight passed Down the Welland
Canal in Canadian and United States Vessels, &c. — Concluded.

Canadian Vessels.

United States Vessels.

Total.

Articlks

Steam.

Sail.

Steam.

Sail.

Steam and Sail

No. 1 Tonnage.

No.

Tonnage.

No. ] Tonnage.

No. Tonnage.

No. Tonnage.

328! 238,690

121

66,355

305 j 310,622

43 15,758

797 i 631,425

1906.
Wheat

Tons.

250,493

8,177

8,546

21,900

Tons.
34,355

Tons.

35,-578

202,250

17,854

11,323

11

1,406

24,190

Tons.

Tons.
320,436

1,378

49,306

Barley

5,046
16,083

31,446

Oats

49,306

Peas

11

Rye

5
47,242

1,411

Coal

30,455

5,862

35,383

16

3,471,514

375,000

110

9,356

111,243

Iron ore

5,862

Merchandise

Shingles, woodenw

Sawed lumber

Square timber.. . .
Firewood

are, &c. . .
.Ft. B.M.
..Cub. ft.
. . . Cords.
No.

7,009

37

23.5,624

200,000

18

110,263

851

25,711,196

50
10,769,755'

152,705

904

40,188,089

575,000

1,093
300,000

1,221

Staves

300,000

No.
375

Tonnage.

No. Tonnage.

No.

Tonnage.

No. j Tonnage.

No. Tonnage.

290,509

148 81,070

408

397,616

76; 36,921

1,007 806,116

1907.
Wheat

Tons.

294,298
6,713

8,726
49,689

Tons.

50,808
514
468

16,647

Tons.

130,818

259,895

4,046

7,033

25

2,270

50,183

Tons.

4,429
4,571

Tons.
480,303

Com

271,693

Barley

13,240

Oats

73,369

Peas

25

Rye

Coal

are, &c . . .

2,270

31,506
12,040
21,545

47,373
8,950
9,436

14,493

143,-555
20,990

Merchandise

Shingles, woodenw
Sawed lumber ....
Square timber ....
Firewood

5,231

2,222

14,395,124

6,235

42,447

2,222

.Ft. B.M.
..Cub. Ft.
. . .Cords.

558,096'

323,66c'

11,201,446

25,596,570
881,090

660

660

No.

Tonnage.

No.

Tonnage.

No.

Tonnage.

No. Tonnage.

No. 1 Tonnage.

567

432,623

149

64,034

428

319,030

36 19,866

llSOi 835,553

1908.
Wheat

Tons.

505,151

2,405

19,775

30,091

Tons.
39,001

i^iss'

643

Tons.

183,101

124,997

10,264

2,689

40

5,925

57,448

14,410

1.173

17,572,070

Tons.
3,498

Tons.
730,751

Corn

127,402

Barley

Oats

Peas

31,172

33.423

40

Rye

742
39,733
26,815

6,667

Coal

42,656

14,783

70

8,344
13,686

148,181

Merchandise

Firewood

Cords.

.Ft. B. M.
..Cub. Ft.

69,694
1,243

Sawed lumber ....

6,578,545

24,150,615

Square timber ....

221,300

313,000

534,300

40 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

WELL AND CANAL THROUGH FREIGHT— RECAPITULATION.

Wellaxd Canal — West Bound Freight.

The total quantity of Through Freight passed Up the Welland Caual in Canadian and
United States Vessels during the Season of Navigation in 1908 is as follows : —

Summary.

Tons.

Tons.

In Canadian steam vessels
II sail M

Total quantity in Canadian vps..els

In United States steam vessels
II sail II

Total in United States vessels.

Grand total freight passed Up the Welland Canal in Canadian and
United States vessels

154,203

2.55,997

410,200

Statement of the Quantity of Through Freight passed Up and Down the Welland Canal
durincr the Season of Navigation in 1908.

Summary.

Tons.

In Canadian steam vessels up

,1 II down

Total in Canadian steam vessels

In Canadian sail vessels up

" • II dovfn

Total in Canadian sail vessels

Total quantity in Canadian vessels

In United States steam vessels up

,1 II down

Total in United States steam vessels

In United States sail vessels up

• II II down

Total in United States sail vessels

Total quantity in United States vessels

Total in Canadian and United States vessels

In Canadian essels

In United States vessels

Total

142,517
660,832

11,686
106,286

255,990
481,615

7
36,496

Down or
East Bound,

767,118
518,111

1,285,229

Tons.

803,349

117,972

921,^21

737,605

36,503

'74,108

1,695,429

Up or
West Bound

154,203
255,997

410,200

41 OiHiL STATISTICS ^

9-10 EDWARD VII. SESSIONAL PAPER No. 20a A. 1910

E._Statemest oI Laige Class of N'essels Lightened at the Wellaud Railway Elevator at Port Colborne, showing the Tonnage, Dimensions, Depth of Water, Number of Cargoes passed through the enlarged Welliiud Canal during the season of Navigation in I'MS

CANADIAN STEAM VESSELS.

&0.000

l[»l

iiiw

1.B52

79,M8

2,377

91.000

48.000

aS

ooiooo

78.H73
90!000

40!232

3^0

21628
2,G30

■■67 708

liS

2,733

■■■51,978'

7B.820

IE

■.,,.

ii

21343

RuiOOO

ssiooo

i.Gse

2.071

M

82.854

3,C0I

...G,,.3

148,021!

398,201

lling Freight through WelUnd CanaL

FoTtWUliAm KingBton.

Qdantity of Grain diaoharged at Port ColborDO during tlio season of 1908, whicb did not enter the Welland Canal.

i

„u.

n„....,o„.

B..H.,..

May 11

"""

ic;.

-"™-"">"»

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Dbvaiitmbst of H*.vlw«8 ani,

CAXAL STATISTICS

43

SESSIONAL PAPER No. 20a

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5,028
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9-10 EDWARD VII., A. 1910

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45

SESSIONAL PAPER No. 20a

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CANAL STATISTICS

4»

SESSIONAL PAPER No. 20a

Table I. — Number of Vessels passed Down the Welland Canal with Cargoes of Grain
for Montreal ; the quantity transhipped at Kingston, and the quantity taken to
Montreal, for the Season of Navigation in 1908.

Wheat.
Corn . . .

Total.

Quantity of wheat through the Welland Canal bound for Montreal
.1 com It II ti

Total through the Welland Canal

Quantity of the above transhipped at Kingston-
Wheat

Com

Total transhipped .

Number

of
Cargoes.

Total quantity to Montreal .
Grand total

210
1

Tons.

344,532
440

1,239

Quantity of the above cargoes taken to Montreal in vessels in which it arrived'
at Kingston — I

Wheat I 343,293

Corn I 440

Total
Niomber.

211

Tons.

344,972

1,239

343,733

344,972

50

DEPARTMENT OF ItAILWATS AXD CAXALS

9-10 EDWARD VII., A. 1910

J. — Statement showing the Quantity of Grain passed Down the Welland Canal in
Canadian and United States vessels entering the Canal at Port Colborne, during
the Season of Navigation in 1908.

A KTICLKS.

CANAniAX Vkssels.

Ui

^'iTED States Vessels.

Total.

Steam.

Sail.

5team.

Sail.

Steam and
Sail.

No.
567

Tonnage.
432,623

No. 1 Tonnage
149! 64,034

No.

428

Tonnage.
319,030

No.
36

Tonnage.
19,866

No. Tonnage.
1180 835,553

Barley

19,775

2,405

30,091

1,133

10,264

124,997

2,689

40

5,925

183,101

31,172

Corn

127,402

Oats

643

33,423

Pease

40

Rye

742
505,151

6,667

Wheat

9.(i 0(11

3,498

730 751

Total

558,164 i 40,777

327,016

3,498

929,455

Cargoes in Canadian Vessels, Steam, total quantity 558,164

Sail M ' 40,777

United States .. Steam .. 327,016

Sail „ 3,498

K. — Statement of the Quantity of Grain arrived at Kingston, Ogdensburg and
Prescott, in Vessels which passed Down the Welland Canal, during the Season of
Navigation in 1908.

Summary.

Canadian Steam — 330 cargoes of grain.
Sail 25

Total in Canadian vessels.

United States Steam — 269 cargoes of grain.
Sail 2

Total in United States vessels

Total in Canadian and United States vessels.

Tons.

Distributed as follows : —

187 Canadian and 54 United States vessels arrived at Kingston, dis-
charged part of their cargoes, taking the balance to Montreal

222 vessels arrived at Kingston and discharged all their cargoes, as fol-
lows : —

181 cargoes in Canadian vessels 300,772

41 M United States vessels 68,626

Quantity transhipped and taken to Montreal.

II taken to Ogdensburg

II remaining at Canadian ports

Total

558,164
40,777

327,016
3,498

Tons.

598,941

330,514

929,455
384,802

369,398

138,972

36,283

929,455

CAXAL STATISTICS

51

SESSIONAL PAPER No. 20a

L — Comparative Statement of the Quantity of Grain passed Dowx the Welland
Canal to Kingston and Ogdensburg, during the Seasons of Navigation in 1907
and 1908.

1907.

1908.

No. of
Cargoes.

Tons.

No. of
Cargoes.

Tons.

Quantity arrived at Kingston in Canadian vessels

Quantity arrived at Kingston and Ogdensburg in United
States vessels

255
263

427,813
413,087

355
271

598,941
330,514

Total

518

840,900

626

929,455

Quantity transhipiJed at Kingston and Ogdensburg in Cana-

466,777

168,796
205,327

*.'ifi9.398

Quantity taken to Montreal in vessels in which it arrived at
Kingston

.S84,802

Quantity remaining at Kingston, Ogdensburg and Cardinal. .

175,255

Total

840,900

929,4.55

*0f this quantity 960 tons were transhipjjed from Kingston, being grain of 1907. 241 vessels took
their cargoes through in 1908, against 134 in 190". 222 vessels discharged all their cargoes in 1908, against
287 in 1907.

M. — The quantity of Coal passed through the Welland Canal during a series of years
from 1^85 to 1908, inclusive, is as follows : —

Years

1885.

1886.

1887.

1888.

1889.

1890.

1891

1892.

1893.

1894.

1895.

18%.

1897.

1898.

1899.

1900.

1901.

1902.

1903

1904.

1905.

1906.

1907.

1908.

From From

Canadian i Canadian

Ports to Ports to

Canadian Canadian

Ports. Ports.

Up.

Ton?.

DOWTI.

Tons.

80

4
20

3
2,919

60

2.857
4; 401

210
4

From j From

United States Ports 1 United States Ports

to ■ to

United States Ports. Canadian Ports.

Total.

Up.

Tons.

193,442

184,564

81,617

172,381

226,352

116.616

185,190

183,244

204,704

187,794

148,887

206,093

165,143

156,055

86,638

45,032

46,345

12,410

113,076

62,782

70,118

29,123

110,347

158,351

Down.

Tons.

Up.

Tons.

10,321

22,1*^7

26,775

17.365

12,036

17,280

17,374

12,391

8,325

1,269

1,565

4,127

1,277

986

525

456

65

4,796

3,711

11,436

7,161

10,453

5,988

Down.

Tons.

31,350

49,724

25,968

27,183

25.931

22,781

20,698

15,330

17,944

13,947

7,807

11.740

9,799

4,536

8,276

1,360

2,322

51,037

30,009

32,813

37,742

106,843

143,555

148,181

Tons.

240,087
261,875
135,523
217,807
265,443
202,372
224,644
211,616
233,096
203,737
158,866
223,445
176,223
162,336
97,732
47,392
49,480
64,013
147,884
103,325
172,642
147,587
267,212
.S16,921

20a— 4

52

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 19i0

N. — Statement showing the quantity of Coal passed through the whole length of the
St. Lawrence Canal during the seasons of 1885 to 1908, inclusive.

Years.

1886.
1886.
1887.
1888.
1889.
1890.
1891.
1892.
1893.
1894.
1895.
1896.
1897.
1898.
1899.
1900.
1901.
1902.
1903.
1904.
1905.
1906.
1907.
1908.

Quantity
passed up.

Tons.

5,035
3,301
7,579
8,341
5,360
6,538
7,951
7,543
2,285
16,213

689

40

400

448

10

2,765

9,231

30

9,670

8,518

6,989

1,281

23,939

Quantity

passed down

to

Montreal.

Tons.

122,829
118,802
121,618
123,050
124,290
135,168
141,701
157,134
147,139
169,552
165,151
161,551
164,963
175,609
201,546
280,169
298,245
95,702
290,548
320,973
345,589
313,080
406,978
448,140

Total
Quantity
passed up
and dowTi.

Tons.

127,864
122,103
129,197
131,391
129,650
141,706
149,652
164,677
149,424
185,7f.5
165,151
162,240
165, v03
176,009
201j994
280,179
301,010
104,933
290,578
330,643
354,107
320,069
408,259
472,079

CAtJAL STATISTICS

5S

SESSIONAL PAPER No. 20a

0. — Statement showing the Quantity of Through Freight passed down the Welland

Canal, ifcc.

RECAPITULATION.

Articles.

Quantity passed

down

to Montreal.

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Quantity passed

down to

United States

Ports on
the south side

of
Lake Ontario.

1897.
Barley

Tonnes.

Tonnes.

Tonnes.
14,173

Com

Oats

264,396
6,774

2,078

i 8,435

278,498

11,103

3,046

3

48

39,057

115,689
15,233

Rye ...

Wheat

12,661

Total grain

Other articles

*560,254
20,793

53,257
114,989

157,756
122,207

Total

581,047

166,2 46

285,963

1898.
Barley

3,960

310,498

3.975

260

16,133

184,706

1,417

13,338

625

6,909

Com

Oats

116,317
12,729

Pease . «

45

Rye

39
15,860

Wheat

8,612

Total grain

t519,532
19,773

31,279
79,614

144,612

Other articles

114,259

Total

539,305

110,893

258,871

1899.
Barley

568

150,999

10,250

16^594'

1

1,828

Com

43,854

Oats

13,139

Pease * . .

Rye

923
169,978

Wheat

24,602

9,190

Total grain

+ 332,736
21,739 ,

40,197
68,671

68,011

Other articles

104,727

Total

354,485

108,958

172,732

1900.

Barley

Cora

■ 1,288
109,358

8,925
115

3.078
121,896

563

9,844

348

leo"

6,610

1,598
44,406

Oats

Pease

Rye

Wheat

30,840

4

300

7,541

Total grain

Other articles

**244,661
43,670

17,525
95,680

84.589
93,287

Total

288,231

113,205

177,876

* Of this quantity, 7,695 tons came down in 1896 and were transhipped to Montreal in 1897.
t Of this quantity, 6,550 tons came down in 1897 and were transhipped in 1898.
t Of this quantity, 14,077 tons came down in 1898 and were transhipped to Montreal in 1899.
** Of this quantity, 12,171 tons came down in 1899 and were transhipped to Montreal in 1900.

20a— 41

54 DEPAUTMEST UF UAILWAll-i A\D CA\ALS

9-10 EDWARD VII., A. 1910

O. Statement showing the Quantity of Through Freight passed down tlie Welland

Canal, ikc. — Continued.

RECAPITULATION— Contrnwed.

Artioles.

Barley.
Com . . .
Oats...
Pease . .
Rye...
Wheat.

11)01.

Total grain
Other articles

Total.,

11)02.

Barley .
Corn .
Oats . . .
Pease . .
Rye...
Wheat.

Quantity passed

down

to Montreal.

Quantity passed

down to
Canadian Purts

between

Port Dalhousie

and

Cornwall.

Tons.

14,319
1,584

2,961
132,702

1151,566
32,8o4

184,420

1,719
1,412

Quantity passed

down to

United States

Ports on
the south side

of
Lake Ontario.

Tons.

4,828
853

8,051

13,732
128,614

142,346

10,335

Tons.

49,609
25,704

9,057

83,370
91,799

175,169

7,418

55,583

9,764

Total grain
Other articles

Total.

1903.

Barley .
Corn . .
Oats. . .
Pease . .
Rye ..
Wheat.

Total grain
Other articles

Total .

1904.

Barley .
Corn . . .
Oats . . .
Pease. .
Rye...
Wheat,

4,079
200,975

1:208,215
42,260

2.nO,47o

2,206
116,223

2,438
63

4,200
226,746

§351,936

38,850

390,786

9,697
55,021

12,452

8,389

22,787
32,946

81,165
179,914

55,733

261,078

1,017
13,846

14,199

29,062

82,298

111,360

11,433

80,689

5,315

22

644

13,725

111,828
101,621

213,449

853
3,950

16,621

57,473

16,497

3

Total grain.
Other articles

Total.

»133,528

198,246
77,031

375,277

18,908

23,711
80,092

103,803

11,929

102,523
138,475

240,998

t Of this quantity, 9,324 tons came down in 1900 and were transhipped to Montreal in 1901.
+ 0f this quantity, 6,096 tons came down in 19ul and were transhipped to Montreal in 1902.

§ Of this quantity, 2,890 tons came down in 1902 and were transhipped in 1903.

* Of this quantity, 4,014 tons were transhipped to Montreal, being grain of 1903.

CANAL STATISTICS

55

SESSIONAL PAPER No. 20a

O. — Statkment showing the Quantity of Through Freight passed down the Welland

Canal, 6zc. — Concluded.

RECAPITULATION— Co7ic^«rf«(/.

Article*.

Quantity passed
down to
Quantity passed Canadian Ports
down j between
to Montreal, Port Dalhousie
and -
Cornwall.

Quantity passed

down to
United States

Ports on
the south side

of
Lake Ontario.

1905.

Barley

Corn

Oats

Tons.

43,607
84,204
21,404

Tons.

2,628
3,095
3,776

Tons.

9,197

93,622

10,892

76

Rye

Wheat

1,711
190,505

32,562"

15,483

Total grain

**341,431
107,273

42,061
123,225

12!), 270
li.»4,747

Total

448,704

165,286

234,017

1906.

Barley ^

Corn ' ...

Oats

21,196
55,559
37,164

984

15,688

819

11

6

15,843

9,266

140,558

11,323

Rye

Wheat

1,405
*'*289,611

14,972

Total grain

404,935
118,224

33,351
176,277

170,119

Other articles

59,884

Total

523,159

209,628

236,003

1907.
Corn

9,936

106,299

67,063

492

31,901

1,565

2,812

133,493

4,741

Pease

25

2,266
*450,009

2

8,072

2

Wheat

22,222

Total grain

635,573 42,032
153,594 1 126,423

163,295
93,127

1908.

Barley

Corn

789,167

24,318
10,454
28,081

168,455

3,546

11,489

3,272

256,422

3,308
105,459

2,070

Pease

40

Rve

6,662

3

2

Wheat

t686,626 1 19,832

24,293

Total grain . . ...

Other articles

756,141 i 38,142
108,785 \ 162,378

135,172
91,875

Total

864,926 200,520

227,047

** Of this quantity, 2,809 tons were transhipped to Montreal, being grain of 1904.
*** Of this quantity, 4,191 tons were transhipped to Montreal, being grain of 1905.
* Of this quantity, 2,994 tons were transhipped to Montreal, being grain of 1906.
t Of this quantity, 960 tons were transhipp^ to Montreal, being grain of 1907.

56

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

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SESSIONAL PAPER No. 20a

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58

DEPARTMENT OF RAILWAY,^ .4 .YD CAXALS

9-10 EDWARD VII., A. 1910

Table No. 3. — Summ.\ry Statement showing the Number, Tonnage and Nationality

December

Vessels.

Total
Number

of
Trips.

1,180
351

From Canadian

to
Cana<lian Ports.

From Canadian

to

United States Ports.

Up.

Down.

Up.

Down.

Wrlland Canal.
Canadian vessels, steam

323,565
37,542

327,3.54
41,290

102,300
27,613

2,736

>i sail

Total Canadian

1,531

361,107

368,644

129,913

2,736

United States vessels, steam .'

II sail

753
67

64

1

267
6

70,292
10,966

3.323
1 764

Total United States

820

65

273

' 81,258

5,087

Grand total, Welland Canal . .

2,351

361,172

368,917

211,171

7,823

St. Lawrence Canals.

Canadian ves,sels, steam

II sail

3,435
3,163

557,647
543,470

445,285
448,742

44,492
20,243

230

Total Canadian

6,598

1,101,117

894,027

64,735

230

United States vessels, steam

11 sail

1,007
420

23,500
2,408

9,528
7,233

141,739
62.493

935
302

Total United States

1,427

25,908

16,761

204,232

1,237

Grand total, St. Lawrence Canals

8,025

1,127,025

910,788

268,967

1,467

Chambly Canal.
Canadian vessels, steam

333
352

24,420

5,278

24,612
5,919

27
6,860

I sail

Total Canadian

685

29,698

30,531

6,887

United States vessels, steam

i> sail

91

2,818

20
5

4

1,551

616
131,200

Total United States

2,909

25

1,555

131,816

Grand total, Chambly Canal

3,594

29,723

32,086

138,703

Ottawa Canals.
Canadian vessels, steam

921
852

33,397
3,039

77,024
99,011

150

11 sail

2,562

Total Canadian

1,773

36,436

176,035

150

2 562

United States vessels, steam

2
107

36

11 sail

97

9,778

Total United States

109

97

150

9,814

Grand total, Ottawa Canals

1,882

36,436

176,132

12,376

RiDKA'j Canal.

Canadian vessels, steam

11 sail

5,864
1,968

71,191
20,396

71,010
21,371

140

298

Total Canadian

7,832

91,587

92,381

438

CAXAL STATISTICS

59

SESSIONAL PAPER No. 20a

of Vessels passed through all the Canals during the Season of Navigation ended
31, 1908.

From United States

to
Uuited States Ports.

From United States

to

Canadian Ports.

Tons.

Total
Tons.

Up. Down.

Up.

Down.

Up.

Down.

1

2,604
243

6,114

92,689
2«,187

434,583
65,398

422,779
69,477

857,362
134,875

2,847

6,114

120,876

499,981

492,256

992,237

243,120 172,732
5,057' 2,207

1,6.50

588

144.523
14,308

315,132
16,612

320,845
18,345

635,977
34,957

248,177 174,939

2,244

158,891

331,744

339,190

670,934

251,024 174,939

'8,358

279,767

831,725

831,446

1,663,171

183'

157
442

96,203

27,186

602.479
564,155

541,718
475,928

1,144,197
1,040,083

183

599

123,389

1,166,634

1,017,646

2,184,280

17.310 16,431
597, 310

1,135
15,455

165,923
50,968

183,684
80,953

192,817
58,813

376,501
139,766

17,907 16,741

16,.590

216,891

264,637

251,630

516,267

18,090 16,741

17,189

340,280

1,431,271

1,209,276

2,700,547

62
7,035.

24,447
12,138

24,674
12,954

49,121

25,092

7,097

36,585

37,628

74,213

32

1.342
145,960

668
131,205

1,346
147,511

2,014

278,716

32

147,302

131,873

148,857

280,730

32

154,399

108,458

186,485

77,024
101,573

354,943

33,547
3,0.39

1 110,571

104,612

1

36,586

178,597

215,183

I

193

36
10,368

36

193

493

10,561

193

493

193

10,404

10,597

193

493

36,779

189,001

225,780

1,205
407

71,331
20,694

72,215

21,778

143, .546

1

42,472

1,612

92,C25

93,Ji93

186,018

60

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Table No. 3. — Summary Statement showing the Number, Tonnage and Nationality

December 31,

Vessels.

Total

Number

of

Trips.

From Canadian

to
Canadian Ports.

From Canadian

to

United States Ports.

Up.

Down.

Up.

Down.

RiDEAU Canal— Co»i.

United States vessels, steam

1, sail

60
89

95
905

204
1,279

45
128

2
495

Total United States •.

149

1,000

1,483

173

497

Grand total, Rideau Canal

7,981

92,587

93,864

611

497

St. Peter's Canal.
Canadian vessels, steam

234
1,146

13,772 13,151
34,000 34,637

1, sail

Total Canadian

1,380

47,772

47,788

United States vessels, steam

„ sail

Total United States

1

Grand total, St. Peter's Canal

1,380

47,772

47,788

Trent Valley Canals.
Canadian vessels, steam

4,337

688

5,025

78,428
19,519

95,240
32,632

ti sail

Total Canadian

97,947

127,872

United States vessels, steam

,, sail

Total United States

\

Grand total, Trent Valley Canals

5,025

97,947

127,872

McERAY Canal.
Canadian vessels, steam

748
179

55,213
11,493

49,784
11,488

35,581

sail

4,048

Total Canadian

927

66,706

61,272

39,629

United States vessels, steam

,, sail

48
23

509
90

170
5

368

121

Total United States

71

599

175

489

Grand total, Murray Canal

998

67,305

61,447

40,118

Saulte Ste. Marie Canal.
Canadian vessels, steam

2,957
332

859,158
35,248

911,216
38,373

75,190
1,385

221,475

,, sail

312

Total Canadian

3,289

894,406

949,589

76,575

221,787

United States vessels, steam

1,905
99

24,348
2,642

11,664
697

24,205
600

103,018

M sail

4,467

Total United States

2,204

26,990

12,361

24,805 107.485

Grand total, Sault Ste. Marie Canal. . .

5,293

921,396

961,950

101,380

329,272

CANAL STATISTICS

61

SESSIONAL PAPER No. 20a

of Vessels passed through all the Canals during the Season of Navigation ended
1 908. — Continued.

From United States

to
United States Ports.

From United States

to

Canadian Ports.

Tons.

Total
Tons

Up.

Down.

Up.

Down.

Up.

Down.

276
493

140
1,033

482
2,207

622

3,300

769! 1,173

2,749

3,922

2,381

93,198! 96,742

189,940

13,772

13,151

26,923

34,0001 34,637

68,637

47,772 47,788

95,560

1
i - . .

i

47,772

47,788

95,560

1

78,428
19,519

95,240
32,632

173,668

52,151

225,819

97,947

127,872

97,947

127,872

225,819

536
30

31,487

4,587

91,330
15,571

81,271
16,075

172,601

31,646

566

36,074

106,901

97,346

204,247

65

1,322
384

942
211

1,492
389

2,434

600

-

65

1,706

1,153

1,881

3,034

631

37,780

108,054

99,227

207,281

2,027

7,844

339,212
2,453

106,982
2,357

1,275,587
39,086

1,247,517
41,042

2,523,104
80,128

2,027

7,844 341,665[ 109,339

1,314,673

1,288,559

2,603,232

2,588,883
120,625

3,91.3,721 188,396
3(3,991 5,347

9,751
300

2,825,832
129,214

4,038,154
42,455

6,863,986
171,669

2,709,508

3,950,712

193,743

10,051

2,955,046 4,080,609

7,035,655

2,711,535

3,958,i556

535,403

119,390

1

4,269,719

5,369,168

9,638,887

62

DEPARTMENT OF KAllAVAYS AND CANALS

9-10 EDWARD VII., A. 1910

Table 4. — Comparative Statement of the Traffic of all the Canals for the Years endinif

December 31, 1907 and 1908.

Articles.

Class No. 1.

Canadian vessels, steam

.r sail

United States vessels, steam.
11 sail. . .

Total, class No. 1 .

Class No. 2.

Passengers

Class No. 3.

Barley

Buckwheat

Corn

Flour

Hay, pressed ...

Meal, all kinds

Oil cake

Oats

Pease

Potatoes

Rye

Flax seed

Wheat

All other s^egetable

Cattle

Fish

Hogs

Hides and leather. .

Horses

Dressed meats

Pork and products.

Sheep

Wool

All other animal. . .

Total, class No. 3.

Class No 4.

A^icultural implements

Bricks

Cement and lime

Clay and sand

Crockery and earthenware . . .

Furniture

Glass, all kinds

Iron, pig and bloom

11 all other

Nails .

Oils

Paint

Salt.

Steel

Whisky and all other spirits. .
Merchandise not enumerated.

Total, class No. 4 .

1907.

Tons,

4,528,064

1,796,715

10,822,555

786,411

17,933,745

No.
279,199

Tons.

154,986

53

410,671

378,644

25,121

49,612

2,028

343,984

822

6,535

13,638

248,940

2,473,202

27,096

552

2,705

578

50

784

701

1,185

332

1,635

12,499

4,156,353

8,508

20,953

78,347

174,274

1,804

4,165
10,990
155,466
71,208
20,397
59.903

2,473

19,035

22,740

10,682

526,474

1,187,419

1908.

Increase.

Tons.

5,201,093

1,579,696

7,881,570

639,569

15,301,928

Tons.
673,029

673,029

No.
280,830

Tons.
174.

153.

228.
18.
28,

225,

6.

26:

234.

3,199.

23,

628
858
713
605
2.59
100
134
659
286
858
661
738
031
838
628
220
369
101
701
106
273
209
4
177

4,338,156

11,378
15,769
49,577

126,065

1,813

2,905

10,364

52,952

132,307
12,075
83,742 I
3,714 '
22,709
82,902
10,193 '

531.665 ■■

1,150,130

No.

1,631

51

1,038

760,837

2,870

61,099

23,839
1,241
3,674

60,162

5,191

158,085

Decrease.

Tons.

2)7,019

2,940.985

146,842

3,304,846

No.

Tons.
19,612

Tons.

805

256,958

150,039

6,862

21,512

1,894

118,325

323

13,023

536
14^202

725,829
76'

3^258

485
209

83
595

123
1,631
2,322

579,034

5,184
28,770
48,209

1,260

626

102,514

8,322

489

195,374

CAXAL STATISTICS

63

SESSIONAL PAPER No. 20a

Table 4. — Codpvrvtive Statement of the Traffic of all the Canals for the Years
ending December 31, 1907 and 1908 — Concluded.

Articles.

1907.

190S.

Increase.

Decrease.

Chiss No. o.

Floats

Firewood, in vessels

Fulpwood

Sawed lumber, in vessels. .

1. rafts. . . .

Railway ties, in vessels. . . .
Masts, spars, &c., in rafts.
Square timber, in vessels . .

M rafts

Shingles

Saw logs ,

Other woods

Class No. 6.

Coal, hard . ,

ti soft

Coke

Copper ore . . .

Iron ore

Other ore

Stone, all kinds

Total, class 2so. 5 . . .

Total, class No. 6

Freight, grand tot:\l

Freight, grand total, decrease.

Tons.

39,550

59,999

752,691

533,051

243

3,371

4,630

26,214

10,910

19,087

35,628

2,552

1,487,926

Tons.

15,

74,

393,

414,

2,
2,

17,
35,

9,
18,

2,

684
117
189
405
824
598
841
570
502
990
056
655

Tons.

987,431

3,546,683

19,384

10,105,016

4,889

35,969

13,711,941

1,006,259

2,521,850

52

8,855

7,402,672

10.321

77,094

14,118

2,581

24,592

103

41,3

52

5,432
41,125

11,027,103

46,609

2<J,543,639

17,502,820

1,006,925

Tons.

23,866

359,502
118,616

773
3,7f<9
8,644

9,097
17,572

541,889

18,574

10,-529
2,702,314

2,731,447

4,047,744

3,040,819

64

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9-10 EDWARD VII., A. 1910

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65

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66

DEPARTUEXr OF liAILWAYH AND CANALS

9-10 EDWARD VII., A. 1910

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Ton.s.

338,749

2,051,300

40

8,855

7,385,103

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12,587

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9,358

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397
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95,330
175

7,533

70

4,627

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389,103
200,775

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DEPARTMENT OF RAILWAYS AND CANALS

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CAtfAL STATISTICS

69

SESSIONAL PAPER No. 20a

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DEPARTMLXT or liAlLWAY.s AXD VAXALS

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144,398

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325

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GAl^AL STATISTICS

71

SESSIONAL PAPER No. 20a

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DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Origin of Cargo.

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144,398

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CANAL STATISTICS

73

SESSIONAL PAPER No. 20a

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DEPARTMEXT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — Statement showing the Classified Tonnage of all kinds of

WELLAND

Canadian.

Class.

Steam Vessels.

No.

Tonnage.

Class.

Sailing Vessels.

No.

Tonnage.

1

250 to 1,728 tons

80
4
6
5
7

73

175

74,719
880
965
620
470
988

1 2.^ to 1,226 tons

2 200 „ 249 ,.

3 150 „ 199 „

14
4
6

6.251

2
3

200 ., 249 M

150 „ 199 M

870
900

4

100 M 149 „

50 M 99 M

Under 50 „

4

100 ,. 149 .,

6 600

5
6

5
6

50 >. 99

Under 50 „

Total

7 435
14 174

Total

78,642

51

9,230

ST. LAWRENCE

1

250 to 1,597 tons

66
4

10
9

20
173

53,062

895

1,670

995

1,430

2,162|

1
2
3
4
5
6

250 to 1,453 tons

200 >t '?49 M

78
10
51
96
45
20

300

.36,686
2,150

2

200 „ 240 „

3

150 M 199

150 1. 199 ,.

8,365

4

100 M 149 M

100 ,- 149 „

50 .. 99 M

11,615

5

50 ., 99 M

3,585

6

Under 50 «

Total

Under tO „

Total

423

282

60,214

62,824

RIDEAU, OTTAWA

1

250 to 678 tons

200 „ 249 „

InO M 199 „

100 ,,149 „

3

"3

6

20

259

1
l,345i

500

700 1
1,215
2,496

1
2
3
4

t

260 to tons

4
2
46
43
14
44

1,060

2
3

200 ,t 249 M

150 .. 199 .1

410
7,424

4

100 t, 149 .,

5,230

5
6

50 M 99 „

Under 50 ■■

Total .

50 ., 99 „

Under 50 m

875
810

Total

291

6,256:

153

15,800

CAXAL STATISTICS 95

SESSIONAL PAPER No. 20a

Vessels passed through the Canals during the Season of ISTavigation in 1908.
CANAL.

CANALS.

United States.

Class.

Steam Vessels.

No.

Tonnage.

; Class.

Sailing Vessels.

No.

Tonnage.

1

250 to 1,673 tons

200 M 249

64

55,832

i 1

2

' 3

1 4

5

6

250 to 970 tons

9
2

6,818

2

200 M 249

150 "199 «

460

3

150 „ 199 „

4

100 ., 149

5
17

50

575

1,080

599

100 M 149 .,

1
2
4

ioo

5

50 ., 99

50 1. 99 ..

150

6

Under 50 .,

Total

Under 50 n

36

Total

136

58,086

13

7.564

1

250 to 1,.552 tons

200 .. 249 „

30

1
24,677

1
2
3
4
5
6

250 to 1,332 tons

10

1

7,368

2

2C0 H 249

150 M 199 >.

200

3

150 M 199

4

100 „ 149 „

50 „ 99 ,.

1

7

36

120
490
657:

100 „ 149

20

n

126

2,145

5

50 „ 99

Under 50 n

6,010

6

Under 50 »

Total

30

Total

74

25,844

15,753

AND CHAMBLY CANALS.

1

250 to tons

1
2
3
4
5
6

250 to tons

2

200 „ 249 „

150 ■, 199 M

1

200 .. 249

3

150 ., 199 M

9
441
162

5

617

1,435

4
5

100 u 149

50 „ 99

2

2

36

205
145

477i

100 M 149

50 M 99 „

Under 50

Total

45,870
15,090

6

Under 50 ..

160

Total

40

827 j

62,555

I

i

1

9-10 EDWARD VII. SESSIONAL PAPER No. 20a A. 1910

APPENDIX B.

DOMINION CA ALS.

The canal systems of tlie Dominion, under government control in connection with
lakes and navigable rivers, are as follows: —

First — The through route hetween Montreal and the head of Lahe Superior (llf. feet

minimum depth of water.)

iMiles.

1. Lachine canal 8^

Lake St. Louis and Eiver St. Lawrence 16

2. Soulanges canal 14

Lake St. Francis and Eiver St. Lawrence 33

3. Cornwall canal 11

River St. Lawrence 5

4. Farran's Point canal IJ

River St. Lawrence. . .' 10

5. Rapide Plat canal 3|

River St. Lawrence 4

6. Galops canal 7 J

River St. Lawrence and Lake Ontario 236

7. Welland canal 26|

Lake Erie, Detroit river, Lake St. Clair, Lake Huron, &c. 580

8. Sault Ste. Marie canal IJ

Lake Superior to Port Arthur 266

Total 1,223A

To Duluth 1,357

Chicago 1,286

Second. — Ottawa to LaJce Champlain.

1. Grenville. 2. Carillon. 3. St. Anne's. 4. Chambly. 5. St. Ours canals.

Third. — Ottawa to Kingston and Perth.
1. Rideau canal.

Fourth. — Lake Ontario at Trenton to LaTce Huron at mouth of River Severn.

1. Trent canal (not completed).

Fifth. — Ocean to the Bras d'Or lakes.

1. St. Peter's canal.

98 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

RIVER ST. LAWRENCE AND LAKES.

The River St. Lawrence with the system of canals established on its course above
Montreal, and the Lakes Ontario, Erie, St. Clair, Huron and Superior, with connecting
canals, afford a course of water communication extending from the Straits of Belle
Isle to Port Arthur, at the head of Lake Superior, a distance of 2,200 statute miles.
The distance to Duluth is 2,343 statute miles. The distance to Chicago, 2,272 miles.

From the Straits of Belle Isle, at the mouth of the St. Lawrence, to Montreal, the
distance is 986 miles. From Quebec to Montreal, the distance is 160 miles. Owing to
the shallowness of the waters on a portion of the river between these two places, par-
ticularly through Lake St. Peter, vessels drawing more than from ten to twelve feet
were formerly barred from passage for the greater part of the season of navigation.
In 1826, the question of deepening the channel was first definitely mooted, but it was
not until 1844 that any dredging operations were begun. In that year, the deepening
of a new straight channel was commenced, but thte scheme was abandoned in 1847. In
1851 the deepening of the present channel was begun. At that time the depth of the
channel at low water was 10 feet 6 inches. By the year 1869, this depth had been in-
creased to 20 feet, by 1882 to 25 feet, and by the close of 1888 the depth of 27i feet, at
low water, was attained for a distance of 108 miles from Montreal to a point within
tidal influence. This work is now being continued by the government of Canada,
•which in 1888, under the provisions of the Act 51 Vic, ch, 5, of that year, assumed
the indebtedness. The channel has a minimum width of 300 feet, extending to 550
feet at points of curvature. The channel is lighted and buoyed.

Navigation, which is closed by ice during the winter months, opens about the end
of April.

Montreal has by this work been placed at the head of ocean navigation, and here
the canal systems of the River St. Lawrence begin, overcoming the various rapids by
which the river channel upwards is obstructed, and giving access through the St. Law-
rence canals, the Welland canal, the great lakes and the Sault Ste. Marie canal, to the
head of Lake Superior.

The difference in level between the point on the St. Lawrence, near Three Rivers,
where tidal influence ceases, and Lake Superior, is about 600 feet.

The Dominion canals, constructed between Montreal and Lake Superior, are the
Lachine, Soulanges, Cornwall, Farran's Point. Rapide Plat, Galops, Murray, Welland
and Sault Ste. Marie. Their aggregate length is 73 miles; total lockage (or height
directly overcome by locks), 551 feet. The number of locks through which a vessel
would pass in its passage from Montreal, at the head of ocean navigation, to the head
of Lake Superior is 48. The Soulanges canal takes the place of the Beauharnoist
canal ; the latter may be abandoned for navigation purposes.

Communication between Lakes Huron and Superior is obtained by means of the
Canadian Sault Ste. Marie canal, and also by the St. Mary's Falls canal, situated on
the United States side of the River St. Mary. Both these canals are free of toll.

It is important to note that the enlargement of the canals on the main route
between Montreal and Lake Erie comprises locks of the following minimum dimen-
sions : Length. 270 feet ; width, 45 feet ; depth of water on sills, 14 feet. The length
of the vessels to be accommodated is limited to 255 feet. At Farran's, in the canal of
that name, the lock is 800 feet long, A similar lock is built at Iroquois on the Galops
canal, the object being to pass a full tow at one lockage.

SESSIONAL PAPER No. 20a

CAXAL STATISTICS 99

LACHINE CANAL.

First construction commenced 1821

" completed 1825

First enlargement commenced 1843

" completed 1848

Second enlargement commenced 1873

" completed 1901

Length of canal 8 J statute miles.

Number of locks 5

Dimensions of locks 270 feet by 45 feet.

Total rise of lockage 45 feet.

Depth of water |at two locks 18 "

on sills. jat three locks 14 "

Average width of new canal 150 "

The old lift locks, 200 feet by 45 feet, are still available, with 9 feet of water on
mitre sills.

The canal consists of one channel, with two distinct systems of locks, the old and
the enlarged. There are two lock entrances at each end.

The canal extends from the city of Montreal to the town of Lachine, overcoming
the St. Louis rapids, the first of the series of rapids which bars the ascent of the Eiver
St. Lawrence. They are 986 miles distant from the Straits of Belle Isle.

SOTJLANGES CANAL.

Construction commenced 1892

Open for traffic 1899

Length of canal 14 statute miles.

Number of locks \ ' j ^

(guard 1

Dimensions of locks 280 feet by 45 feet.

Total rise of lockage 84 feet

Depth of water on sills 15 "

Breadth of canal at bottom 100 "

Breadth of canal at water surface 164 "

Number of arc lights 219 of 2,000 c. p. each.

The canal extends from Cascade point to Coteau Landing, overcoming the Cascade
Bapids, Cedar rapids and Coteau rapids.

From the head of the Lachine to the foot of the Soulanges, the distance is sixteen
miles.

COENWALL CANAL.

First commenced, 9 feet 1844

" opened 1847

Enlargement commenced 1897

" completed 1900

Length of canal 11 statute miles.

Number of locks 6

Dimensions of locks 270 feet by 75 feet.

Total rise of lockage , 48 feet.

Depth of water on sills 14 "

Breadth of canal at bottom 100 "

Breadth of canal at water surface 164 "

20a— 7

100 DEPARTMEXT OF RAILWAYl^ AXD CAXALS

9-10 EDWARD VII., A. 1910

The old lift locks, 200 feet by 45 feet, are also available, with nine feet of water
on mitre sills.

From the head of the Soulanges to the foot of the Cornwall canal there is a
etretch through Lake St. Francis, of 32| miles, which is being made navigable for
vessels drawing fourteen feet.

The Cornwall canal extends past the Long Sault rapids from the town of Corn-
wall to Dickinson's landing.

WILLIAMSBUKG CANALS.

The Farran's Point, Eapide Plat and Galops canals are collectively known as the
Williamsburg Canals.

farran's point canal.

First commenced, 9 feet 1844

" opened 1847

Enlargement commenced 1897

" completed 1900

Length of canal IJ milesi.

Number of locks 1

New lock 800 feet by 45 feet

Old lock 200 "

Total rise or lockages 3J feet.

Depth of water on sills of new lock 14 "

Depth of water on sills of old lock 9 "

Breadth of canal at bottom 90 "

Breadth of canal at water surface 154 "

From the head of the Cornwall canal to the foot of Farran's Point canal, the
distance on the River St. Lawrence is five miles. The latter canal enables vessels
ascending the river to avoid Farran's Point rapid, passing the full tow at one lockage.
Descending vessels run the rapids with ease and safety.

rapide plat canal.

First commenced, 9 feet 1844

" opened 1847

Enlargement commenced 1884

" completed 1897

Length of canal 3§ miles.

Number of locks 2

Dimensions of locks 270 feet by 45 feet.

Total rise in lockage Hi feet.

Depth of water on sills 14 " ■

Breadth of canal at bottom 80 " ^

Breadth of canal at surface of water 152 "

The old lift lock, 200 feet by 45, is also available, with nine feet of water on
mitre sills.

From the head of Farran's Point canal to the foot of Rapide Plat canal, there is
a navigable stretch of 10^ miles. This canal was formed to enable vessels ascending
the river to pass the rapids at that place. Descending vessels run the rapids safely.

CAXAL STATISTICS 101

SESSIONAL PAPER No. 20a

GALOPS CANAL.

First commenced, 9 feet 1844

Opened 1846

Enlargement commenced y 1888

" completed 1903

Length of canal 7| miles.

Number of locks 3

_,. . r^ ^ \ One of which is ) 2-270 by 45.

Dimensions of locks. | ^ ^^^^ ^^^^ | ^_^^ ^^ ^^

Total rise of lockage 15| feet.

Depth of water on sills 14 "

Breadth of canal at bottom 80 "

Breadth of canal at surface of water 144 "

From the head of Rapide Plat canal to Iroquois, at the foot of the Galops canal,
the St. Lawrence is navigable 4^ miles. The canal enables vessels to overcome the
rapids at Pointe aux Iroquois, Point Cardinal and the Galops.

MURRAY CANAL.

Construction begun * 1882

Completed 1890

Length between eastern and western pier heads 5 J miles.

Breadth at bottom 80 feet.

Breadth at water surface 120

Depth below lowest known lake level 11

No locks.

This canal extends through the Isthmus of Murray, giving connection westward
between the head waters of the Bay of Quinte and Lake Ontario, and thus enabling
vessels to avoid the open lake navigation.

WELLAND CANAL.

Main line from Port Dalhousie, Lake Ontario, to Port Colbome, Lake Erie.

Enlarged
Old Line. or New Line.

Length of Canal 27^ miles 26| miles

Pairs of guard-gates (formerly 3) . . . . 2

^, , ,, , i lift 26 25

Number of locks I g^g^^ ^ ^

Length of canal

r 1 lock 200 X 45 ^

Dimensions ,| iltiL^S^ot^S f ^'^ ^^' x 45 feet.

[ 24 locks 150 X 45 J

Total rise or lockage 326| feet 326| feet 326| feet.

Depth of water on sills 10^ " 1^

Construction commenced, 10 feet 3 inches 1824

" Completed 1833

Enlargement commenced, 14 feet 1872

" completed 1887

20a— 7^

«

102 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
WELLAND RIVER BRANCHES.

Len^h of canal — I

Port Robinson cut to River Welland 2,622 feet.

From the canal at Welland to the river, via

lock at Aqueduct 300 "

Chippewa cut to River Niagara 1,020 " g

Number of locks — one at Aqueduct and one at Port

Robinson 2

Dimensions of locks 150 by 26j feet.

Total lockage from the canal at Welland down to

Ri\-«r Welland 10 feet.

Depth of water on sills 9 feet 10 inches.

GRAND RIVER FEEDER.

Length of canal 21 miles.

Number of locks 2

Dimensions of locks \ J ""^ ^^ f^/T

3 1 of 200 by 45 feet.

Total rise or lockage 7 to 8 feet.

Depth of water on sills 9 feet.

PORT WELLAND BRANCH.

Length of canal 1| miles.

Number of locks 1

Dimensions of locks 185 feet by 45 feet.

Total rise or lockage 7i feet.

Depth of water on sills 11 "

The Welland canal has two entrances from Lake Ontario, at Port Dalhousie, one
for the old, the other for the new canal.

From Port Dalhousie to Allanburg, llf miles, there are two distinct lines of
canal in operation, the old line and the enlarged or new line.

From Allanburg to Port Colborne, a distance of 15 miles, there is only one chan-
nel, the old canal having been enlarged.

From the head of the Welland canal there is a deep water navigation through
Lake Erie, the Detroit river. Lake St. Clair, the St. Clair river. Lake Huron and
Riv^r St. Mary to the Sault canal, a distance of about 580 miles. From the Sault the
distance through Lake Superior to Port Arthur is 266 miles, and to Duluth 400 miles.

SAULT STE. MARIE CANAL.

Construction commenced 1888

Opened for traffic 1895

Length of canal, between the extreme ends of the

entrance piers 5,967 feet.

Number of locks 1

Dimensions of locks 900 feet by 60 feet.

Depth of water on sills (at lowest known water

level) 20 feet by 3 inches.

Total rise or lockage 18 feet.

Breadth of canal at bottom 141 feet 8 inches.

Breadth at surface of water 150 feet.

CANAL STATISTICS

103

SESSIONAL PAPER No. 20a

This canal has been constructed through St. Mary's island, on the north side of
the rapids of the Eiver St, Mary, and, with that river, gives communication on
Canadian territory between Lalres Huron and Superior. The masonry pier of the
bridge carrying the Canadian Pacific Kailway over the canal, which stood in the
channel of the canal, forming an obstruction to navigation, has been removed; the
swing now spanning the full width of the channel or prism of the canal.

MONTREAL, OTTAWA AND KINGSTON.

This route extends from the harbour of Montreal to the port of Kingston, passing
through the Lachine canal, the navigation section of the lower River Ottawa, and the
Ottawa canals, to the city of Ottawa; thence by the River Rideau and the Rideau
canal to Kingston, on Lake Ontario — a total distance of 245| miles.

After leaving the Lachine canal the works constructed to overcome difficulties of
navigation are: —

Ottawa River Canals.

The Ste. Anne's lock.
Carillon canal.

Grenville canal.
Rideau canal.

The total lockage (not including that of the Lachine canal) is 509 feet (345 rise,
164 fall) — and the number of locks is 55.

The following table exhibits the intermediate distances from Montreal harbour : —

Sections of Navigation.

The Lachine canal

From Lachine to Ste. Anne's lock . .

Ste. Anne's lock and piers

Ste. Anne's lock to Carillon canal

The Carillon canal

The Carillon to Grenville canal

The Grenville canal

From the Grenville canal to entrance of Rideau navigation
Rideau navigation ending at Kingston

Interme-
diate
Distance.

Miles.

Total
Distance,

from
Montreal.

Miles.

15

23

i

23

27

50

1

51

6;

4

57
63

56

119

26i

245

STE. ANNE'S LOCK.

Construction commenced 1814.

" completed 1816

Rebuilt of wood 1833

" in masonry 1843.

Old Look. New Lock.

Length of canal J mile. J mile.

Nimiber of locks 1 1

Dimensions of locks 190 x 45 feet. 200 x 45 feet.

Total rise or lockage 3 feet. 3 feet.

Depth of water on sills 6 " 9 "

This work, with guide piers above and below, surmounts the Ste. Anne's rapida
between lie Perrot and the head of the Island of Montreal, at the outlet of that iwr-
tion of the River Ottawa which forms the Lake of Two Mountains, 23^ miles from
Montreal harbour.

1

104 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
THE CARILLON CANAL.

Construction commenced 1819

" completed 1833

Enlargement commenced 1871

" completed 1887

Length of canal | mile.

Number of locks 2

Dimensions of locks 200 x 45 feet.

Total rise or lockage 16 feet.

Depth of water on sills 9 "

Breadth of canal at bottom 100 "

Breadth of canal at water surface 110 "

This canal overcomes the Carillon rapids.

From Ste. Anne's lock to the foot of the Carillon canal there is navigable stretch
of 27 miles, through the Lake of Two Mountains and the River Ottawa.

By the construction of the Carillon dam across the River Ottawa the water at
that point is raised 9 feet, enabling the river above to be used for navigation.

GRENYILLE CANAL.

Construction commenced 1819

" completed 1833

Enlargement commenced 1871

" completed 1887

Length of canal 5| miles.

Number of locks 5

Dimensions of locks 200 x 45 feet.

Total rise or lockage 43f feet.

Depth of water on sills 9 "

Breadth of canal at bottom 40 to 50 feet.

Breadth of canal at surface of water 50 to 80 *'

This canal, by which the Long Sault rapids are avoided, is about 56 miles below
the city of Ottawa, up to which point the River Ottawa affords unimpeded navigation.

RIDEAU NAVIGATION.

Construction commenced , 1826

" completed 1832

The Rideau system connects the River Ottawa, at the city of Ottawa, with the
eastern end of Lake Ontario, at Kingston. , ;

Length of navigation waters 126^ miles.

. , (35 ascending.

Number of locks going from Ottawa to Kmgston . j ^4 descending

Total lockage 446* feet [^^^^ ^"^J^ ^"^H at high water.

Dimensions of locks 134 x 33 feet.

Depth of water on sills 5 feet.

Navigation depth through the several reaches. ... 4i "

( 60 feet in earth.
Breadth of canal reaches at bottom ^ g^ £p^^ jjj rock.

■ Breadth of canal at surface of water 80 feet in earth.

I

CAXAL STATIi^TICS 105

SESSIONAL PAPER No. 20a

PERTH BRANCH.

Construction commenced 1883

" completed 1892

Length of canal 7 miles.

Number of locks 2

Dimensions of locks 134 feet x 33 feet.

Total rise or lockage 26 "

Depth of water on sills 5 " 6 inches.

Length of dam 200 , "

Breadth of canal at bottom 40 "

Breadth of canal at surface of water \ ^^ u • ^

I 60 in clay.

The Perth branch of the Rideau canal affords communication between Beveridge's
bay, on Lake Rideau and the town of Perth.

The summit level of the Rideau system is at upper Lake Rideau, but several of
the descending reaches are also supplied by waters which have been made tributary
to them. The following description gives the sources of supply: —

Prom the summit, the route towards Ottawa follows the Rideau river, and thaf.
towards Kingston follows the River Cataraqui. The supply of water for the canal is
derived from the reserves given in detail below.

These may be divided into three systems, viz. : —

1. The summit level, supplied by the Wolfe lake syst-em.

2. The eastern descending level to Ottawa, supplied by the River Tay system,
discharging into Lake Rideau.

3. The southwest descending level to Kingston, supplied by the Mud lake system
formerly known as the Devil lake system, discharging into Lake Oi)enicon.

Lake Openicon receives the waters of Buck lake and Rock lake.

All these waters on the descending level, supplemented by those of Lake Lough-
boro', flow into Cranberry lake, which, discharging through Round Tail outlet, forms
the River Cataraqui. The river, rendered navigable by dams at various points, affords
a line of navigation to Kingston.

RICHELIEU AND LAKE CHAMPLAIN.

This system, commencing at Sorel, at the confluence of the Rivers St. Lawrence
and Richelieu, 46 miles below Montreal, extends along the River Richelieu, through
the St. Ours lock to the basin of Chambly; thence, by the Chambly canal, to St.
Johns, and up the River Richelieu to Lake Champlain. The distance from Sorel to
the boundary line is 81 miles.

At Whitehall, the southern end of Lake Champlain is entered, and connection is
obtained with the River Hudson, by which the city of New York is directly reached.
Prom the boundary line to New York the distance is 330 miles.

The following table shows the distances between Sorel and New York: —

Interme-

Total

diate
Distance.

Distances.

Miles.

Miles.

14

14

32

46

12

58

23

81

111

192

66

258

7

265

146

411

Section of Navigation.

Sorel to St. Ours lock

St. Ours lock to Chambly canal

Chambly canal

Chambly canal to boundary line

Boundary line to Champlain canal.

Champlain canal to junction with Erie canal

Erie canal, from junction to Albany

Albany to New York

106 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
ST. OURS LOCK DAM.

Construction commenced 1844

" completed 1849

Length J mile.

Number of locks 1 "

Dimensions of lock 200 feet by 45 feet.

Total rise of lockage 5 "

Depth of water on sills 7 feet at low water.

Length of dam in eastern channel 300 "

Length of dam in western channel 690 "

At St. Ours, 14 miles from Sorel, the Kiver Richelieu is divided by a small island
into two channels. The St. Ours lock is in the eastern channel.

There is a navigable depth in the Richelieu of 7 feet between St. Ours lock and
Chambly basin, a distance of 32 miles.

CHAMBLY CANAL.

Construction commenced 1831

" completed 1843

Length of canal

Number of locks . ,

Dimensions of locks : —

Guard lock. No. 1 at St. Johns

Lift " 2

3, 4, 5, 6

" " 7, 8, 9 combined

Total rise or lockage

Depth of water on sills

Breadth of canal at bottom

Breadth of canal at surface of water

This canal succeeds the 32 miles of navigable water between St. Ours lock and
Chambly basin. The canal overcomes the rapids between Chambly and St. Johns.

TRENT CANAL.

The term ' Trent canal ' is applied to a series of water stetches ,which do not,
however, form a connected system of navigation, and which, in their present condi-
tion, are efficient only for local use. By various works this local use has been extended,
and by others, now in progress and contemplation, this will become a through route
between Lake Ontario and Lake Huron.

The series is composed of a chain of lakes and rivers, extending from Trenton, at
the mouth of the River Trent, on the Bay of Quinte, Lake Ontario, to Lake Huron.

Many years ago the utilizing of these waters for the purpose of through water
communication between Lake Huron and Lake Ontario was projected.

The course, as originally contemplated and modified, is as follows: —

Through the River Trent, Rice lake, the River Otonabee and Lakes Clear, Stony,
Lovesick, Deer, Buckhorn, Chemong, Pigeon, Sturgeon and Cameron to Lake Balsam,
the summit water, about 165 miles from Trenton ; from Lake Balsam by a canal and
the River Talbot to Lake Simcoe; thence by the River Severn to Georgian bay. Lake
Huron; the total distance being about 200 miles, of which only about 15 or 20 miles
will be actual canal.

The full execution of the scheme, commenced by the Imperial Government in
1837, was deferred. By certain works, however, below specified, sections of these

12 miles

9

122 feet.1

124 "

From 22i to

118 "

'24 feet wide.

125 "

74 "

7 "

36 ".

60 "

CANAL STATISTICS 107

SESSIONAL PAPER No. 20a

waters have been made practicable for navigation, and the whole scheme is now being
carried out. A branch of the main route, extending from Sturgeon lake south, affords
communication with the town of Lindsay, and, through Lake Scugog to Port Perry,
a distance of 190 miles from Trenton.

The following table gives the distance of navigable and unnavigable reaches : —
From Trenton, Bay of Quinte to Nine Mile rapids . . — 9

Nine Mile rapids to Percy landing 19 J —

Percy landing to Heeley's Falls dam — 14J

Heeley's Falls dam to Peterborough 511 —

Peterborough to Lakefield — 9

Lakefield to a point across Balsam lake 61 —

132i 32i

Total distance. Bay of Quinte to a point across Balsam lake. . 165
From Sturgeon point on Sturgeon lake, 48J miles from Lake-
field, the branch through the town of Lindsay to Port
Perry at the head of Lake Scugog 27

The works by which the Trent navigation has been improved comprise canals,
with locks and bridges, at Young's point, Burleigh rapids. Lovesick, Buckhom rapids,
Bobcaygeon, Fenelon falls and Eosedale; also dams at Lakefield, Young's point,
Burleigh falls, Lovesick, Buckhorn, Bobcaygeon and Fenelon falls. By these works
there is afforded communication between Lakefield, 9^ miles from Peterborough, and
Balsam lake, the headwaters of the system; opening up a total of about 160 miles of
direct and lateral navigation.

At Lakefield, 9J miles from Peterborough, the dam at the head of the Nine Mile
rapids of the River Otonabee maintains navigation on Lake Katchewannoe up to
Young's point.

At Young's point, 5 miles from Lakefield, the dam between Lake Katchemannoe
and Clear lake controls the water level through Clear and Stony lakes up to the foot
of the Burleigh canal.

At Burleigh rapids, 10 miles from Young's point, a canal, about 21 miles in
length, passes the Burleigh and Lovesick rapids, and gives communication between
Stony lake and Deer bay.

At Buckhorn rapids, 7 miles from Burleigh rapids, there is a canal about one-
fourth of a mile long.

At Bobcaygeon, 15| miles from Buckhorn rapids, a dam, 553 feet long, controls
the water level to Fenelon falls.

At Fenelon falls, 15 miles from Bobcaygeon, a canal. about one-third of a mile in
length connects Sturgeon lake with Cameron lake.

The following is a list of the locks, with their dimensions: —

1 Lock at Eosedale (maintained by the Ontario government), 100' x 30' x

4' 6' to 6' 6" depth water on mitre sill.

2 Locks at Fenelon 134' x 33' x 5' 0" to 7' 6" depth water on mi

1 " Lindsay .. .. 134' x 33' x 5' 0" to 7' 6" "

1 " Bobcaygeon .. 134' x 33' x 5' 8" to 7'0" "

1 " Buckhom .... 134' x 33' x 5' 0" to 9^ 0" "

1 " Lovesick .... 134' X 33' X 5' 0" to 9' 4" "

2 " Burleigh .... 134' x 33' x 6' 0" to S'O"
1 " Young's point. 134' x 33' x 5' 0" to 14' 0" "
1 " Peterborough . 134' x 33' x 5' 0" to 10' 0" "
1 " Hastings .... 134' x 33' x 7' 0" to 10' 6" "
1 " Chisholms . .. 134' x 3-3' x 5' 0" to 8' 6" "

13

tre sill.

108 DEPARTMEXT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
ST. PETER'S CANAL, CAPE BRETON.

Construction commenced 1854

'• completed 1869

Enlargement begun 1875

" completed 1881

Length of canal About 2,400 feet.

Breadth at water line 50 feet.

Lock One tidal lock, 4 pairs of gates.

Dimensions 200 feet by 48 feet.

Depth of water on sills 18 feet at lowest water.

Depth through canal 19 "

Extreme rise and fall of tide in St.

Peter's bay 4 "

This canal connects St. Peter's bay on the northern side of Cape Breton, Nova
Scotia, with the Bras d'Or lakes. It crosses an isthmus half a mile in width, and
gives access from the Atlantic.

I

BEAUHARNOIS CANAL.

Construction begun 1842 I

" completed 1845

Length of canal . 12 statute miles.

Number of locks 9

Dimensions of locks 200 feet by 45 feet.

Total rise or lockage 82i "

Depth of water on sills 9 "

Breadth of canal at bottom 80 "

Breadth of canal at water surface 120 "

As the new Soulanges canal is now opened for navigation, the Beauharnois canal
is abandoned for navigation purposes.

EARLIER CANALS.

A system of three canals preceded the Bearharnois. These were: —

COTEAU DU LAC CANAL.

Construction commenced 1779

" completed 1780

SPLIT ROCK CANAL.

Construction commenced 1779

" completed 1780

CASCADE POINT CANAL.

Construction commenced 1782

" completed 1783

The locks were 20 x 6 feet, and provided for a draft of 2 feet. In 1814 the work
of widening them to 12 feet was begun, and finished in 1817.

CANAL STATISTICS 109

SESSIONAL PAPER No. 20a

Two canals were also constructed oflF Burlington Bay, Ontario. They were: —

BURLINGTON BAY CAXAL.

Construction commenced 1825

" completed 1832

DESJARDINS CANAL.

Construction commenced 1826

" completed 1837

Neither of these canals required locks. They have for many years been aban-
doned. The depth of water provided in the first instance was 7^ feet.

110 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

8T. LAWRENCE NAVIGATION— TABLE OF DISTANCES.

FROM STRAITS OF BELLE-ILE TO PORT ARTHUR, AT HEAD OF LAKE SUPERIOR

BY WATER.

From

Straits of Belle-He

Cape Whittle

West Point, Anticosti

Father Point

Rinioiiski

Bic

Isle-Verte (opp. Sa^enay).

Quebec

Three Rivers

Montreal

Lachine

Cascade Point

Coteau Landing. . .

Cornwall

Dickinson's Jjanding

Farran Point

Upiier end Croyle's Island.

Williamsburg

Rapide Plat

Point Iroquois Village

Presqu-Ile

Point Cardinal

Galops Rapids

Prescott

Kingston

Port Dalhousie

Port Colbome . . .

Amherstburg

Windsor

Foot of St. Mary's Island . .

Samia

Foot of St. Joseph's Island .

Sault-Ste. Marie .

Hefwi of Sault Ste. Marie. .
Pointe aux Pins

Cape Whittle

West Point, Anticosti.

Father Point

Riniouski

Bic

Isle Verte

Quebec

Three Rivers.

Montreal

Lachine

Cascade Point

Coteau Landing

Cornwall

Dickinson's Landing

Farran 's Point

Upper end of Croyle's Island . .
Williamsburg or Morrisburg. .

Rapide Plat

Point Iroquois Village

Upper end PresquTle

Point Cardinal, Edwardsburg.

Head of Galops Rapids

Prescott

Kingston

Port Dalhousie

Port Colbome

Amherstburg

Windsor .

Foot of St. Mary's Island . . .

Samia

Foot of St. .Joseph Island . . . .

Foot of Sault Ste. Marie

Head of Sault Ste. Marie

Point aux Pins

Port Arthur .

Sections

of

Navigation.

Gulf of St. Lawrence
River St Lawrence . .

•I to tide- water.

Lachine Canal

Lake St. Louis

Soulanges Canal

Lake St. Louis

Z!ornwall Canal.. . . . .

River St. Lawrence.. .

Farran's Point

River St. Lawrence.. .
Rapide Plat Canal. . .
Ri\er St. Lawrence.. .
Point Iroquois Canal

Junction Canal

Galops Canal

River St. Lawrence.. .

Statute Miles.

Inter-
mediate.

Lake Ontario

Welland Canal

Lake Erie

River Detroit

Lake St. Clair

River St. Clair...

Lake Huron

River Ste. Marie

Sault Ste. Marie Canal .

River Ste. Marie

Lake Superior

Port Arthur to Lake Shebandowan

Lake Shebandowan to North-west Angle.

North-west Angle to Winnipeg...

Pointe aux Pins to Duluth ..

240
201
202

6
12
39
126
74
86

16
14
30

m

lOJ
4

3

21

2

59
170

26f
2,32

18

25

33
270

47

1

7

266

45
312

95
390

Total
to Straits

of
Belle-Ile.

240
441
643
649

661
700
826
900
986
994*
1.009|
1,021
1,053|
l,065i
l,070i
1,071
l,081i
1,085^
1,090
1,093
1,095|
l,097i
1,105
1,164
1,334
1,3603
l,592i
1,610|
1,635^
1,6681
1,938|

l^S
2,259|

Of the 2.259| miles from the Straits of Belle-He to the head of Lake Superior, 73^ miles are artificial
navigation, and 2,188| open navigation.

Straits of Belle-He to Liverpool, 1,942 geographical or 2,234 statute miles.

The total fall from Lake Superior to tide-water is about 600 feet.

The steamboat voyage from Collingwood to Port Arthur is 532 miles.

11 It Depot Harbour to Port Arthur is 510 miles ; to Duluth is 644 miles ; to

Chicago 525 miles, and to Milwaukee, 442 miles.

CAXAL STATISTICS
SESSIONAL PAPER No. 20a

Table of distances of Stations between the cities of Ottawa and Kingston.

Ill

.2
d

Name of Station.

Distances

from
Ottawa.

Locks.

Dams

Height.

of Arti-
Canal at
Station
les.

No.

8

2
2
1
3

1
2
1
3
1
1
2
4
1
1

Lift at

Low

water.

No.

3
1

Length.

Feet.

r 230
\ 1,320
1 1,616
100
320
300
850
240
500
481
150
270
343
250
600
260
600

■5.5^ a

mo 2 _

1-5

1

Miles.
0

44|
46|
55

61^

64

83i

Rise.
Ft. In.

82 0

22 0

13 6

10 0

27 0

10 6

15 2

10 0

25 0

4 9

10 10

15 6

33 9

7 9

4 0

Feet.

13

33-,

14 1

28 '

60j

12

68

14.

9

16

6

8

8

20

24

5

9

2

40C)

3

4

5

Black Rapids

013
0 13

6

1-50

7

0 50

8

9

10

11

Clowes

Meirickville

Maitland

005
0-33
0 13
006

12
13

OldSlys

Smith's Falls

0-25
013

14
15

First Rapids or Poonamalie

1-25
006

Total rise at low water

292 3

87i

92

94^

losi

110

120i
126:-

1
1
1
4
2
1
4

16

Fall
4 0

12 6
9 0
60 0
19 0
14 2
46 8

1-25

17

18

Chaffey

Davis

013

i

300
300
200
200
6,042

15
60
20

: 12

! 14

006

19
20

Jones' Fallsi

Brewer's Upj)er ^lills

0 25

1 75

21

11 liOwer Infills

4-25

22

0-25

23

165 4

Total

47

24

15,472

16-46

I

9-10 EDWARD Vil. SESSIONAL PAPER No. 20a A. 1910

INDEX.

CANAL STATISTICS FOR SEASON OF NAVIGATION, 1908.

Introduction— Page.

Comparison of Traflfic— Canals

Tonnage of Freight and Vessels for a number of years 7, 14

Statement of grain passed down the Welland Canal 15

II II to Montreal by Grand Trunk and Canadian Pacific Railways 16

II II II St. Lawrence Canals 16

II II to Seaboard by N. Y. Railways and Canals 17

II of Transhipment of Grain at K ingston and Prescott ... 17, 18

II East and West- Bound Freight 19

II Through Freights, East and West, by Welland and St. Lawrence Canals, also

Freight from U. S. to U. S. Ports 20

II Numl)er of Passengers and total quantity of freight through the Welland Canal,

also total from U. S. to U. S. Ports for a number of years 21

II of the total quantity of freight through the several divisions of the Canals 22

Comparative Statement of the Commerce through the United States, St. Mary's Falls and

the Canadian Sault Ste. Marie Canals for 1907 and 1908 22, 23

Freight Rates 24, 31

Table A. — Statement of freight moved Up and Down the Welland Canal for a series of years. 32, 33
II B. — Vegetable Food cleared downward through the Welland Canal for a number of

years. 34

H C— Statement of freight passed through the Welland Canal in transit between Ports

of the United States 35

II D — Through freight passed Down the Welland Canal in Canadian and United States

vessels 36, 39

Recapitulation West Bound Through freight, Welland Canal 40

M East and West Bound Through freight, Welland Canal 40

II E. — Large Class Vessels lightened at Welland Elevator at Port Colborne 41,42

M F. — Freight passed Eastward from Lake Erie to Montreal 43, 44

M G.— Freight passed Westward from Montreal to Lake Erie 45, 46

II H. — Freight passed Eastward through Welland Caual from U. S. to U. S. Ports. ... 47, 48
II I. — Number of Vessels passed down Welland Canal with cargoes of grain for Montreal,

quantity transhipped and quantity taken to Montreal 49

„ J. — Quantity of grain passed down Welland Canal in Canadian and United States

vessels 50

II K. — Quantity of grain arrived at Kingston, Prescott and Ogdensburg 50

,1 L.— Comparative Statement of grain passed down the Welland Canal to Kingston,

Prescott and Ogdensburg for 1907 and 1908 51

II M.— Coal passed through the Welland Canal from 1885 to 1908 51

„ N.— Coal passed the St. Lawrence Canals from 1885 to 1908 52

.1 O. — Quantity of through freight down Welland Canal to Montreal, other Canadian

Ports and United States Ports 53, 55

Table 1. —Comparative Statement of Grand Total Freight passed through all the Canals for

1907 aud 1908 56

M 2. — Statement of Number, Tonnage and Nationality of vessels passed through the

several canals 5i

II 3. — Summary Statement of Vessels 58, 61

„ 4.— Comparative Statement of Traffic for 1907, 1908 62, 63

„ 5.— Statement of Traffic for 1908 64, 66

114 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD Vl|\ A. 1910

Pagh;
Table 6.— Summary Traffic showing total quantity of each description of property passed

through 67, 69

II 7. — Welland Canal, Total traffic arranped alphabetically 70, 71

Through .. „ 72, 73

Way M „ 73

St. Lawrence Canals, Total Traffic arranged alphabetically 74

Through „ „ 76

Way M „ 78

Ottawa Canal, Total Traffic arranged alj

Chambly Canal •.

Rideau Canal ..

St. Peter's Canal i.

Trent Valley Canal „

Murray Canal <,

Sault Ste. Marie Canal, Total Traffic

habetically 80

82

84

86

90
92

Table 8. — Statement of Classified Tonnage of all vessels for 1908 94

Appendix B. — Dominion Canals 97, 111

9-10 EDWARD VII. SESSIONAL PAPER No. 20b A. 1910

KAILWAY STATISTICS

OK THK

DOMINION OF CANADA

FOR THE

YEAR ENDED JUNE 30

1909

(From sivorn Returns furnished by the several Railway Companies)

M. J. BUTLER

Deputy Minister and Chief Engineer
of the Department of Raihrays and Canals

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY C. H. PARMELEE, PRINTER TO THE KING'S MOST

EXCELLENT MAJESTY

1909

[No. 206—1910]

9-10 EDWARD VII. SESSIONAL PAPER No. 20b A. 1910

To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey, Viscount
Hawick, Baron Grey of Howick, in the County oj Northumberland, in the Peerage
oj the United Kingdom, and a Baronet ; Knight Grand Cross of the Most
Distinguished Order of Saint Michael and Saint George, (kc, &c., <kc., Governor
General of Canada.

[NEay it Please Your Excellency,

The undersigned has the honour to present to Your Excellency the Annual Report
of the Comptroller of Statistics for the year ended June 30, 1909.

GEO. P. GRAHAM,
Minister of Railways and Canals.

206—1.1

i

9-10 EDWARD VII. SESSIONAL PAPER No. 20b A. 1910

To the Honourable George P. Gkah.\m,

Minister of Railways and Canals.

Sir, — I have the lionour to submit the annual report of the Comptroller of
Statistics for the year ended June 30, 1909.

This is the third report compiled from the new schedules which were put into
force on July 1, 190G.

T have the honour to be, sir,

Your obedient servant.

M. J. BUTLER,
Deputy Minister of Railirai/s and Caiiah.

9-10 EDWARD VII. SESSIONAL PAPER No. 20b A. 1910

OfFICEOF the CoMPTROLEEU of Sl'ATISTICS.

Ottawa, November 5, 1909.
M. J. Butler, Esq., C.M.G.,

Deputy Minister of Railways and Canals.

Sir, — I have tlie honour|to submit herewith the return of Railway Statistics for the
year ended June 30, 1909.

As you are aware, a new system of railway accounting was introduced in 1907. The
method and forms which had previously obtained were in that year discarded. They had
become obsolete. In their place was substituted the schedules and classifications upon
which the subjoined statistics are based.

The advantages of the present plan are obvious. Under the system in force from
1875 to 1907 reporting railways were permitted to classify their accounts as they thought
best, and the result was an utter absence of uniformity. Not only were comparisons made
impracticable as between railways, but the figures relating to Canada coidd not safely be
compared with those of any other country. This was a serious drawback. Under the new
order all railways are required to keep their accounts in accordance with prescribed classi-
fications, and it happens that these definitions are identical with those in use throughout
the United States. Thus, not only may sound comparisons be made as between railways
in the Dominion, but also as between the results of railway operation in Canada and the
United States. Other countries have not yet made the same degree of progress with respect
to railway statistics ; but a steady approach toward uniformity is taking place in at least
Europe and Australia.

During the year 1909 several changes of more or less importance were deemed exjiedient
in the classifications, chiefly with respect to operating expenses. The application of these
did not, however, cause serious inconvenience. Nearly all the larger railways in Canada
have lines extending into the United States, and upwards of twenty American railways
are operated in the Dominion. For this reason, apart from the merits of the changes in
themselves, it is at all times desirable that the basis of reporti?ig should be the same on
both sides of the boundary. At the present time the forms and classifications operative
in Canada are precisely like those of the Interstate Ccrmmerce Commission at Washington,
with but one relatively important exception. It has not been deemed jjroper on this side
of the line to make a reduction from operating expenses on account of depreciation.

The railways did not all observe the time limit. That limit had been placed at 31st
August, so as to have Railway Statistics completed as soon as possible after the annual
assembling of Parliament. The returns, however, reached Ottawa earlier than in any
preceding year, and this co-operative attitude of the railways has been a distinct help in
the laborious process of tabulation. "NMiile there was not a single delinquent, it is deeply
regretted that the returns of the Schomberg and Aurora Railway Company and the Kettle
River Valley Railwav Company were so meagre as to be of no practical value. In the
latter case an incompetent accountant, who was dismissed later in the year, left a defective
and useless record of operations for nine months of his tenure in ofiice. In the former
case, it would seem that the available statistics kept by the Company had reference to not
more than a few elementary items.

The derelictions of the reporting railways to which allusion has just been made, joined
to the trying and indefensible delays caused by a few others, suggest the imperative need
of imposing in future the penalty provided in the Railway Act.

You will observe with satisfaction the expansion and betterment in statistical data
made possible by the system which has been in efi'ect for the past three years. In 1907

8 DEPAETMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

the foundation may be said to have been hiid; in 19US a commencement was made on the
superstructure; this year the new edifice will be seen to be taking definite shape. Analytical
comparisons are now possible which in the past could not even have been attempted. The
scope of inquiry has also been widened. For example, in this report will be found informa-
tion with respect to employees, highway cro.ssings and accidents at highway crossings, which
had not previously been available.

MILEAGE.

The mileage of railways in actual operation increased 1,138 during the year 1909, as
compared with 514 miles in 1908. This does not include the trackage of the new trans-
continental railway, of which 675 was open for traffic during the year, although officially
returned as being still under construction. It is not possible to say how many miles of
line were "under construction" in the Dominion on 30th June last. The term is wholly
relative. From information received, however, it is estimated that at least 3,300 miles
were in process of being built on the date indicated.

Following is the history of railway mileage in Canada since 1835 : —

Year.

Miles
in

operation.

1835
1836
1837
1838
1839
1840
1841
1842
1843
1844
1845
1846
1847
1848,
1849
1850.
1851
1852
1853
1854
1855.
1856.
1857.
1858.
1859.
1860.
1861.
1862.
1863.
1864.
1865.
1866.
1867.
1868.
1869.
1870.
1871.

0
16

16

16

16

16

16

■ 16

16

16

16

16

54

54

54

66

159

205

506

764

877

1,414

1,444

1,863

1,994

2,065

2,146

2,189

2,189

2,189

2,240

2,278

2,278

2,270

2,524

2,617

2,695

Year.

Miles

in

operation.

1872 2,899

1873 3,832

1874 4,331

1875 4,804

1876 -. 1 5,218

1877 1 5,782

1878 j 6,226

1879 6,858

1880 I 7, 194

1881 ' 7,331

1882 8,697

1883 9,577

1884 10,273

1885 10,773

1886 11,793

1887 12,184

1888 12,585

1889 12,585

1890 13,151

1891 13,838

1892 14,564

1893 15,005

1894 15,627

1895 15,977

1896 16,270

1897 16,550

1898 '. 16,870

1899 17,250

1900 17,657

1901 18,140

1902 18,714

1903 18,988

1904 19,431

1905 t 20,487

1906 I 21,353

1907 22,452

1908 * 22,966

1909 ■ ■' 24,104

RAILWAY STATISTICS

9

SESSIONAL PAPER No. 20b

The distribution of railway mileage, with the increase for the year, by provinces, is as
follows : —

Ontario 8,229-11 296-21

Quebec 3,662-94 89-29

Manitoba .3,205-30 94-39

Saskatchewan 2,631-34 550-04

Alberta 1,321-52

British Columbia 1,795-94 63-11

New Brunswick 1 ,547 -25 37 89

Nova Scotia 1,350-53 6-48

Prince Edward Island 269-33 1-83

Yukon 90-91

It may be explained that in the province of Alberta considerable railway building
has been in progress during the past two years, but it was all returned as being still under
construction on June 30.

Of cognate importance is the increase in second track and yard and siding trackage.
The facts are as follow: —

!

1908.

1909.

Increase,
miles.

Second track

1,211

1,464
4,761

253

Yard and siding tracks

1 4,546

215

This growth of second track and yard and siding track has a direct bearing on trans-
portation facilities. Adding together the first, second and yard and siding tracks a total
of 30,330 miles is obtained. AVith the exception of less than 100 miles all tracks in the
Dominion are laid with steel rails.

It is instructive to compare the railway mileage of Canada with that of other countries.
Following are the figures: —

Countries.

Mile?

Miles of

line

per 100 sq.

miles.

Inhabitants
per
mile of
line.

United States , : 229,300

Germanv j 35,652

Austro-Hungarv I 25,618

Great Britain and Ireland ' 23,063

France 29,293

Russia 35,214

Italy 10,203

Belgium 4, 657

Netherlands 2,214

Switzerland 2,698

Spain 9,103

Portugal 1,639

Denmark 2, 134

Norway 1 ,584

Sweden 8, 180

Roumania 1,995

Turkey 1 ,952

Mexico 13,053

Brazil 10,600

Argentine Republic 12, 776

Japan 5,012

British India 28,982

New Zealand 2,519

Victoria 3,428

New South Wales 3,472

Canada 24,104

365

1,587

1,854

1,912

1,333

2,941

3,119

1,428

2,703

1,234

1,960

3,333

1,149

1,408

629

2,941

5,000

1,123

1,408

353

9,091

10,000

330

350

440

300

10

nici'MrrMKST of nmiavays and canals

9-10 EDWARD VII., A. 1910

The above statistics, Avhich in each case are tlie latest available, show that the Dominion
ol" Canada has the lari^est railway mileage in proportion to population of any country in
tl\e world, while in relation to area it has the smallest.

RAILWAY CAPITAL.

During the year $69,lSG,4t)3 was added to the total capital liability of railways in Canada.
An analysis of this account will be found in Table No. 4. The facts, summarized, are as
follow : —

9 $

Stocks 607,425,349' 647,534,647 40,109,298

Funded debt ' 631,869,664 660,946,769' 29,077,105

Total j 1,239, 295, Oiaj 1,308,481,4161 69,186,403

The capital obligation arising out of these stock and bond issues amounts to $54,285
per mile of line. But that result is quite misleading, since, before such a calculation can
properly be made, certain facts have to be taken into account. For example, the above
total of $1,308,481,416 includes the stock and bond liability of the Grand Trunk Pacific,
while the mileage of that line is not embraced in the total of 24,104 miles forming the divisor,
On the other hand, the mileage of government owned lines in Canada forms a part of the
24,104, against which there is not any issue of either stock or bonds. Therefore, in dealing
primarily with corporation railways the capital liability of the Grand Trunk Pacific must be
eliminated, along v.ith the mileage of government owned lines. This process reduces the
money side of the equation to $1,222,089,976 and the mileage to 21,965. On this basis the
result is $55,638, which correctly represents the stock and bond liability' of Canadian cor-
porate railways per mile. In analytical form the capital obligation may be set down as
follows : —

Per mile — stocks $28,345

" " — bonds 27,293

Total S55, 638

The funded debt of corporate railways was, on 30tli June last, made up as follows: —

Bonds S 633,155,474

Miscellaneous obligations 8,436,282

Income bonds 7 , 892 , 882

Equipment trust obligations 11 ,462, 131

Total 660,946,769

It should perhajjs be mentioned that the Great Northern of the United States has
constructed eight lines in the western provinces of Canada, aggregating 527 miles, in respect
of which a capital liability of but $11,110,600 has thus far been returned. It is obvious
that this situation has the effect of diluting the capital obligation per mile for the time being.

RAILWAY ^TATI^TICS 11

SESSIONAL PAPER No. 20b

Ihere remaius the consideration of government owned and oi>erated lines, as to which
the mileage and capital cost up to 30th June la.st were : —

Railway. ; Mileage.

Capital Cost per

cost. Mile.

Intercolonial...- 1,447 88,006,989 60,820

Prince FMward Island 269 ; 7,707,259 28,651

TemL=ikaniing and Xort hem Ontario 265 1 13,867,015 52,329

New Brun.-^v.-ick Coal and Railway 58 ' 1,964,640 33,873

Total 2,039 111,545,903

Reference to the return earned bv the railways of Canada upon capital wUl be found
luider the head of ' Earnings and Operating Expenses.'

It was announced in Railway Statistics for 1908 that an effort would be made during
1009 to revise the capital statement of Canadian railways. Serious obstacles were inter-
}H)sed, however, and it was not found practicable to complete the task. The inquiry was
carried to the point of establishing a basis for the reporting of capital liability in 1910, and
it is confidently expected the revision will then be brought to a satisfactory issue.

The object of this revision will be to eliminate dead and duplicate liability, of which the
aggregate is very considerable — probably exceeding $200,000,000. The striking out of
this relatively large sum will not involve any reflection upon the corporations to be afTected
thereby. These railways have simply been making their returns in the form prescribed by
the department, and the inaccuracy which has arisen has been due to the system rather
than to any intention to misrepresent. In part it came about from ignorance of the facts at
this end.

A concrete illustration will make the matter clear. The Canadian Pacific took over
some years ago the Columbia & Western, attached to which was a stock and bond liability,
as per Table 4 of the annexed report, of $6,691,000. The certificates were acquired by the
Canadian Pacific and placed in the vault of that company. To pay for them the purchasing
corporation issued Canadian Pacific stock and bonds. It is of no consequence what was
the amount of that issue. The fact of importance to bear in mind is that the stock and
bond issue of the Columbia & Western lying in the vault of the Canadian Pacific cannot
properly be regarded as being alive. The liability which actually exists is involved in the
stock and bonds which the Canadian Pacific issued to acquire the stock and bonds of the
Columbia & Western, and it is obvious that the department in publishing the original
capital obligation of the Columbia & Western, plus that of the Canadian Pacific, has swollen
the account to the exact extent of the duplication.

The effect of publishing, year after year, this practically extinct liability would be to
mislead any one who might turn to Railway Statistics for accurate information with regard
to the earning power of Canadian railways. That is to say, the return of interest, shown
by dividing the aggregate capital into the net earnings, would be considerably smaller than
it should be. It would be minimized to the precise extent of the inflation created by dead
liability. This situation is not, however, peculiar to Canada. It exists in all countries
where the controlling interest in lines has changed hands, or where the transfer of operating
rights has taken place in any considerable degree. In the United States, for example, the
same process of elimination which it is proposed shall be applied next year to Canadian
railways is now going on. In both instances the end in view is to ijresent the actual facts
with respect to live railway obligations.

12 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
AID TO RAILWAYS.

The subsidies paid to railways during the year lUU'J amounted to $3,:.'91,0iil. made
up as follows: —

By the Dominion $2,500,612

By tlie provinces 397, 111

By municipalities 393 , 87S

Total 53,291,601

Following is a statement of aid to railways since 1876: —

Year.

1876.
1877.
1878.
1879.
1880.
1881.
1882.
1883.
1884.
1885.
1886.
1887.
1888.
1889.
1890.
1891.
1892.
1893.
1894.
1895.
1896.
1897.
1898.
1899.
1900.
1901.
1902.
1903.
1904.
1905.
1906.
1907.
1908.
1909.

Uoniinion.

*18

564,

16

235,

26

438,

26

438,

32

761,

37

629,

37

731,

49

548,

t78

123,

92

762,

87

426,

91

228,

rOO

644,

91

888,

93

889,

96

529,

97

601,

100

422,

102

087,

103

451,

101

961,

102

458,

103

878.

107

030,

107

760,

110

225,

112

324,

113

791,

115

875,

117

145,

lis

474,

128

827,

133

049,

135

549,

cts.

352 37
1S5 33
914 96
914 96
920 65

207 33

208 33
639 93
918 IS
967 17
814 52
674 03
574 40
491 21
277 76
524 07
639 53
165 09
290 06
148 93
763 91
434 71
261 66
639 24
795 70
503 43
091 13
113 47
668 31
511 67
316 04
648 77
376 07
987 71

Provinces.

Municipalities.

4

203,

4

338,

14

292,

14

593,

17

039,

rtl6

676,

17

044,

18

342,

19

836,

19

137,

19

338,

21

204,

23

342,

24

03C,

25

086,

25

731

26

997,

28

229,

29

368,

29

727,

30

055,

31

171,

31

495,

31

656,

31

310,

32

395,

33

145,

32

809,

34

496,

40

415,

43

278,

635

123

35

191,

35

588,

cts.'

,240 43
,498 02
,002 29
,001 91
,206 60
,266 29
,628 91
,102 SO
,055 93
,719 93
,679 93
,993 01
,758 82
,306 SO
,285 41

965 43
,435 78
,355 49
,697 75
,512 63
,946 30
,346 65
,555 48
,725 57
,170 06
,.522 67
,320 84
,728 41
,917 84
,630 27
,022 12

130 80
,414 80
,526 15

5,426

5,689

7,224

7,450

8,313

7,494

8,809

9,162

9,934

12,472

12,599

12,812

13,144

13,461

13,709

13,817

13.981

14,017

14,178

14,180

14,494

15,520

15,660

17.740

15,884

16,310

16,465

16,551

17.157

17,198

17,125

17.346

17,4.30

17,824

cts.

,505 70
,299 31
,578 63
,978 63
,944 63
,944 63
,944 63
,552 94
,556 94
,450 43
,292 43
,836 43
,224 43
,224 43
,624 43
,509 43
,247 99
,956 99
,610 99
,686 99
,756 99
,867 99
,667 99
,668 59
,542 16
,253 16
.604 03
,044 06
,810 19
,211 48
,163 98
,633 34
,945 04
.823 60

I

^Included loan S2, 311, 666. 67 to Xorthern Railway; not reported after this year,
tlnduded loan .529,880,912. to C. P. Railway; not reported later.
^Eastern Extension -SI, 284, 495. 76 now included in I. C. Railway,
llncorrect total of .S2, 394, 000 shown to the North Shore Railway.
aDecrease of SI ,044,000 by N. B. Goverment to St. John and Maine Railway.
feThis amount does not include the cost of the Temiscaming and Northern Ontario Railway
*10.570,.549) a^ formcrlv.

RAILWAY STATISTICS

13

SESSIONAL PAPER No. 20b

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RAILWAY STATISTICS 15

SESSIONAL PAPER No. 20b

It V. ill be observed that the totals iu the foregoing analyses of aid gWen bv the provinces
and municipalities do not absolutely agree with those in the initial table on a preceding
page. This result was quite unavoidable. . In the years prior to 1906 the railways were not
given very definite instructions with respect to the preparation of their statistical returns.
In this lack of system it is not. surprising that there should have been a good deal of care-
lessness shown by reporting roads. The supervision at this end was lax at times. Changes
of ownership and the destruction of records by fire have made it impracticable to locate the
errors which have thus crept into the figures as given above. They are not, however, rela-
tively large or serious.

An analysis of the financial aid given to railways discloses the following facts:—

Dominion.

Cash subsidies S77, 028,080 -58

Loans 15,576,533 33

Paid to Quebec Government . ._ 5, 160,053 83

Cost of lines handed over to C". P, 1' 37,785,319 97

Total $135,549,987 71

Provixces.

Cash subsidies .?32,538,496 15

Loans 2,750,030 00

Subscriptions to shares 300, 000 00

Total §35,588,526 15

Ml'.NIClPAI.ITIES.

Cash subsidies $12,580,824 98

Loans 2,404,498 62

Subscriptions to share.s 2,839,500 00

Total $17,824,823 60

It would be misleading to assume that the above statements re])resent all that has been
done by the Dominion and the several provinces in aid of railway construction. The
Dominion, for example, is building the eastern section of the Transcontinental Railway
between Moncton and Winnipeg, the western division of which is known as the Grand
Trunk Pacific, on which the expenditure up to June 30 was $33,301,342.15.

The guarantees are also substantial, as the following statements will show: —

DOMINIOX.

1. The Canadian Northern Railway, Cap. 7, 3 Edward VII (1903). The guarantee
is for the principal, £1,923,287 sterling, and interest thereon at the rate of 3 per cent per
annum for fifty years.

2. The Canadian Northern Railway Company, Cap. 2, 7 and 8 Edward YII (1908).
The guarantee is for the principal of £1,622,586 19s. 9d. sterling debenture stock and interest
thereon at the rate of 3i per cent per annum for fifty years from 20tli July, 1908; interest
payable half-yearly; date of guarantee, 21st October, 1908.

3. The Grand Trunk Pacific Railway Company, Cap. 24, 4 Edward VII (1904).
The guarantee is for a sum equal to 75 per cent of the cost of construction of the Western
Division of the National Transcontinental Railway, but not exceeding $13,000 per mile
in respect of the prairie section of the said railway. The amount of bonds issued and
guaranteed is =£5,200,000, of which £3,200,000 was issued in Septem!;pr. 1905, and the
balance in Octo};er, 1909.

16 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
ONTARIO.

Canadian Northern. — Guarantee of interest on bonds representing $7,860,000.

QUEBEC.

Guarantee of bonds of the Montreal and Western to the extent of $812,000.

NEW BRUN.SWICK.

Interest on the bonds of the New Brunswick Coal and Railway, amounting to $700,000,
is guaranteed.

NOVA SCOTIA.

Halifax and South Western. — A loan of $13,500 per mile, which, on a total of 372
miles, would amount to $5,022,000, secured by mortgage, with the right to take over and
sell or operate the property in case default is made in the terms of the covenant.

ALVNITOBA.

Canadian Northern. — Main line and branches, $11,854,287; Winnipeg terminals and
union station, $3,000,000; Ontario division from Rainy River to Fort WiUiam, $5,745,587.

BRITISH COLtn^IBIA.

Shuswap and Okanagan. — (ruarantee of interest on $1,249,760 for 25 years at 4 per
cent.

Victoria and Sidney. — Guarantee of interest on $300,000 for 25 years at 2 per cent.

Nakusp and Slocan. — Guarantee of principal and interest on bonds aggregating $647,-
072 for 25 years at 4 per cent.

Canadian Northern. Interest on bonds, amounting to $3,640,000, guaranteed.

SASKATCHEWAN.

The guarantees of this province are for $13,000 per mile to the following lines of rail-

way :—

Grand Trunk Pacific Railway. — A line from a point on the western division of the
Grand Trunk Pacific Railway in the vicinity of township 22, range 6, west second meridian
to Yorkton, a distance of about 40 miles.

Grand Trunk Pacific Railway. — A line from a point on the western division of the
Grand Trunk Pacific Railway between the 108th and 109th degrees of longitude to Battle-
ford, a distance of about 49 miles.

Grand Trunk Pacific Railway. — A line from a point on the western division of the
Grand Trunk Pacific Railway in the vicinity of township 22, range 6, west second meridian
to Kegina, a distance of about 110 miles.

Canadian Northern Railway. — A line from a point on the Canadian Northern Railway
in or near Mar^-field, tlience in a generally south-westerly and westerly direction to or near
range 17, west second meridian, a distance of about 135 miles.

Canadian Northern Railway. — A line from a point on the main line of the Canadian
.Northern Railway in or near Dalmeny, thence in a generally northerly and north-easterly
direc tion for a distance of 40 miles or thereabouts.

. L'AILWAY STATISTICS

17

SESSIONAL PAPER No. 20b

Canadian Northern Raihvay. — A line from a point on the Canadian Northern Railway
in or near North Battleford, thence in a generally northwesterly direction for a distance
of 50 miles or thereabouts.

The amount involved in the foregoing guarantees is $5, .5 12, 000.

LAND GRANTS.

low :-

The land subsidies granted by the Dominion, and earned up to June 30, wei-e as fol-

Acres.

Alberta Railway and Irrigation Co. (formerlj'- Northwest Coal and Navigation Co

Calgarj' and Edmonton Raihvay Co

Canadian Northern Railway Co. (from point on C. P. R. to Hudson Baj'), Canadian

Northern Railwa}- Co. (forinerl3' Lake Manitoba and Canal Co.)

Canadian Pacific Railwa5' Co. (main line)

C. P. R. Pipe.stone E.xtension, Souris Branch

C. P. R., Souris Branch

Great Northwest Central Raihvay Co. (formerly Northwest Central Railway Co.)..

Manitoba and Northwestern Railwaj' Co

Manitoba Southwestern Colonization Railway

Manitoba and Southeastern Railway Co

Qu'Appelle, Long Lake and Saskatchewan Railroad and Steamboat Co

Saskatchewan and Western Railwav Co

Total.

1,114,368
1,888,448

3,422,528
18,206,986

200,320
1,408,704

320,000
1,501,376
1,396,800

680,320

1,625,344

98,880

31,864,074

Some of the provinces have also given land grants. A statement of Dominion and
provincial aid of that character gives the following result: —

Acres,

By the Dominion 31 .864,074

By the Pro^^nce of Quebec 13, 324,950

By the Province of British Columbia 8,119,221

By the Province of New Brunswick 1 ,647,772

By the P^o^^nce of Nova Scotia 160,000

Total 55,116,017

PUBLIC SERVICE OF RAILWAYS.

The railways of Canada carried 32,683,309 passengers and 66,842,258 tons of freight
in 1909, a decrease of 1,361,683 in the number of passengers, and an increase of 3,771,091
in the freight tonnage, as compared with 1908.

In only four preceding years since 1875 did a decline in passenger traflBc occur — 1880,
1S85, 1895 and 1901.

206-

18

DEPARTMEXT OF h'MLWAYf? AND CANALS

9-10 EDWARD Vlt., A. 1910
Following is a statement of passenger and freight traffic for the past 35 years:—

Year.

Passengers
carried.

Tons
of Freight,
2,000 lbs.

1875 5,190,416

1876 5,544,814

1877 6,073,233

1878 6,443,924

1879 6,523,816

1880 6,462,948

1881 6,943,671

1882 9,352,335

1883 9,579,984

1884 9,982,35Si

1885 9,672,599'

1886 9,861,024

1887 ! 10,698,638

1888 1 11,416,791

1889 12,151,105

1890 : .{ 12,821,262

1891 13,222,568^

,670,
,331,

,859,
,883,
348,
,938,
,065,
,575,
,266,
,712.
,659,
,670
,356,
,172
,928,
,787
,753

837
757
796
472
810
858
323
787
255
269
271
460
335
759
626
469
021

Passengers
carried.

Tons
of Freight,
2,000 lbs.

1892 1 13,533,414

1893 I 13,618,027

1894 1 14,462,498

1895 13,987,580

1896 14,810,407

1897 16,171,338

1898 ! 18,444,049

1899 i 19,133,365

1900 I 21,500,175

1901 18,385,722

1902 20,679,974

1903 22,148,742

1904 23,640,765

1905 25,288,723

1906 I 27,989,782

1907 I 32,137,319

1908 34,044,992

1909 : 32,683,309

22,189,923
22,003,599
20,721,116
21,524,421
24,266,825
25,300,331
28,785,903
31,211,753
35,946,183
36,999,371
42,376,527
47,373,417
48,097,519
50,893,957
57,966,713
63,866,135
63,071,167
66,842,258

PASSENGER TRAFFIC.

The number of passengers carried one mile was 2,033,001,225, as compared with
2,081,960,864 in 1908— a decrease for the year of 48,959,639.

The number of passengers carried one mile per mile of road was 84,342. This was an
actual decrease in the density of passenger ti-afhc of 6,312, as compared with the preceding
year.

There was also a decrease in the passengers carried per mile of line. The number in
.1909 was 1,355, as compared with 1,482 in 1908 — a falling off to the extent of 127.

The average receipts per passenger per mile were 1.921 cents, or within .001 of the
rate established by the figures for 1908.

The total passenger revenue for 1909 was $39,073,488.84. This may be strictly regarded
as the aggregate of ticket sales. The earnings from passenger service, which include the
receipts from mails and express, baggage, &c., amounted to $45,282,326.27. An analysis
of these accoimts will be found in Table No. 7.

The mileage of revenue passenger trains was 32,295,730, and of mixed trains 7,061 ,580 —
an increase of 345,381 in the former and 850,773 in the latter. These facts make it obvious
that, while there was a decline in the number of passengers carried and in the revenue from
ticket sales, the train service provided by the railw ays of the Dominion was actually increased.

The average number of passengers in each train was 51, a decline of 3 as compared with
1908.

The average passenger journey was 62 miles, or one mile more than for the preceding
year.

The sum of the foregoing fact is, that, while the railways had an increased j)assenger
train mileage in 1909 over 1908, they carried fewer passengers, in the aggregate, fewer
passengers per train, and earned less money from ticket sales. Taking into account the
total earnings from the running of passenger trains — that is, from ticket sales, mails and
express, baggage, &c. — which amounted to $45,282,326.27 in 1909 as compared with
$46,854,158.97 in 1908, there was a decrease in the gross earnings per passenger train mile of
. 077 cent. The figures in that regard are as follo^^• : —

Earnings per passenger train mile, 190S ?1 -227

" " 1909 1-150

Decrea--'c> -077

RAILWAY STATISTICS

19

SESSIONAL PAPER No. 20b

In other words, if the earning power per passenger train mile in 1909 had been equal
to the rate in 1908 the railways would have had an increase of $3,031,612 in the aggregate
revenue from passenger service. The revenue per passenger in 1909 was, however, $1 ' 195
as against $r 174 in 1908.

Summarizing the data in relation to passenger traffic the results for three years are as
follow : —

Miles of raiiwa}'

Number of passengers

Passengers carried one mile

Passengers carried one mile per mile of line. . .

Passenger.-^ carried per mile of line

Average passenger journey (miles)

Average number of passengers per train

Passenger train mileage

Mixed train mileage

Earnings from ticket sales

Earnings from passenger service

Average receipts per passenger

Average receipts per passenger per mile (cents)

22,452

32,137,3191

2,049,549,8131

90,921

1,431,

64;

56'

30,220,461

5,971,414

• $39,184,437

845,730,652

SI -219

1-911'

22,966

34,044,992

2,081,960,8641

90, 654 j

1,482

61

54l

31,950,349'

6,210,807

S39,992,503

$46,854,158

SI -174

1 -920:

24,104

32,683,309

2,033,001,225

84,342

1,335

62

51

32,295,730

7,061,580

S39, 073,488

S45,2S2,326

$1 -195

1-921

FREIGHT TRAFFIC.

The carrying of 0(3,842,2.58 tons of freight in 1909 represented an increase of 3,771,091
tons over 1908; or 5 9 per cent.

The number of tons hauled one mile was 13,160,567,550, as against 12,961,512,519 in
1908— an increase of 199,055,031.

The number of tons hauled one mile per mile of line, representing the density of freight
traffic, was 545,991, which, owing to an increase of 1,138 in mileage diu-ing the year without
a corresponding development of new business, was a decrease of 18,383 as compared witli
1908.

The average receipts per ton per mile, which may be taken as the statistical freight
rate for all the railways of the Dominion in common, was '727 cent — a gain of .004 on the
rate for 1908.

The revenue from freight was $95,714,783.41. as against $93,746,655.45 in 1908, show-
ing a gain of $1,968,127.96.

The mileage of revenue freight trains was 40,304,900, as against 40,476,370 the pre-
ceding year — a reduction of 171,470. The mixed train mileage was 7,061,580.

The mileage of loaded freight cars was 775,543,414, and of empty freight cars 281,175,-
615. These figures represent an expansion of 26,618,594 in loaded freight car mileage
over 1908, and a shrinkage of 3,768,914 in the mileage of empty freight cars. The mileage
of caboose cars, of which a record was not taken in previous years, was 37,644,038. Adding
together the car mileage of all classes a total of 1,094,363,067 is had.

The average haul of freight in 1909 was 197 miles, as against 206 miles in 1908.

The average number of tons per freight train was 278, or precisely the same figure as in
1908.

The average number of loaded cars per freight train was 16 37, as compared with
16 04 in the year preceding.

The average number of tons per loaded freight car was 16 "98. In 1908 the average
load per car was 17 ' 33 ; so that there was a falling off for the year 1909 of • 35 ton.

The conclusions to be drawn from the facts disclosed in the four preceding paragraphs
are, that, as compared with 1908, there was in 1909 a shortening of the haul by 9 miles,
coupled with a slight reduction in the average load per car, which conditions, however, were
met by a corresponding increase in the average number of loaded cars per train; so that the
average train load remained unaltered.
106— 2 i

20 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

For convenience to tLe eye, the statistical facts given above are placed in tabular form
as follows: —

1907.

1908.

1909,

Tons hauled

Tons hauled one mile

Tons hauled one mile per mile of line. .

Average haul, miles

Freight train mileage

Mixed train mileage

Revenue from freight

Average tons per train

Average cars per train

Average tons per car

Average receipts per ton per mile, cent.

63,866,135;

11,687,711,830,

518,486

183

38,923,890

5,971,414

$94,995,087

260:

16-92

15-37

-815

12

63,071,167

,961,512,519

564,378

206

40,476,-370

6,210,807

S93,746,655

278

16 04

17-33

-723

66,842,258

13,160,-567,550

545,991

197

40,304,906

7,061,580

$95,714,783

278

16-37

16-98

•727

The commodities which entered into the freight business of the railways for 1907. 1908
and 1909 were as follow: —

1907

1908.

1909.

Tons.

Tons.

Tons.

Products of agriculture. . —

Grain

Flour

Other mill products

Hay

Tobacco

Cotton

Fruit and vegetables

Other products of agriculture...
Products of animals —

Live stock

Dressed meats

Other packing hovise products. .

Poultry game and fish

• Wool

Hides and leather

Other products of animals

Products of mines —

Anthracite coal

Bituminous coal

Coke

Ores

Stone, sand, &c

Other products of mines

Products of forest

Lumber

Other products of forests

Manufactures —

Petroleum and other oils

Sugar

Naval stores

Iron, pig and bloom

Iron and steel rails

Castings and machinery

Bar and sheet metal

Cement brick and lime

Agricultural implements

Wagons, carriages, tools, &c. . . .

Wines, liquors and beers

Household goods and furniture.

Other manufactures

Merchandise

Miscellaneous

5,776,731

5,270,935

6,8.37,506

1,402,386

1,565,008

1,758,894

654,179

836,877

1,156,071

803,918

643,695

861,265

10,042

23,235

26,462

22,164 ,

70,203

122,-300

562,716 1

803,777

845,930

289,525

183,237

354,835

1,118,141

1,156,772

1,206,221

400,900 ;

455,580

554,984

463,647 i

444,841

436,529

128,432 j

151,100

175,081

23,472 1

33,318

37,236

154,157 1

141,341

202,968

180,517

89,407

194,468

1,635,628

3,735,141

4,600,514

11,805,060

12,320,584

11,647,728

547,303

845,702

1,061,829

2,209,860

2,953,353

3,147,487

2,083,336 !

2,538,333

3,096,416

178,985 1

243,054

377,087

7,542,475 1

10,317,541

7,759,393

2,687,160 1

2,594,685

3,835,614

270,810

390,331

464,953

232,620

451,641

701,319

1,674

3,742

22,509

304,136

583,948

593,950

190,380 ,

628,988

446,678

231,159 1

858,914

897,849

87,958

353,802

337,866

1,393,792

1,421,678

1,789,994

223,664

281,834

306,724

42,129

96,197

119,463

191,576

209,912

238,808

256,208 '

269,299

301,401

4,448,535

1,105,433

1,681,078

2,309,084

2,008,267

2,393,285

5,533,426 ;

6,935,135

6,234,372

RAILWAY STATISTICS

21

SESSIONAL PAPER No. 20b

The alx)ve classified items aggregate 66,830,019 tons, which is within a few thousand
tons of the gross tonnage for the year. Of that amount 36,075,101 tons originated on the
reporting roads, and 30,754,918 tons were received from connecting lines.

Separated into classes the following totals are given: —

1907.

1908.

1909.

Tons.

Tons.

Tons.

Products of agriculture | 9,521,(

Products of animal.s 2,469,!

Products of mines j 18,460,]

Products of forests 10,229, (

Manufactures • ' 7,974,(

Merchandise ' 2,309,(

Miscellaneous 5,533,'

Totals 56,497,?85 | 63,019,900 i 66,830,019

,661
,266
,172
,635
,641
,084
,426

,396,967
,472,359
,636,227
,912,226
,655,719
,008,067
,938,135

,963,263
,807,487
,931,061
,595,007
,902,592
,393,285
,234,372

It is both interesting and instructive to observe the relationship which each of these
classes bears to the whole volume of freight traffic. Expressed in percentages the facts
are as follow: —

1909.

Products of agriculture
Products of animals. . . .

Products of mines

Products of forests

Manufactures

Merchandise

Miscellaneous

17-91

4-21

35-81

17-35

11-82

3-58

9-32

It will be seen that the first four classes, which might be regarded as commanding low
rates, because transported in large bulk, made up 75.28 per cent of the total.

22

DEPARTMENT OF RAILWAYS AND CANALS '

9-10 EDWARD VII.. A. 1910

EARNINGS AND OPERATING EXPENSES.

The aggregate earnings of raihvays for the year 1909 were $145,056,336,19 — a decrease
of $1,861,977.42 as compared with 1908.

The operating expenses were $104,600,084.43, or $2,704,058.08 less tlian for the pre-
ceding year.

Tlie foUowmg is a statement of earnings and operating expenses since 1875: —

Year.

Earnings.

Operating

expenses.

Percentage of

operating

expenses to

earnings.

1875.
1876.
1877.
1878.
1879.
1880.
1881.
1882.
1883.
1884.
1885.
1886.
1887.
1888.
1889.
1890.
1891.
1892.
1893.
1894.
1895.
1896.
1897.
1898.
1899.
1900.
1901.
1902.
1903.
1904.
1905.
1906.
1907.
1908.
1909.

19,
19,
18,
20,
19,
23,
27,
29,
33,
33,
32,
33,
38,
42,
42,
46,
48,
51,
52,
49,
46,
50,
52,
59,
62,
70,
72,
83,
96,
100,
106,
125,
146,
146,
145,

470,539
358,084
742,053
520,078
925,066
561,447
987,508
027,789
244,586
421,705
227,469
389,381
841 , 609
159,152
149,615
843,826
192,099
685,768
042,396
552,528
785,486
545,569
353,276
715,105
243,784
740,270
898,749
666,503
064,526
219,436
467,198
322,865
738,214
918,314
050,336

15,775,532
15,802,721
15,290,091
16,100,102
16,188,282
16,840,705
20,121,418
22,390,708
24,691,667
25.595,341
24,015,351
24,117,582
27,624,683
30,652,046
31,038,045
32,913,350
34,960,449
36,488,228 '
36,616,033
35,218,432
32,749,668 i
35,042,654
35,168,665
39,137,549 |
40,706,217 ■
47,699,798
50,368,726
57,343,592
67,481,523
74,563,161
79,977,573
87,129,434
103,748,672
107,304,143
104,600,084

81
81
81
78
81
71
71
77
74
76
74
72
71
72
73
70
72
70
70
71
69
69
67
65
65
67
69
68
70
74
75
69
70
73
72

EARNINGS.

The net revenue for 1909 was $40,456,251.76, showing a betterment of $842,080.66
as against 1908.

Net earnings for 1909 were equal to $1,678.40 per mile of railway. This was $46.50
less than the re,«;ult for 1908, showing that railway mileage had increased at a more rapid
rate than had net earnings. In other words, the new mileage had not in 1909 attained to
the normal earning power of the older mileage, and to that extent represented a diluting
agency.

The net earnings of $40,456,251.76 represented 3 09 per cent on a capitalization of
$1,308,481,416. If, however, the same net earnings are applied to the capital liability of
the railways which created them, and account is not taken of the obligations of those corpor-

RAILWAY STATISTICS

23

SESSIONAL PAPER No. 20b

ations which failed to make ends meet, the return rises to 3 93 per cent. Thirty-six rail-
ways, out of a total of 87, had a deficit in 1909. In fact, the same 30 lines have for vears
been apparently operated at a loss — a condition which will be dealt with next year in con-
nection with the revision of capital liability. An examination of the facts in relation to the
railways which carried at least 70 per cent of the whole traffic of the Dominion in 1909 will
show that, so far as those lines are concerned, a substantial return on investment was earned.
' The net earnings as above indicated represent the remainder after all deficits have been
deducted, which, as has been said, involves a considerable dilution.

The gross revenue for 1909, considered in relation to its various sources, gives the follow-
ing results : —

cts.

Per cent.

Passenger service

Freight service

Station and train privileges, &c. . . .
Telegraphs, rents and other sources

Total

45,282,326 27

96,685,076 23

493,895 13

2,595,038 56

145,056,336 19

31-21

66-65

•35

1-79

The significance of the foregoing proportions will be better understood in the light of
the relationship which earnings from freight .and passenger services bear to total earnings
in other countries. The following examples may be given : —

Freight.

Passengers.

All other.

United States

70-44
50-35
65-22
53-64
52-63
66-65

21-81
41 -94
27-20
44-51
43 02
31-21

7-75

7-71

Germany

7-58
1 -85

Switzerland

4-35
2-14

It is not practicable, owing to several changes in the method of accounting, to make a
comparison with the corresponding items of revenue in preceding, years. The following
items, however, are comparable: —

1909.

cts.

cts.

cts.

Passeng.r service 47,730.652 29 46.854,158 97 45,282,326 27

Freight .service ; 94.995,087 81 93,746,655 45 96,685,076 23

24 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII.. A. 1910
Following is an analysis of the earnings from passenger service: —

190S.

1909.

Pa.ssengers

Mails

Express

Other sources

Total,

39,184,437 04
1,626,704 64
3,277,695 09i
1,641,814 921

$ cts.l

39,992,503 11
1,670,120 90
3,486,300 63
1,705,234 33

.*« cts.

39,073,488 84

1,723,180 97

3,561,170 96

924,485 50

45,730,652 29

48,854,158 97 45,282,326 27

It will be observed, as has already been pointed out, that the receipts from passengers
show a decline for the year. On the other hand, mails and express reveal an increase. The
falling off in other sources of passenger revenue is in part accounted for by a change in the
classification, which transferred some of the items to outside operations.

The gross earnings per mile of railway were $6,017.93 as compared with $6,397.21
in 1908.

The net earnings were $1,678.40 per mile of line, a decrease from the preceding year
of $46.50.

The average revenue per passenger was $1 . 195, representing a gain of .020 over 1908.

The average receipts per ton of freight were $1 .432, a falling off to the extent of .054
as against the preceding year.

The earnings per passenger train mile were $1 . 150. In 1908 the average was $1 .228.
The loss of . 078 is accounted for by a decrease in the revenue from passenger train service,
and an increase in the passenger train mileage.

The earnings per freight train mile w^ere $2,041. For 1908 the figures were $2,008.

The earnings per train mile, for all trains, amounted to $1,816, as against $1,868 in
1908.

The earnings from all sources other than freight and passenger service were equsd to
2.14 per cent of the whole. The proportion of freight, passenger and other earnings to
total earnings was as follows: — •

1907.

1
1908.

1909.

Freight service

64-73

31-16

4-11

63-81

31-89

4-30

66-65

31 -21

All other

214

It is instructive to know that in the United States the ratio of freight earnings is higher
than in Canada, while the passenger earnings are lower, the percentages being 70.44 and
21 .81 respectively. On the other hand, in Great Britain passenger service represents 41 .94
per cent of the whole, and freight service 50 . 35.

It is not practicable to carry the comparison of earning powers in Canada back beyond
1907, for the reason that a different classification of accounts prevailed prior to that vear.

RAILWAY STATISTICS

25

SESSIONAL PAPER No. 20b

On the basis of accoutiting which was then in vogue the following table, having reference to
the years from 1875 to 1906, has some measure of value: — -

Year. Pa-;.^enger?;.

Per
cent.

Freight.

Per
tent .

Mail and
Express.

Per

cent .

Other
Sources.

1875.
1876.
1877.
1878.
1879.
1880.
1881.
1882.
1883.
1884.
1885.
1886.
1887.
1888.
1889.
1890.
1891.
1892.
1893.
1894.
1895.
1896.
1897.
1898.
1899.
1900.
1901.
1902.
1903,
1904.
1905.
1906.

Per
cent.

Total.

•S

6,410,934
6,254,866
6,458,493
6,386,325
6,459,598
7,076,339
8,223,2.54
10,018,4771
10,538,119
11,204,036
10,559,796'
10,261,691
11,867,597
12,744,636,
13,242,708
13,731,768
14,286,408
14,788,465,
15,087,2991
15,452,420;
13,311,440^
13,747,773'
13,929,346i
15,622,311
15,929,583!
18,581,452;
19,396,302,
22,600,090
24,862,109
26,901,831,
28,959,649!
33,392,188!

92 12,

25 12,
46 11,
12 13,
41 12,
03 15,
34 18,
51 17,
69 21,
70'20,
7619,
73 21,
55 24,
22 26,

41 26,
31 29
64 30
611.33
12|.32

18 29

42 29

19 32
48.33
1638

59 40

26 45

60 46
01 53
88,63
84 64

20 68
6481

073,570
211,158
351,264
129,191
509,093
506,935
666,982
729,945
320,208
763,243,
962,0581
,183,9671
,581,047
,410,084]
,671,049!
,921,788!
,548,6451
,230,121'
,935,028
,982,482
,545,490
,368,082
,522,102
,508,175
,101,036
,643,699
,665,103
,986,672
,089,448
,673,919i
,203,320
,433,115

62 00

63 OS
60-40
63-98
62-77
65-81
66-69

61 07
64-13:

62 121
61-94
63-44
63-28

62 -62
63-27
63-87
63-38
64-28
63-28
60-50

63 15

64 03
62-88
64-48
64-42
64-52
64-01
64-52

65 -67
64-53
64 13
64-97

1
1
1
1
1
1
1
1
1
1
1
2
2
5 2

693,250
703,994
744,741
795,797,
789,926
851,288
946,159
,037,460
,108,208;
,155,044!
,283,307
,4.32,360
,575, 157
,627,731
,681,162
,757,977
,904,961
,995,059
,151,769
,182,942
,198,4601
,396,082;
,624,573
,732,0041
,842,6811
,012,486
,105,4571
,273,302
,396,145
,031,662
,961,769
,510,649

3-56
3-63
3-97
3-87
3-96|
3-18
3-37
3-57

33i

45
98
02
05
85
98
3-961
3-95

501
4-59

292,:

188, (

217,;

208,:

166,'

102, (

145,;

235,!

261,

299,

422,

511,

771,

1,376,

554,

1,423,

1,452,

1,672,

1,868,

1,934,

1,730,

2,033,

2,278,

2,852,

3,370,

3,502,

3,731,

3,806,

4,716,

4,612,

5,342,

5,986,

784

1-52

064

0-96

554

116

763

lOll

448

0-83'

075

0-43

332

0-51

857

0-81

423

0-78

880

0-89

306

1-31

362

1-53

992

1-98

699

3-26'

694

1-29

592

3-25

083

3-01

121

3-23

298

3-59;

682

3-94[

096

3,681

069

4-02i

106

4-35

613

4-77

483

5-41

632

4-95'

885

5-12

,437

! 4 -54j

,823

4-91;

,022

4-61

,459

5 01

,912

4-77

19,470,539
19,358,084
18,742,053
20,520,078
19,925,066
23,561,447
27,987,508
29,027,789
33,244,586
33,421,705
32,227,469
33,389,381
38,841,609
42,159,152
42,149,615
46,843,826
48,192,099
51,685,768
52,042,396
49,552,528
46,785,486
50,545,569
52,353,276
59,715,105
62,243,784
70,740,270
72,898,749
83,666,503
96,064,526
100,219,436
106,467,198
125,322,865

OPERATING EXPENSES.

The operatmg expenses for 1909 amounted to $104,600,084.43, a decrease, as com-
pared with 1908, of $2,704,058 .08.

The proportion of operating expenses to gross earnings was 72.11. This was . 93 less
than in 1908.

The distribution of operating expenses was as follows: —

1908.

Per
cent.

Wav and structures 20,778,609 78

Equipment 20,273,625 95

Traffic expenses

Transportation 62,486,270 59

General expenses 3, 765, 636 19

19-37
18"-89

58-23
3-51

21,153,274 46
*21,510,303 59

3,798,824 57
54,284,587 41 '

3,853,094 40 !

20 22
20 56

3-63
51 89

3-70

26

DEPARTMKXT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Tlie above percentajijes show clearly that, whereas the operating expenses were reduced
\erv considerably during the year, the economies did not apply to the up-keep of physical
features. The proportion of outlay on maintenance of way and structures, and maintenance
of equipment, was in both instances higher than for 190S. The saving eflected, therefore,
had reference almost wholly to the cost of conducting transportation, as will be made dear
later.

It is not j)ossible to make a comparison of the various divisions of operating expenses
for 1909 with those of 1907 and 1908, for the reason that during the past year the division
of traffic expenses was created. The items classified under that head, however, have been
taken almost entirely from transportation. Maintenance of way and structures and main-
tenance of equipment were left undisturbed; so that a comparison with respect to those
classes may be made with accuracy. Following are the facts for the years 1907, 1908 and
1909:—

Way and structures
Equipment
Traffic

Transportation
General expenses

1909.

20-22
20-56

3-63
51-89

3-70

The comparison of dollars and cents in this connection is not so effective; yet it has
its direct value. The results for the three years are as follows : —

1907.

1908.

1909.

S

20,887,091 66
08

Way and structures

Equipment 21,666,373

Traffic expenses

Transportation

General expenses

$ cts.

20,778,609 78
20,273,625 95

S

cts.

i

57,325,543 26
3,869,664 27

62,486,270 59
3,765,636 19

21,153,274 46
21,510,303 59

3,798,824 57
54,284,587 41

3,853,094 40

It was deemed expedient to elaborate operating expenses very considerably for 1909, in
pursuance of the revision of accounting practice which had been foreshadowed in 1908.
The multiplication of items and subdividing of accounts has, for the time being, made it
difficult, in some cases impossible, to carry out close comparisons; but ample compensation
for this interruption will be had in the detailed information afforded by the new classification.

RAIUVA Y ^iTATlSTlCS

27

SESSIONAL PAPER No. 20b

A complete analysis of operating expenses for 1909 yields the following details:

-Amount .

Per

cent.

S cts.

Maintenance of Way and Structured-
Superintendence

Ballast

Ties

Rails

Other track material

Roadway and track

Removal of snow and ice

Tunnels

Bridges, trestles and culverts

Over and under grade crossings

Grade crossings, fences, &c

Snow fences and sheds

Signals and interlocking plants

Telegraph and telephone lines

Electric power transmission _

Building-!, fixtures and grounds "

Docks and wharTs

Roadway tools and supplies

Injuries to persons.

Stationery and printing

Other expenses

Maintaining joint tracks, yards, &c., net balance.
Maintenance of Equipment —

Superintendence

Steam locomotives, repairs

" " renewals

Electric locomotives, repairs

Passenger train cars, "

" " renewals

Freight " repairs

" " renewals '.....

Work equipment, repairs

" " renewals

Floating equipment, repairs

Shop machinery and tools

Power plant equipment

Injuries to persons

Stationery and printing

Other expenses

Maintaining joint equipment at term.inals — Or. . . .

Equipment loaned and borrowed — Dr

Traffic expenses —

Superintendence

Outside agencies

Advertising

Traffic associations

Fast freight lines

Industrial and immigration bureaus

Stationery and printing

Other expenses

Transportation Expenses —

Superintendence

Despatching trains

Station employees

Weighing and car service association

Coal and ore docks

Station supplies and expenses

Yardmasters and their clerks

Yard conductors and brakemen

Yard, switch and signal tenders

Yard supplies and expenses

Yard enginemen

En:;nie house expenses — yard

Fuel for yard locomotives

Water for 5^ard locomotives

Lubricants for yard lo?omotives

Other supplies for yard locomotives

Operating joint yards, &c., balan:'e — Dr

7.59

,240 98

198

796 80

2,678

384 80

2-

1 , 343

471 77

1-

1,084

342 40

1-

8,469

429 03

8-

1,139

,937 37

1-

IS

,413 27

1,603

291 03

1-

37

179 87

528

,111 60

91

538 47

131

419 79

246

934 48

4

646 36

2,241

319 79

2-

187

879 64

23^

798 60

42

563 21

40

519 73

25

741 90

32

984 57

497

292 54

9,427

704 22

9-

411

781 23

11

060 55

2,595

472 23

2-

158

959 43

5,893

635 61

o •

879

717 84

454

543 08

87

618 41

44

111 84

761

738 82

7

119 51

33

614 04

64

883 49

121

201 13

4

298 56

60

653 23

789

829 20

1,630

331 55

1-

698

539 25

74

397 04

303

285 09

18

856 06

278

799 24

4

787 14

1,258

246 56

1 ■

794

148 07

7,144

573 81

6-

46

049 36

19

909 99

798

021 05

374

334 16

1,533

070 52

1-

183

210,94

71

682 94

1,144

827 42

1-

337

421 60

1,433

354 45

1-

80

869.73

31

159 05

34

274 79

424

953 72

28

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Transportation Expen^e-J —

Molormen

Road enginemen

Engine house expenses — road

Fuel for road locomotives

Water for road locomotives

Lubricants for road locomotives

Other supplies

Operating power plant

Road traimnen

Train supplies and expenses •

Interloekers, block and other signals — operation of.

Crossing flagmen and gatemen

Drawbridge operation

Clearing wrecks _•

Telegraph and telephone — operation

Operating floating equipment

Express service

Stationery and printing

Other expenses

Less and damage — freight

" " baggage

Damage to property

" stock on right of way

Injuries to persons

Operating joint tracks — Dr

General Expenses —

Salaries and expenses of general offices

" " clerks and attendants.. ...

General office supplies and expenses

Law expenses

Insurance

Relief department expenses

Pensions.

Stationery and printing

Other expenses _

General administration joint tracks, &c. — Dr

Per

. Amount.

cent.

$

cts.

10

599

40

•01

6,305

,369

08

6

02

2,075

177

82

1

98

16,111

095

45

15

40

746

594

70

71

245

976

65

23

287

462

54

27

28

515

15

02

6,584

565

63

G

29

2,201

549

IS

o

10

223

370

27

21

117

726

84

11

37

313

04

03

330

212

24

31

216

322

74

20

331

446

35

31

6

532

66

00

479

151

53

46

238

914

58

21

1,004

774

74

96

21

973

64

02

163

483

71

15

59

626

02

05

657

Oil

728

14
69

63

76

07

739

028

29

07

1,126

730

58

1

06

227

096

50

21

480

924

76

46

593

060

31

56

29

941

71

02

188

282

26

18

152

910

01

14

296

749

50

27

18

370 48

02

The foregoing details of operatuig expenses are so much more numerous than in pre-
vious years as to make a complete comparrison by items impracticable. Selecting what
may be regarded as the principal accounts, which remain unchanged, and for convenience
Using only percentages, tie following facts will be instructive : —

1909.

Rails

Ties

Repairs and renewals of locomotives. . .
" " passenger cars.

" " freight cars

" " work cars

Shop machinery and tools

Fuel for locomotives

Water supply for locomotives

Station employees

" supplies

Advert ising

Outside agencies.

Stationery and printing

Loss and damage

Injuries to persons

Clearing wrecks

Train supplies and expenses

1 27

1 49

1-28

2 35 i

2 05

2 56

8-45 I

7 48

9-40

2 61

2 54

2-63

7-32 i

6-40

6 46

•15

•57

•52

' -78

•72

•73

5 99

16-54

16 77

•69

•71

•79

5 95 i

6 30

6^83

•71

•71

•76

•47

•53

•66

124

140

1 .56

•90

•95

•95

•94

115

119

■67

•70

•63

■45

•35

•31

1 97

2 00

210

RAILWAY STATISTICS

29

SESSIONAL PAPER No. 20b

The above statement leaves over 47 per cent of the operating expenses for 19U9 un-
accounted for; but the comparison could not with safety be carried further, In order,
however, that the situation may be viewed for 19U7, 1908 and 1909 within tlie limitations
applicable to those years the following table from railway statistics for 1908 is repeated: —

1907

Per

cent.

1908.

Per

cent.

cts.

cts.

Maintainance of ways and structures —

> Repairs of roadway 1 1 , 160

Renewals of rails 1 , 205

Renewals of ties 2,230

Repairs and renewals — bridges and culverts... . 1,408

" fences, cros.sings, &c 481

buildings. &c 2 , 144

■* " docks and wharfs 103

" telegraph 2()5

Stationer}- and printing -30

Other expenses 78

Maintenance of epuipment —

Superintendence 591

Repairs and renewals of locomotives 7,999

" " passenger cars 2,473

freight cars 6,933

" work cars 146

" marine equipmen .. . 3-3
" shoD macliin?rv and

tools. ' 7.38

Stationery and printing 74

Other expenses 815

Conducting transportation —

Superintendence '. 1 , 61 1

Engine and roundhouse men 7,814

Fuel for locomotives 15, 137

Water supply for locomotives 656

Oil, tallow and waste for locomotive; 409

Other supplies for locomotives 195

Train service 6 , 228

Train supplies and expenses 1 , 873

Switchmen, flagmen, &c 2, 013

Telegraph expenses 2,562

Station service 5, 634

Station supplies 671

Switching charges — balance 114

Car mileage — balance., 1 , 156

Hire of equipment — balance 106

Loss and damage 892

Injuries to persons 642

Clearing wTecks 426

Operating marine equipment 918

Advertising 451

Outside agencies ' 1 , ISO

Commissions 77

Stock yards and elevators 1^5

Rents for tracks, terminals, &c 542

Rents for buildings, &c 202

Stationery and printing 603

Other expenses 236

Greneral expenses —

Salaries of general officers 723

Salaries of clerks, &c 918

General office expenses and supplies 195

Insurance 509

Law expenses 396

Stationerv and printing 163

Other e.vpen.ses 265

086 67

11 79

10,640,542

68

9 93

088 24

127

1,604,594

76

1-49

575 56

2 35

2,204,083

47

2 05

552 02

1^48

1,465,753

45

1^37

129 18

•50

519,671

89

•49

109 9S

2-26

2,690,915

90

2-51

2S0 37

10

167,017

45

•16

183 58

•28

294,301

15

■27

599 20

•03

43,924

32

•04

663 70

•08

1,122,793

11

1-05

196 OS

•62

621,032

61

•58

802 52

8-45

8,008,613

01

7-48

908 84

2-61

2.723,846

82

2 04

574 61

7-32

6,855,843

98

6-40

148 39

•15

608,109

17

•57

221 35

•03

52,181

21

•05

833 13

•78

779,160

38

■72

406 22

•07

77,384

68

•07

751 04

•86

523 , 535

96

■49

,297 91

1^70

1,956,260

03

1^S3

,573 02

8-25

9,471,240

67

8-84

504 48

15-99

17,718,468

24

16-54

,730 03

•69

764,790

58

-71

397 18

■43

383,670

36

-36

,970 04

•20

313,146

02

-29

136 56

6-58

8, 155,855

59

7-61

515 88

1 97

2,136,581

33

2-00

294 16

212

1,690,242

28

1 -58

478 44

2-70

1,757,495

05

1-64

176 10

5-95

6,748,608

03

6-30

972 51

•71

765,240

87

•71

516 96

•12

319,186

77

•30

891 46

122

1,467,775

90

1-31

008 61

•11

115,250

52

•10

937 26

•94

1,232,518

70

115

248 43

•67

758,011

23

•70

784 63

•45

372,627

40

•35

769 17

•97

1,138,272

64

1-06

673 54

•47

571,387

92

•53

134 05

1-24

1,500,272

23

1-40

509 43

•08

365,588

35

•34

304 78

•19

171,887

17

•16

199 81

•57

1,333,401

74

1^24

031 61

•21

135,834

45

•12

426 93

•63

740 -851

59

•69

885 S2

•25

295,729

67

•28

956 74

•76

775,732

94

•72

157 19

•97

1,085,738

37

101

204 97

■26

237-571

05

■22

547 71

•53

615,638

68

■58

383 18

•41

445,076

69

•41

863 19

•17

161,271

64

■15

972 77

•28

386,499

27

•36

30

DEPARTMENT OF RAILWAYS AND CANALS

9-iaEDWARD VII., A. 1910

It is regrettable that the vahie of the above figures for purposes of comparison has to
some extent been sacrificed bv the new chissification of operating expenses; but, as has
been said, it is obvious the loss in that regard will be more than offset bv the usefulness of
the additional information which will hereafter be available.

'J he operating expenses represented $4,339.53 per mile of line, as com])ared with
$4,(372.30 in 19U8.

Ihe cost of running a train one mile in 1909, using the mileage of all trains as a basic
factor, was $1,309, a decrease of .055 as against 1908.

For tlie ten years period between 1900 and 1909 the cost of running a train one mile
has been as follows: —

1900 -864

1901 -944

1902 , 1 •02S

1903 - 1 -117

1904. 1 -216

1905 1 -213

1906 : 1 -198

1907 1 -381

190S 1 -364

1909 1 -309

It will l)e oljserved that the cost of operation per train mile has increased 51 .5 per cent
since 1900. On the other hand, as has been shown on a preceding page, the earnings per
train mile have increased but 41 . 7 per cent within the same time.

Summarizing, for convenient comparison, some of the foregoing facts, the results are as
follow : —

Gross earning-^ 146,738,214

Net earnings 42,989,537

Gross earnings per mile 6,535 64

Net earnings per mile : 1 ,914 73

Earnings per passenger ■ 1 -219

per ton ' 1 -472

pa-s.?enger train mile , 1 -263

freight train mile 2 069

train mile, all trains 1 875

Operating expenses 103,748,672

per mile 4,620 90

Cost of running trains one mile 1 -381

190S.

1909.

146,918,313

145,056,336

39,614,171 '■■

40,456,251

6,397 21 1

6,017 89

1,724 90

1,678 40

1175 ■

iigs

1 -486 1

1-432

1-228 1

1-150

2-008 i

2-041

1 -791

1-816

107,304,143

104,600,084

4,672 30

4,339 53

1 -364

1-309

EQUIPMENT.

In the mim])ers of locomotives and cars there were increases during 1900. The facts
for the past tliree years are as follows : ^-

1907.

1908.

1909.

Locomotive.s . .
Freight cars. . .
Passenger rar.<:

3,504 3,872 , 3,969

107,407 j 115,709 j 117,779

3,642 4,026 ' 4,192

RAILWAY STATISTICS

31

SESSIONAL PAPER No. 20b

In addition to the foregoing, there were 65 locomotives and 9,345 cars under lease.
There were also 7,859, cars returned as being in the company's service. The latter consisted
of 88 officers' and pay cars, 2,608 gravel cars, 117 derrick cars, 1,750 cabooses and 3,296
other cars. Cars of all classes made up a total of 129,830.

The 3,969 locomotiYes were assigned to the following services : —

1907.

190S.

1909.

Passenger.
Freight ...
Switchinc.

1,056

2,539

374

The available motive power for 1909 was equivalent to 165 locomotives for every 1,000
miles of line. On that basis these figures indicate a decrease of 4 locomotives, as compared
with 1908. This reduction was probably due to the fact that the new mileage had not been
brought up to the standard of the older lines in respect of equipment. The returns show
that the average tractive power of locomotives has been steadily rising for years ; so that it
may be safely assumed the 97 locomotives added during the year re]>resented a hauling
capacitv sufficient to compensate for the loss of motive power per thousand miles as expressed
in numbers of engines.

During the year 166 cars were added to the passenger service of the Dominion. The
classification of equipment under this head for the past three years was as follows : —

1907.

190S.

1909.

First class

Second class

Combination

Emigrant

Dining

Parlour

Sleeping

Baggage, express and pcstal.
Other .~

Total

1,300

1,493

1 , 560

472

487

471

405

422

429

272

303

317

105

114

127

63

63

60

212

236

261

782

873

926

31

35

41

3,642

4,026

4,192

The passenger car supply for 1909 was equivalent to 174 cars for every 1,000 miles of
railway.

To the available freight car supply there were added 2,070 cars during the year, bringing
the total up to 117,779. The following comparative statement will show the division of
freight equipment by classes: —

I 1907.

1908.

1909.

Box

Flat

Stock

Coal

Tank

Refrigerator

Other

Total 107,40

68,149

72,863

74,477

20,477 ,

21,759

21,188

4,817

5,047

5,518

10,358

11,616

11,721

132

197

197

1,917

2,423

2,466

1 , 5.57

1,804

2,212

115,709 I 117,779

82

DEPARTMEST OF UMIAVAYSi AND CANALS

9-10 EDWARD VII., A. 1910

'J'he freight equipment for 1909 represented an average of 4,887 cars per 1,000 miles
of line, a falling off to the e.xtent of 152 as compared with tlie preceding year. There were
increases in all classes; but the additions did not keep pace with the expanding mileage.

facts

An analysis of the capacity of the al)ove mentioned classes of cars yields the following

1907.

1908.

1909.

Number

Capacity.

in

tons.

Number.

Capacity.

in

tons.

Number.

Capacity.

in

tons.

Box

66,934

20,118

4,731

10,080

132

1,745

1,820

1,848,980

535,167

122,550

291,638

2,632

48,745

59,200

72,862

21,781

5,047

11,616

197 ;
2,423
1,941

2,048,227

592,496

133,578

362,233

4,000

69,000

07,410

74,479

21,220

5,561

11,721

197

2,465

2,273

2,130,145

584,455

150,800

379,981

4,012

71,085

64,835

Flat

Stock

Coal

Tank

Refrigerator. . . .
Other

105,540 :

2,908,903

115,867

3,277,394

117,916

3,385,313

It will be observed that the increase in the carrying capacity of all freight cars, as against
1908 was 107,919 tons.

The aggregate car siijiply for 1909 w^as equal to one car for every 567 tons of freight
hauled. The tonnage per car in 1908 was 545.

The average carrying capacity of the 117,916 cars in freight service was 28.70 tons, a
gain of .42 over the preceding year. As compared with 1907 the betterment was 1 . 14 tons,
showing ;in appreciable advance towards heavier and larger cars.

There were 122,102 cars fitted with train brakes, and 125,069 with automatic couplers.

1908

TRAIN, CAR AND LOCOMOTIVE MILEAGE.

The total revenue train mileage for 1909 Avas 79,662,216, an increase of 1,024,690 over

There were also 190,812 special train miles, and 3,521,894 non-revenue train mileage.
The division of train mileage for the past three years gives the following results : —

1907.

1908.

1909.

Passenger trains ' 30,220,461 | 31,950,349 i 32,295,730

Freight trains 38,923,890 40,476,370 40,304,906

Mixed trains ; . . 5,971,414 6,210,807, 7,061,580

Total 75,115,765 78,637,526 79,662,216

RAILWAY STATISTICS

33

SESSIONAL PAPER No. 20b

The proportion which each class of train mileage has borne to the total, durincr the
above three year period, is as follows: — ■

Passenger trains
Freight trains.. .
Mixed trains

1907.

40-23

51 81

7-90

1908.

40-63

51-47

7-90

1909.

40-54

50-59

8-87

Following is a statement of train and locomotive mileage since lS7o:

Year.

1875.

1876.

1877,

1878..

1879..

1880.

1881 . .

1882..

1883..

1884. .

1885..

1886..

1887..

1888..

1889..

1890..

1891 . .

1982..

1893..

1894..

1895..

1896..

1897..

1898..

1899..

1900..

1901..

1902..

1903..

1904..

1905..

1906..

1907..

1908..

1909. .

Passenger
Trains.

Freight
Trains.

Mi.xed
Trains.

5,206,353 i

10,910,181

1,503,

5,837,461 ,

9,616,148

2,650,

6,271,980

11,403.517

1 ,775,

6,225,327 1

9,981,786

3,462,

6,987,919 '

6,510,636

7,068,

7,312,168 '

10,775,380

4,157,

8,298,957

15,163,634

2,099,

15,074,891

15,638,013

2,357,

9,651,427

16,123,387

10,951,

9,315,694

15,710,6.30

4,254,

9,511,455

16,382,5.53

4,729,

9,214,131

15,914,127

5,182,

10,838,993

17,997,819

4,-539,

11,859,684

20,651,834

4,763,

12,900,483

20,739,391

5,179,

14,362,870

22,428,249

5,058,

14,987,647

23,592,370

4,819,

15,237,093

24,399,014

4,812,

15,859,978 :

23,220,761

5,305,

16,542,860

21,423,496

5,803,

15,332,276 '

19,939,699

5,389,

15,846,645 i

23,299,776

5,354,

17,237,974

23,595,000

4,947,

19,305,603

26,868,366

4,514,

20,093,378

26,922,348

5,199,

20,922,098

24,662,906

9,592,

19,115,472

23,888,302

10,345,

21,104,036

24,891,813

9,734,

22,095,705

28,840,434

9,446,

23,502,876

28,278,310

9,530,

25,428,018

34,372,998

6,133,

28,071,648

39,045,168

5,606,

30,220,461 1

38,923,890

5,971,

31,950,349 ,

40,476,370

6,210,

32,295,730

40,304,906

7,061,

Total Train
Mileage.

644

1",

,019

18,

316

19,

,334

19,

,450

20,

292

•7-7

487

27,

393

27,

424

34,

595

29,

681

30,

OOi

30,

900

33,

318

37,

506

38,

210

41,

161

43,

361

44,

214

44,

673

43,

915

40,

181

44,

877

45,

424

50,

481

52,

867

55,

620

53,

007

oo.

781

60,

816

61,.

098

65, <

666

"2,

414

/.-),

807

78, (

580

79, (

680

103

450

669

731

427

301

846,

416,

7.58,

623,

481,

638,

391,

819,

849,

399,

448,

385,

770,

661,

500,

7S0,

688,

215,

177,

349,

729,

382,

312,

934,

723,

115,

637,

662,

,178

,628

,813

,447

,689

,449

,306

,411

,092

,676

,689

,086 i

,748

,206

,380

,329

,178

,468

,953

,029

,890

,602

851

283

207

871

394

856

920

002 '

114

482

765

526

216

Engine
Mileage.

51
55
54
60
64
67
68
70
77
80
84
94
100
100
9

,633,026
,001,052
,231,840
,091,600
,735,862
,575,969
,265,003
,374,847
,688,-528
,390,874
,749,239
,359,494
,276,468
,489,229
,708,138
,512,630
,950,343
,994,253
,587,382
,401,514
,3.39,885
,786,960
,729,490
,103,944
,.582,807
,712,252
,621,424
,275,615
,178,493
,508,064
,335,732
,180,788
,154,96fi
,622,241
,865,325

The mileage of loaded freight cars in 1909 was 77.5 ,.543 .4 14. an increase of 26.618,594
over 1908.

Empty car mileage was 281,175,61.5, a decrease of .3.768,914 as compared with the
preceding year.

The mileage of caboose cars amounted to 37,644,038, which, added to the foregoing
items, brought the total car mileage uj) to 1,094,363,067.
206—3

34

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

As has been pointed out on a preceding page, the average number of loaded cars per
train in 1900 was 16 . 37, and the average load per car 16 . 08 tons. The average freight train
load consisted of 278 tons.

The earninnfs per freight train mile and per ton of freight hauled are shown in the
following table: —

Year.

Freight
Earnings.

Freight Train
Mileage.

Number of

Tons

Carried.

Earnings per

Freight
Train Mile.

Average
Earnings
per Ton
Carried.

1875
1876
1887
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1093
1904
1905
1906
1907
1908
1909

12,
12,
11.
13,
12,
15,
18,
1",
21,
20,
19,
21,
24,
26,
26,
29,
30,
33,
32,
29,
29,
32,
33,
38,
40,
45,
46,
53,
63,
64,
68,
81,
94,
93,
95,

073
211
321
129
509
506
666
729
320
763
962
183
581
410
671
921
584
230
935
982
545
36S
522
508
101
643
665
986
0S9
673
203
433
995
746
714

,570
,158
,264
,191
,093
,935
,982
,945
,208
,243
,058
,967
,047
,084
,049
,788
,645
,121
,028
,482
,490
,082
,102
,175
,036
,699
,103
,672
,448
,919
,320
,115
,087
,655
,783

Mileage.

12

473, <

12

266,

13

178,

13

444,

13

579,

14

932,

17

263,

18

013,

27

074,

19

965,

21

112,

21

096,

22

537,

25

415,

25

918,

27

486,

28

,411,

29

211,

28

525,

27

227,

25

329,

28

653,

28

542,

31

382,

32

121,

34

255,

33

,233,

34

,625,

38

,287,

30

,809,

40

,506,

44

,651,

44

,895,

46

,687,

47

,366,

825
167
833
120
086
672
121
406
761
225
234
684
719
152
897
459
531
375
975
169
614
957
877
790
829
773
922
820
215
126
096
834
304
177
436

Tons.

5

670,

6

331,

6

859,

7

883,

8

348,

9

938,

12

065,

13

575,

13

266,

13

712,

14

659,

15

670,

16

356,

17

172,

17

92S,

20

787,

21

753,

22

189,

22

033,

20

721,

21

524,

24

266,

25

300,

28

785,

31

211,

35

946,

36

999,

42

376,

47

,373,

48

097,

50

893,

ot

966,

63

,866,

63

,071,

66

,842,

,837
,757
,796
,472
,810
,858
,323
,787
,255
,269
,271
,460
,335
,759
,626
,469
,021
,923
,599
,116
,421
,825
,331
,903
,753
,183
,371
,527
,417
,519
,957
,713
,135
,167
,258

$ cts.

988
995
859
977
921
038
081
984

039
946
004
091
039
029
089
075
138
155
101
166
130
174
227
248
332
363
559
648
711
684
824
116
008
041

S cts.

•129
•928
•650
•665
•498
•560
•547

1305

607
514
371
351
502
537
487
439
404
502
496
•446
372
333
324
340
■284
269
261
273
•331
344
•340
•405
•472
•486
•432

The locomotive mileage for the year was 97,865,325. In 1908 it was 100,622,241.
For the years 1907, 1908 and 1900 the locomotive mileage by classes of locomotives
was as follows: —

Class of Locomotive.

1907.

1908.

1909.

Freight

Passenger

Mixed

Switching

Construction

Total

43,824,909
29,110,258

7,492,278
14,816,272

4,911,249

42,291,082
30,504,171

7,410,971
14,941,179

5,474,838

100,154,966 100,622,241

43,280,549

32,282,534

7,237,422

14,832,834

231,986

97,865,325

RAILWAY STATISTICS

35

SESSIONAL PAPER No. 20b

In 1909 the mileage given above under the head of 'construction' was returned as
'special,' and obviously had reference to special trains. The mileage of locomotives
attached to work trains seems to have been omitted during the past year.

CONSUMPTION OF FUEL BY LOCOMOTI\'ES.

In 1909 locomotives consumed 6,832,108 tons of fuel, consisting of 6,799,148 tons of
bituminous coal, 9,675 tons of antlu-acite coal, 2,188 cords of hard wood and 43,658 cords
of soft wood.

Comparing the consumption of fuel for the past three years, the result is as follows: —

Year.

Tons.

Cost.

1907

5,608,954
5,970,791
6,832,108

15 137 504

1908

17 718 4fiS

1909

17 544 449

The cost of fuel in 1909 represented $16,111,095 Tor road locomotives and $1,433,354
for yard locomotives.

In 1909 the fuel consumption by classes of locomotives, the engine mileage and the
amoimt of fuel consumed per 100 miles were as follows : —

CO.^L.

Class of Locomotive.

Anthracite. I Bituminous.

Wood.

Hard.

Total.

Soft.

Miles Run.

Freight. . .
Passenger.

Mixed

Switching.
Special

Total.

Tons.

4,534
2,600
2,314'

227

Tons.

3,816,810

1,824,836

406,963

740,944

9,595

Cords.

1,138

595

364

91

Cords.

Tons.

21,809 3,833,010,

13,739 1,834,700

2,566 410,800

5,492 743,977

52 9,621

43,280,549

32,282,534

7,237,422

14,832,834

231,986

9,675 6,799,148

2,188 43,658, 6,832,108, 97,865,325

Note. — One and a half cords hard wood equals one ton of coal. Two cords soft wood equals one
ton of coal.

For the three year period the fuel consumed by the various classes of locomotives was
as follows: —

Class of Locomotive.

1907.

1908.

1909.

Freight

Passenger

Mixed

Switching

Construction

Total.

206—31

Tons.

3,194,510

1,331,178

303,549

557,576

223,141

Tons. I

3,318,283

1,446,919

350,921

598,092

256,576

5,608,954 5,970,791

Tons.

3,833,010

1,834,700

410,800

743,977

9,621

6,832,108

36

DEPART MEST OF RMIAVXYS AX ft CAXALS

9-10 EDWARD VII., A. 1910

The fuel consumed by each class of locomotive per lOO miles run, aud the cost, are
given in the following statement: —

Class of Locomotives.

Fuel consumed per 100 miles.

1907. 1908. 1909.

Cost of Fuel per 100 miles.

1907.

1908. 1909.

Tons.

Freight 7 -29

Passenger 4 -57

Mixed 4 0.5

Switcliing 3 -76

Construction 4 -54!

Tons.

■84
•74
•73
•00
•69

Tons.

8 •So
5^68
.5^67
5 01
4 14

19^61
12-29
10 89
1011
12 21

23 20
14 03
14 00
11 84
13 88

22-65
14^54
14^51
12 82
10^59

To make the above calculation clear, it should be stated that the average cost of fuel
per ton was $2.69 in 1907, $2.9t) in 1908 and $2.56 in 1909.

ACCIDENTS.

There were 478 persons killed and 1,404 injured by the railways of Canada in 1909.
These figures represent an increase over 1908 of 29 in the nuinber killed and a decrease of
943 in the number injured.

There were also 27 persons killed and 782 injured in railway service from causes other
than the movement of trains, locomotives or cars. The final aggregate would therefore be
505 killed and 2,186 injured.

The accidents during 1907, 1908 and 1909 affected the following classes of persons: —

Killed.

Injured.

1907.

1908.

1909.

1907

190S.

1909.

Passengers

Employees

Trespassers

Non-trespassers

Postal clerks, expressmen, &c
Other persons

Total

70
249
195

70
3

11

598

28

224

156

22

16

3

449

36
182
190

67

478

352

1,126

125

88

7

454

2,152

345

,793

120

59

3

27

2,347

281
897
95
89
25
17

1,404

RAILWAY STATISTICS

37

SESSIONAL PAPER No. 20b

Taking the same three year period, the causes of accidents to passengers were reported
to have been as follows: —

Causes.

Collisions

Derailments

Parting of trains

Falling from trains, <fec.

Jumping on or off

Struck at highway's . . .

" stations

" other points.
Other causes

Total .

Killed.

1907.

1908.

26
21

10

70

Injured.

1909.

1907.

11

14

1

1

28

36

93

127

3

36

38
7
3
1

44

352

1908.

131

1

20

50

5

1

49

345

1909.

83
99

11

1
25

281

The returns for 1909 show that one passenger in every 997,869 was killed, and one
in every 116,311 injured.

Accidents to employees were assigned to the following causes: —

Killed.

Injured.

Cau.ses.

1907. ' 1908.

Coupling or uncoupling 34

Collisions } 46

Derailments 12

Parting of trains I 2

Locomotives or cars breaking down 1

Falling from trains or cars 32

Jumping on or off j 7

Struck by trains, &c 85

Overhead obstructions 2

Other cau-ses 28

Total '' 249

20
25
15

1

1
32

8
81

3
16

224

1909. 1907. 1908. 1909.

18
40
15

1
28

9
53

18

182

141
135

56

16

6

186

66
130

13
377

183

80

60

11

16

185

108

116

14

340

1,126 I 1,113

125

86

65

9

6

142
95
88
11

270

897

38

DEPART M EXT OF R.ULWAYH AXD CANALS

9-10 EDWARD VII., A. 1910
The above accidents were distributed among the following classes of employees : —

Emploj'ees.

Killed.

I.NJVRED.

1907.

1908.

1909.

1907.

1908.

1909.

Trainmf^ri

149
53

7
3
9

1 109

1 36

11

4

11

2

51

113

37

3

2

7

""20"

791

104

47

3

16

3

167

790

307
40
66

284
4

312

693
71
27
10
16
3
77

TrRr-kmpn ...

Switch tenders, watchmen, &c

Stfltinnmpn

Shopmen

Telegraph employees

Other employees

2S

Total

249

224 j

182

j 1,121

1,793

897

The above figures show that of the 19,443 trainmen employed ill 1909, one in everv
172 was killed and one in every 28 injured.

By another standard of reckoning the hazard, it transpired that in 1909 one trainman
was killed for every 737,831 miles trains were run, and one injured for every 120,310 miles.
For the purposes of this calculation the mileage of trains, revenue and non-revenue, was
used.

The accidents to employees from causes other than the movement of trains were dis-
tributed among the following classes: — Stationmen, 5 killed and 32 injured; shopmen, 5
killed and 269 injured; trackmen, 9 killed and 248 injured; other employees, 8 killed and
233 injured.

During 1909 there were 76 persons killed and 72 injured at highway crossings. The
inquiry which was begun in 1908, as to relative number of accidents occurring at urban and
rural crossings, was continued in 1909. Following is the result: —

^

Highway

Cro

5sings.

Killed.

Injured.

1908.

1909.

1908.

1909.

Urban. . .

30

21

33
43

35
33

41
31

Rural.. . .

Total.

51

76

68

72

By reference to a succeeding division of the report it will be seen that in 1909 there
were 1,767 unprotected urban crossings in the Dominion, and 15,426 unprotected rural
crossings. Assuming that all the accidents took place at unprotected crossings, it will be
seen that one person was killed for every 359 and one injured for every 497 of such rural
intersections; while one person was killed for everv 54, and one injured for every 43, unpro-
tected urban crossings. The deduction suggested from these facts is that the hazard bears
a more or less direct relationship to the extent to which any particular crossing is used.

It would appear to be an unwarranted assumption that so called protected cro.ssings
absolutely prevent loss of life or the infliction of injury, particularly at congested {)oints in
large centres. Out of 30 persons killed in 190S at urban crossings, 10 lost their lives at pro-
tected intersections. In 1907 the number was 21. In 1909 the returns show 22. In other

RAILWAY STATISTICS

39

SESSIONAL PAPER No. 20b

words, in 1909, of the 33 fatal accidents at urban crossings, 70 per cent occurred at crossings
having some form of protection. The accidents in such cases befall pedestrians who, in
defiance of the lowered gates, seek to cross the tracks or pass under or over cars.
Following is a summarv of facts in relation to railwav accidents since 1S88: —

Passengers.

Employees.

Others.

Total.

Passexgeks.

\ EARS.

I

t^

One

One

KiUed

Injured.

Killed

Injured.

Killed

Injured.

Killed

Injured.

kiUed
in every

injured
in e^-erj-

188S. . . .

' 20

70

107

619

104

86

213

775

534,931

152,837

1889....

37

103

89

637

S4

135

210

875

328.408

117,971

1890. . . .

11

52

S3

682

124

101

218

835

1,165,569

246,562

1891....

13

105

65

582

118

131

193

818

1,017,120

125,929

1892....

14

43

110

697

109

139

233

879

966,672

314,730

1893....

11

57

72

331

133

120

216

708

1,238,002

238,912

1894. . . .

12

64

67

521

132

107

211

694

1,205,208

225,976

1895. . . .

9

47

51

4S9

127

122

187

65S

1,554,175

297,608

1896. . . .

11

62

46

446

104

111

161

619

1,346,400

238,877

1897. . . .

1

70

76

579

130

158

213

807

2,310,191

231,019

1898. . . .

5

72

98

862

167

163

270

1,097

3,688,809

256,167

1899. . . .

20

119

119

SS2

145

184

284

1,185

956,668

160,784

1900...

7

131

123

941

195

245

325

1,317

3,071,453

164,123

1901....

16

134

lis

970

183

213

317

1,317

1,149,108

137,207

1902....

19

177

146

930

165

221

330

1,328

1,088,419

116,836

1903. . . .

53

258

186

956

181

239

420

1,453

417,900

85,848

1904....

25

232

192

214

178

259

395

705

945,630

101,899

1905. . . .

35

244

206

920

227

193

468

1,357

722,535

103,642

1906....

16

231

139

893

206

241

361

1,365

1,749,361

121,168

1907. . . .

70

352

249

1,126

268

220

587

1,698

459,104

91,299

1908....

28

345

224

1,113

197

209

449

2,347

1,215,893

98,681

1909...

36

281

182

897

260

226

478

1,404

907,869

116,311

Details bv railwavs will be found in Table Xo. 16.

HIGHWAY CROSSINGS.

An effort was made last year, to obtain from the railways specific uiformation with
regard to the number of protected highway .crossings in the Dominion. The word 'guard-
ed' was used, and in several instances it was misunderstood to include a crossing havmg
cattleguards. The data collected was thus rendered valueless. For 1909, the inquiry
was given three aspects: fifst, the number of protected highway crossings; second, how
protected; and third whether the protected crossing was urban or rural as to location.

The returns were complete, and they disclosed the following facts : —

Urban.

Rural.

Total.

Protected crossings 587 492 1 ,079

Unprotected cros.?ings '. 1,767 15,426 17,193

Total ' 2,354

15,918 18,272

It will be seen that 3.09 per cent of rural, and 24.93 of urban, crossings were protected.
The term 'urban' is here applied to cities and towns. Villages are classified as rural.

40

DEPARTMENT OF nMLWAYS AXD C.LV.IL.S

9-10 EDWARD VII., A. 1910

As to the means bv which protection was afforded, the following surannarv gives the facts
in that regard.: —

How Protected.

Urban.

By gates

By overhead bridge.s

Bv subwaj-s

By bells

By watchmen

Total

34

1.33

190

110

213

16G

39 i

/ 1

16

101

492

1 1

587

The inquiry as to highway crossings will be continued, and the information thus gathered
will accurately show to what extent the menace from this source is being reduced by the
adoption of protective measures.

RAILWAY EMPLOYEES.

There were 12.5,19.5 employees in the service of Canadian railways on June 30, 1909,
as compared with 106,404 on the same date 1908. This gain of 18,791 brought the figures for
1909 ahead of the record for 1907, by 1,183.

Salaries and wages amounted to $63,216,062.08, or equal to 6 J. 43 per cent of the
total operating expenses.

Following is a statement showing the number of emplovees bv classes for the vears
1907, 1908 and 1909:—

1907

1908.

1909.

General officers

Other officers

General office clerks

Station agents

Other stationmen

Enginemen

Firemen

Conductors

Other trainmen

Machinists

Carpenters

Other shopmen

Section foremen

Other trackmen

Switch tenders, &c . . .

Telegraph operators

Employees — floating equipment
All other employees

Total

336

318

328

461

526

574

4,214

4,795

5,967

2,536

2,522

2,624

11,829

8,908

10,739

4,351

3,868

4,104

4,7^

4,206

4,330

2,911

2,719

2,831

8,261

7,507

8,178

2,486

2,759

3,294

3,215

3,190

3,377

12,579

11,873

13,858

3,903

4,017

4,216

30,614

20,068

28,401

2,364

1,849

1,624

2,987

2,686

2,899

5,426

7,273

9,324

20,779

17,320

18,527

124,012

106,404

125,195

The above numl:)ers for 1909, were equal to .5.19 emplovees per mile of line, as com-
pared with 4.63 for 1908.

RAILWAY STATISTICS

41

SESSIONAL PAPER No. 20b

For the first time an analysis of salaries and wages has been made, showing the average
daily compensation by classes: —

1907.

1908.

1909.

General officers

Other officers

General office clerk.s

Station agents

Other stationmen

Enginemen

Firemen

Conductors

Other trainmen

Machinists

Carpenters

Other shopmen

Section foremen

Other trackmen

Switch tenders, &c

Telegraph operators

Emploj^ees — floating equipment
All other employees

1 74

11 59

4 11

4 03

1 70

1 81

1 91

2 04

1 56

1 71

3 89

4 53

2 42

2 50

3 20

3 30

1 92

2 06

2 41

2 68

2 09

2 19

1 99

2 16

2 06

2 25

1 45

1 57

1 84

1 81

1 88

2 07

1 18

1 10

1 81

1 87

1

73

4

59

1

81

2

09

1

65

4

13

2

52

3

31

2

13

2

89

2

23

2

33

2

15

1

59

2

00

2

09

1

26

1

95

The outstanding feature in the above table is the fact of increases to all classes, as
between 1907 and 1909, with the single exception of general officers.

The distribution of salaries and wages during the past three years, has been as follows : —

1909.

Way and structures 15,398,885

Equipment .

Traffic expenses

Transportation expenses .
General expenses

12,161,917

27,398,553
3,760,138

14,715,572
13,008,104

28,479,096
4,173,835

14,249,186
14,623,930

5,353,607
24,656,585

4,333,354

The new division of Traffic Expenses, it may be explained, was created almost wholly
on t of Transporta tion Expenses .

TAXATION OF RAILWAYS.

The tax bill of Canadian railwavs amounted to $1,594,880 in 1909, an increase over
1908 of $275,480.

It is thought well to repeat the information given last year, with regard to the basis of
taxation in the several provinces:

Ontario. — Section 6 of 'An Act to Supplement the Revenues of the Crown,' assented to
on April 14 last, provides:

'Every company owning, operating or using a railway shall pay a tax of $60 per mile
for one track, and, where the line consists of two or more tracks, of $20 per mile for each
additional track, owned, operated or used in any organized county; and of $40 per mile
for one track, and, where the line consists of two or more tracks, of $10 per mile for each

42 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

additional track, in territory without county organization: provided that a company owning,
operating or using a railway which, either by itself or in conjunction with any other railway
leased by it or to which it is leased or with which it is amalgamated or together with which
it forms one system does not exceed 150 miles in length from terminus to terminus, shall
in lieu of the said tax pay a tax of $15 per mile for one track and, where the line consists
of two or more tracks, of $5 per mile for each additional track, and where the railway or
system does not exceed 30 miles in length from terminus to terminus a tax of $10 per mile
for one track and $5 per mile for each additional track.

'Every company owTiing, operating or using a street railway or part thereof in a city
for carrying passengers shall pay for each mile of track within the cits- a tax of: (a) $20
when such mileage does not exceed twenty miles; (b) $35 when such mileage exceeds 20
miles but does not exceed 30 miles; (e) $45 when such mileage exceeds 30 miles but does
not exceed 50 miles, and (cl) $60 when such mileage exceeds 50 miles. The mileage shall
be computed on the single track, each mile of double track being counted as two miles of
single track; but in calculating the mileage switches or sidings, tracks into car stables or
car sheds, Y's and curves laid at street corners and portions of track not in general use
for passenger traffic shall not be counted.'

The municipalities also impose taxes on railways in Ontario.

Quebec. — Section S of 'The Act to impose taxes on Commercial Corporations, etc.,'
reads :

' Every railway company owning, operating or using in whole or in part in this province,
a steam or electric railway, shall pay upon each main line thirty dollars per mile for one
track, and, where the line consists of two or more tracks, fifteen dollars per mile for each
additional track owTied, operated or used as aforesaid; upon each branch line twenty dollars
per mile for one track, and where the line consists of two or more tracks, ten dollars per mile
for each additional track.'

A municipal tax also exists in the province of Quebec. . ■

Nova Scotia and Neiv Brunsxcick. — In neither of these provinces are railways subject
to any form of taxation.

Manitoba. — Section 5 of the Act relating to Railway Taxation enacts:

'In order to supplement the Revenue of the Cro\\Ti in the province of Manitoba every
.railroad company at present owning or operating, or which mav hereafter own or operate,
any line or lines of railroad within the said province shall annually pay to the Crown in the
province a part or portion of the gross earnings of such railway companies in the province of
Manitoba as follows: — In and for the year 1900, 1901 and 1902, two per cent of the gross
earnmgs of such companies. In each and every year after the year 1902 such sums as may
be determined by the Lieutenant Governor in Council not exceeding, however, three per
cent of the gross earnings of the companies.'

Saskatchewan. — Section 3 of the 'Act respecting the Taxation of the Earnings of Rail-
way Companies' provides as follows: —

'Every railway company at present owning or operating or which may hereafter own
or operate any line or lines of railway situated or partly situated within Saskatchewan shall
during the year one thousand nine hundred and eight and annually thereafter pay to the
Crown in this province such part or portion of its gross earnings derived from the said line
or lines of railway or such portions thereof as are within Saskatchewan as may be determined
by the Lieutenant Governor in Council not to exceed the following: — (a) In respect of that
part of the railway or branch of railway in operation for seven years or more three per cent
of the gross earnings derived from the operation of the same; (b) In respect of that part of
the railway or branch of railway in operation for five years or more and less than seven years
one and one-half per cent of such gross earnings: Provided that no tax shall be payable
hereunder on the gross earnings of any railway or branch thereof until such railway or branch
has been in operation for five years.'

Alberta. — Railways are taxed on a rate of one per cent upon their actual value. Pend-
ing an inquiry as to the facts in that regard, the yalue is assumed by law to be $20,000 per
mile. On that basis taxes have been levied during the past two years.

RAILWAY STATISTICS 43

SESSIONAL PAPER No. 20b

ELECTRIC RAILWAYS.

A complete reorgauizatiou of the basis of reporting bv electric railways took place
during the year. Since the collection of statistics began in 1901 it had been the practice
to merely distribute schedules for the purposes of the annual return to this department.
These schedules were probably the best that could be devised in the absence of any pattern
or experience in dealing with such data. They were more or less general in character.
Each railway followed its own method of accounting. The essential facts with regard to
capital, public service, earnings, operating ex|3enses, employees, equipment and accidents
were no doubt accurately reported; but they were not in a form to permit of comparisons
being made. Important and useful details were lacking. In the meantime, the number
of lines multiplied and the business of electric railways increased greatly. The time was
opportune for the installation of a new and carefully considered system in relation to statistics.

Classifications and schedules were printed and distributed; but this heavy task could
not be carried out until nearly six months of the railway year had passed. It had been my
privilege, however, to meet the members of the Canadian Street Railway Association on
11th November, 1908, and to explain to them the general features of the proposed changes.
They heartily approved of the new plan, and expressed their willingness to co-operate. I
desire in this way to gratefully recognize the response of electric railway corporations to
the demands made upon them under circumstances which must have been exceedingly
inconvenient to many of them.

This year, however, for the first time the legal right of the department to ask for sta-
tistical information from corporations operating under a provincial charter has been ques-
tioned. This gra^e issue was raised by the largest reporting railway in the Dominion,
the Montreal Street Railway Company. It would not, perhaps, be proper for me to discuss
the technical aspects of this matter; but it will at least be generally conceded that, if any
doubt exists as to the jurisdiction of the department in the premises, public interests demand
that legislative steps should immediately be taken to set that point at rest. Canada has
now adopted a system of street railway statistics which secures a uniform standard of report-
ing over North America, and it would be on the side of retrogression if it should lie in the
power of any single corporation to render nugatory, or even to cripple, this commendable
movement. In this instance, the Montreal Street Railway Company declined to conform
with the requirements of the new schedules, for the reason above indicated, and to that
extent the statistical tables for 1909 are incomplete.

The total mileage of electric railways in Canada in 1909 may be put at 988.97. This
would show a decrease of 3.06 miles, as compared with 1908; but there was actually an
increase. There has all along been confusion on the part of reporting lines as to the proper
method of computing mileage, due almost wholly to the lack of a specific classification on
the subject. Ihat difficulty has been remo-sed, and hereafter the facts in relation to
mileage will be returned on a uniform basis. The mileage of 988.97 for 1909, following
the analogy of steam railways, refers to first main track. The details with respect to mileage
are as follows: —

Length of first main track 988.970

Length of second main track 215. 0.57

Total length of main track 1,204.027

Length of sidings and turnouts 83.624

Total, computed as single track 1,287. 651

44 DEPARTMEST OF RAIL^yAYS AXD CAXALS

9-10 EDWARD VII., A. 1910

It is not possible to tiini back aiul revise the returns for j)receciing years, and the figures
as reported are used in tlie following summarv relating to mileage:—

1901 674 -58*

1902 557-59

1903 759-36

1904 766-50

1905 793-12

1906 S13 -74

1907 S14 -52

- 1908 992-03

1909 988-97

♦Improperly included double track and sidings.

CAPITAL LI.\BILITY.

The paid-up capital on June 30, 1909, aggregated $91,604,989, as against $87,409,885
in 190S. The increase was therefore $4,195,104.

The capital statement for 1907, 1908 and 1909 is as follows:—

1907

1908.

1909.

Stocks

Funded debt. .

Total

43,491,746 50,295,2661 51,946,433
31,166,976 37,114,619 39,658,556

74,658,7221 87,409,885 91,604,989

From the foregoing has been omitted the subsidies paid by governments and munici-
palities. These amounted to $493,346 in 1908. They do not form a proper charge to
capital.

E.\RXIXGS AND OPERATING EXPENSE.S.

The gross earnings for the year 1909 were $14,824,936.5.5, showing a gain of $817,887
over the preceding year.

The following is a comparison of earnings for the years 1907, 1908 and 1909: —

1907

1908.

1909.

-Passenger

Freight

Mails and expre.*
Other earnings...

Total. .

12,013,421

344,367

41,951

233,190

13,233,724

346,021'

.54,883

372,421

14,080,755

386,092

110,452

34,185

12,630,430 14,007,049 14,611,484

The decrease in 'other'earnings' for 1909 is accounted for by a change of classification,
which limited this item to 'other car earnings,' and transferred suras previously credited
under this head to 'miscellaneous income,' which forms part of the account dealing with
net income.

RAILWAY STATISTICS

45

SESSIONAL PAPER No. 20b

The balance sheet for the year 1909. prepared in accorduTice ^vith the new form, is
as follows: —

Earnings and income :

Gross earnings from operation S14, SI 1,725 97

Miscellaneous income 988,124 96

Operating expenses $8,885,235 70

Deductions from income:

Taxes 843,959 12

Interest on funded debt 1,213, 142 24

Interest on floating debt 104,573 13

Other deductions 36,631 99

15,799,850 93

11,083,542 18

Net income S 4, 716, 308 75

It must be remembered, of course, that the o{)erating expenses as given above include

$246,192.77 of net loss bv certain railways.

The above net income was equal to 5. 13 per cent on the electric railwav capitalization

of $91,604,989.

The operating expenses for 1909 were $8,884,090.71. These figures are slightlv below

those given in the statement above, in consequence of misunderstandings with respect to

the charging of certain small items imder the new classification. They fit, however, to the

following details : — —

Maintenance of waj' and structures:

Track and roadway

Electric line

Buildings and fixtures

Maintenance of equipment :.

Steam plant

Electric plaiit

Cars

Electric equipment of cars

Miscellaneous equipment

Miscellaneous shop expenses

Transportation — Operation of power plant :

Power plant wages

Fuel for power

Water for jjower

Lubricants and waste for power plant

Miscellaneous supplies and expenses

Hired power

Transportation — Operation of cars:

Superintendence

Wages of conductors

Wages of motormen

Wages, miscellaneous car service employees.

Wages, car house employees

Car service supplies

Miscellaneous car service expemses

Hired equipment

Cleaning and sanding track

Removal of snow and ice

General :

Salaries of general officers

Salaries of clerks

Printing and stationery

Miscellaneous office expenses

Store expenses

Stable expenses

Advertising and attractions

Miscellaneous general expenses

Damages

Legal expeiLses — damages

Miscellaneous legal expenses

Rent of land and buildings

Rent of track and teirninals

Insurance

The above operating expenses were equal to .59 . 93 of the gross earnings
proportion was 62.08.

§386,646

54

94,249

33

50,241

32

18,008

61

36,682

74

405,497

36

321,050

88

48,317

04

39,608

67

127,015

19

184,719

72

20,818

00

8,262

43

26,124

49

686,128

63

1.30,475

58

1,181,244

60

1,150,002

77

121,009

71

307,351

76

53,713

15

75,940

59

25,988

40

26,703

64

100,1.54

28

1.53,665

61

154,213

.54

28,157

11

32,422

53

20,1.33

95

17,059

3S

.55,343

96

151,. 399

58

201,877

48

19,147

15

26,764

29

15,628

20

73,087

IS

85,235

41

rnings. In 1908 th

46 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
PUBLIC SERVICE.

'J'lie electric niilwuys of Canada carried 314,020,671 fare passengers in 1900, and
81,670,945 transfer })assengers — making 395,697,616 in the aggregate.

Using the primary total for purposes of comparison, it is interesting to observe the growth
of passenger traffic since 1901. Following are the figures: —

1901 120,934,656

1902 137,681,402

1903 155,662,812

1904 181,689,998

1905 203,467,317

1906 . 237,655,074

1907 273,999,404

1908 299,099,309

1909 314,026,671

The total car mileage was 60,152,846, of which 737,720 was in connection with the
carrying of freight, mails and express.

EQUIPMENT.

There were of all classes 3,544 cars in the service of electric railways in 1909. These
were classified as follows: —

Passenger, closed 1 , 689

" open 1,017

" combination ' 337

Freight 152

Mail, express and baggage 20

Combination, passenger and freight 7

Work 85

Snow ploughs 54

Sweepers 90

Miscellaneous 93

Total 3,544

EMPLOYEES.

The number of employees in 1909 was 10,557 — a gain of 603 over 1908. The aggregate
of salaries and wages paid to this staff was $6,761,281.12. This sum was equal to 77.84
per cent of the total operating expenses.

The employees were distributed according to the following division: — -

General Administration —

General officers 132

General office clerks 413

Maintenance —

Superintendents 72

Other employees 3 , 548

Transportation —

Superintendents 100

Other emploj'ees 6,292

Total 10,557

RAILWAY STATISTICS 47

SESSIONAL PAPER No. 20b

ACCIDENTS.

The return of accidents for 1909 shows 68 persons killed and 2,139 injured — an increase
over 1908 of one in the number killed and 256 in the nuxnber^of injured.
These accidents were divided up as follo^\s: —

Killed, i Injured.

Passengers.
Emploj^ees.
Others

Total.

11

1,303

7

21s

50

618

68

2,139

The following summary of statistical facts will be instructive: —

48

DEl'ARTMEM OF RAIUVAY^ AND CAXALS

9-10 EDWARD VII., A. 1910

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RAILWAY STATISTICS

49

SESSIONAL PAPER No. 20b

b a> 3)
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50 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Details with respect to the foregoing facts will be foinui in tables forming the body of
the annexed report.

I have the hononr to be,
Sir,
Your obedient servant,

J. L. PAYNE,

CompiroUcr of Statistics.

RAILWAY STATISTICS 51

SESSIONAL PAPER No. 20b
Taale 1. — Location of Steam Railway of the Dominion of Canada, to June 30, 1909

Name of Railway.

Distance.

Description.

Alberta Railwaj' and Irri-
gation Co

Albert Southern.

From Lethbridge, Alberta, to Coutts, on International

boundary, 4 ft. 8i in. gauge

Also third rail for 20 miles, making a gauge of 3 ft.
Stirling to Cardston

Harvey Branch Junction to Alma, N.B

Harvey Branch, Albert, to Harvey Bank, N.B.

Algoma Central and Hud-'

son Bay ISault Ste. Marie to Chippewa — Main line

i Branch — Michipicoten to Helen Mines

I " Josephine Junction to Josephine Mine.

Atlantic, Quebec and West-|

em i82 miles under construction

Bale des Chaleurs in At Ian-,

tic and Lake Superior

System.
Bay of Quints Railway. .

Bedlington and Nelson. . .

Beersville Coal and Railway
Co

Brandon, Saskatchewan
and Hudson Bay ....

Metapedia Station on I.C.R. to Paspebiac, 100 miles.

Deseronto to Bannockbum

" west of Deseronto

Yarker to Sydenham

International boundary at Port Hill to Jet. Can. Pac.
Ry. at Crest on, and from Jet. with C. P. R. at Sirdar
to Kuscomok '.

76 00

2 00

11-37

Bessemer and Barry's Bay.
British Yukon

From Adams ville to Moimt Carl5'le

International boundary at Bannerman to Brandon,
Man

Buctouche and Monet on. . .

Brock ville, West port and
North Western

Bruce Mines and Algoma. .

Canada Atlantic, including
Ottawa, Amprior and
Parry Sound Railway,
now in Grand Trunk Sys-
tem

White Pass to White Horse Spur, B.C., and Branch to

White Horse ,• • ■

Moncton, on Intercolonial Railway, to Buctouche, N.B.

Brockville to Westport, Ont . .

Town of Bruce Mines to Rock Lake Mine .

Central Counties f

Leased to Canada At Ian- ^
tic [

Canadian Northern

City of Ottawa to Junction with Grand Trunk at La-
colle and U. S. boimdary. Cresses the St. Lawrence
at Coteau bj' bridge. "Connects with Grand Trunk
Railway at Coteau and LacoUe, and Ottawa to
Depot Harbour, Lake Huron, near Parry Sound. . . .

From Glen Robertson, on Canada Atlantic, to Hawkes-
bury, Ont

South Indian, on Canada Atlantic, to Rockland

100-00

89-37

23-97
8-63

69-45
o-OO

90-32
32-00

45-00
17-28

22-24
16-25

Port Arthur to Rainy River

International boundary- to Wirmipeg

Beaver to Edmonton

Branches — Stanley Junction to Gunflint Lake

" Carman Junction to Somerset ■ ■ ■

" Neepawa Junction to McCreary Junction.

" Gilbert Piains Junction to Prince Albert. .

" Sift on Junction to Winnipgosis

" Emerson to South Junction

" Winnipeg Transfer Track

" Rossbum Junction to Riissell

" Greenway to Adelpha ._

" Arizona Junction to Brandon Junction. . .

" Brandon Junction to Carberry

286 -90

108 -oof

751 -36

66 -90

78-60

70 -40

360 -60

21 -20

72 -70

9-96

104-20

52 10j

77 OO'

22-80

396 -41

38-49

'20b-U

52

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 1. — Showing Locatiou of Railways, &c. — Continued.

Name of Railway.

Description.

Distance.

Miles.

Total.

Canadian Northern — Con.

Branches — Oak Point Junction to Oak Point

" Hartnej- to Virden

" Battlcford to Battleford Junction

" Brandon to Regina

" Edmonton Junction to Mornville

" Edmonton to Stony Plains

" Oakland to Tobogan

" Thundcrhill Junction to Provincial boun-
dary

60-40
37-40
8-00
220 02
22-90
21-40
17-30

20-10

Canada Coals and Railway
Co., now Maritime Rail-
way, Coal and Power Co.

Canada Southern

Leased .

Canada Eastern, now in-
cluded in Intercolonial

Railway .

Canadian Pacific-
Owned

Montreal and Western.

Brockville and Ottawa Ry,

Maccan Station, I.C.R., to Joggins Coal Mine

Main Line — Windsor, Ont., to Suspension Bridge

Amherst burg Branch — E.-ssex Centre to Amherst burg. .
St. Clair Branch— St. Clair Junction to Courtwright. . .
Fort Erie Branch — Fort Erie to Welland Junction. . . .
Erie and Niagara Branch — Old Fort Erie to Niagara. .

Oil Springs Branch — Oil Springs to Oil City

Sarnia, Chatham and Erie — Oil City to Petrolia

Leamington and St. Clair — Comber to Leamington.. . .

Late Northern and Western of New Brunswick.
Fredericton to Loggieville

226 IS
16-83
62-63
17-50
30-60
5-50
7 00
15-95

2,490-24

15 00

125 -00

LakeTemiscamingue Colon-
ization

Main Line — Montreal to Vancouver

Branches — Coleridge to Crows Nest

" Quebec to St. Martins Junction

" Piles Junction to Grand Piles

" Berthier Junction to Berthier

" Joliette Junction to St. F^4ix

" Ste. Therese Junction to St. Jdrome

Ste. Th^r^s^ to St. Eustache

" St. Ji'>rome to Labelle

" St. Lin Junction to St. Lin

" Buckingham Stn. to Buckingham Village. .

" CarJeton Junction to Brockville

" Sudbury to Sault St. Marie

" Sudbury to Copper Mines

" D^^nent to Ottamine

" Molson to Lac du Bonnet

" McGregor to Varcoe

" Whittier Junction to Emerson

" Rugby Junction to Manitou

" Rugby Junction to Gimli

" Rosenfeldt to Gretna

" Rugby Junction to Komarno

" Rudyard to Kaleida

f Kcnmay to Estevan

Souris Branch . \ Glenboro' to Souris

[ Deloraine to Napinka

Branches — Schwitzer Junction to Regina

" North Portal to Pasqua

" New Westminster Jet. to New Westminster

Mattawa to Kippewa

Mission Junction to Sumas..
Revelstoke to Arrow Head..
Vancouver to Coal Harbour.

Three Forks to Sandon

Wood Bay to Mowbray

Cranbrook to Kimberh-

Deloraine to Lvleton

214 -90

159 -80

26-90

2-10

16-60

13-30

6-00

66-90

15-10

3-20

44-90

179 -30

5-60

6-90

21-50

55-50

63-80

100-40

56-10

13-80

45-80

6-50

156 -20

46-00

18-60

208 -20

166 -30

8-20

47-20
10 00
27-40)
1-20
4-30
25 -90
19 10
37-40

382-19

2,905-90

RAILWAY STATISTICS

53

SESSIONAL PAPER No. 20b

Table 1. — Showing Location of Eailways, &c. — Continued.

Distance.

Name of Railway.

Description.

Miles. Total

Canadian Pacific — Con.
Lake Temiscamingue Col-
onization

Lines leased.

Branches — Femie to Femie Mines

" Kirkella to Wilkie

" Marj'sville Junction to Marysville.

" Crows Xest to Kootenay Landing.

" Selkirk Junction to Selkirk

*" Wolseley to Rest on

" Lauder to Tilston

" Bolton Junction to Romford

" Moosejaw to Outlook

" Stouffhton to Wevburn

Total mileage owned.

Atlantic and Xorth-west (in Canada) —

South end Lachine Bridge to Maine boun-
dary. Que .'

Renfrew Jet. to Eganville, Ont

181 -90
18-80

St. Lawrence and Ottawa —

Ottawa to Prescott, Ont

Chaudiere Junction to Sussex St., Ottawa.

Ontario and Quebec- —

Montreal (Windsor Sta.) to Toronto Jet. . .

Mile End to Adirondack Jet -

St. Luc Jet. to Western Jet

Toronto Jet. to Toronto (Union Station). .
Leaside Jet '' " . . .
London to Windsor

51-70
6-60

339 -00

10-00

1-70

4-90

5-30

112-60

Credit Valley —

Toronto Junction to St. Thomas. . . .
Streetsville Junction to Melville Jet.
Cataract to Elora

116

-90

31

•60

27

•30

West Ontario Pacific — Woodstock to London

Toronto, Grey and Bruce — |

Toronto Junction to Owen Sound 116 -401

Orangeville Junction to Teeswater 67 -SO

Wingham Junction to Winghara 4 •BO

Mount Forest Tank to Mount Forest 1 -20

Guelph .Junction —

Guelph Junction on Credit Valley Rv. to

i Guelph

iMontreal and Lake Maskinonge —

I St. Felix to St. Gabriel de Brandon

Montreal and Ottawa —

Vaudreuil to Jet. with Canada Atlantic. . . 86^70
Rigaud to Pt. Fortune 6 -SO

Lindsay,, Bobcaygeon and Pontypool —

Burketon Junction to Bobcaj'geon

Toronto, Hamilton and Buffalo —

Mamilton Junction to Hamilton

Cap de la Madeleine —

Froui Main Line C. P. R., at Junction with

Piles branch to Cap de la Madeleine

New Brunswick —

Woodstock to Maine boundary

Xewbury Junction to Fredericton

Aroostook Junction to Edmondston

59-50
60-70
57-10

5-60
430 10

0 90
182^10

0 90

122 40

28 50

226 20

118-50

37 00

3,053 10

5,959 00

200-70

58-30

474-50

175 -80
26-70

190 oo!

14 90
11 00

93 50

38 -70;

I
2 70

I

I

2 30
177 30

54

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 1. — Showing Location of Railways, »S:c. — Continued.

Name of Railway.

Description.

Distance.

Miles. Total

Canadian Pacific — Con. St. John and Maine —

Leased lines i Vanceboro to St. John

Fairville to West St. John.

90-30:
3-40

Fredericton —

Fredericton Junction to Fredericton.

New Brunswick and Canada — I

McAdam Junction to St. Stephen 33 -90

Watt Junction to St. Andrews 27-50

McAdam Junction to Woodstock 51-10

Debec Junction to Maine boundary 5-10

St. Stephen and Milltown Ry. — ■

St. Stephen to Milltown '

Tobique Valley —

Perth Centre to Plaster Rock.

Manitoba and Northwestern —

Portage la Prairie to Wj-nyard 312 -30j

Binscarth to Russell H -30^

Saskatchewan and Western — Minnedosa to I

Rapid City 18 -20|

Manitoba Southwestern Colonization — |

Manitou to Deloraine 100 -50

Rugby Junction to Glenboro' 102 -70

Elm Creek to Carman 12 20

Great Northwest Central-

Chater to Miniota

Forrest to Lenore

71 -00
40-70

British Columbia Southern-
Nelson to Proctor

Curzon to Kingsgate. . . .

20-40'
8-50

Northern Colonization—

Labelle to Nominique

Shuswap and Okanagan — |

From Jet with C. P. R. at Sicamous to i

Lake Okanagan '

Nakusp and Slocan —

Nakusp on Arrow Lake to Three Forks of

Carpenter's Creek, B. C

jColumbia and Western —

Ca.stlegar Junction to Midway 103 -20

I Castlegar Junction to Rossland 29 -30

' Trail to Smeher Junction 2-00

Mining Spurs, including Rossland to Le Roi 24 -80

Kootenay and Arrowhead —

Lardo to Gerrard

Columbia and Kootenaj'' — [

Nelson to Robson. . . " 27 -40)

Spur to mouth of Kootenay River -SOl

Slocan Junction to Slocan 31 -30

Vancouver and Lulu Island, Vancouver, to Steveston. j
Calgary and Edmonton — j

Calgary Junction to Strathcona 190 -eo!

" to MacLeod Junction... 105 -201

Wetaskiwin to Hardisty 95 -00'

Lacombe to Stettler 49. 60

93 -70

I

22 -lo!

117-60
4-60

27-50

841 -80

215-40

111 -70

28-90
23-50

50-80

36 -40

159-30
33-20

59-50
16-90

440 -40'

RAILWAY STATISTICS

55

SESSIONAL PAPER No. 20b

Table 1. — Showing Location of Eailways, &c. — Continued.

Distance.

Name of Railway.

Description.

Miles. Total.

Canadian Pacific — Con.

Ottawa Northern and Westem-

; Hull to Waltham

' Hull Junction to Maniwaki.. .

Incased lines.

Tilsonburg, Lake Erie and Pacific-

IngersoTl to Port Burwell

Code Junction to Embro

Guelph and Goderich —

Guelph to Goderich

Linwood Junction to Listowel.

77
'80

■50
•90

33
5

•40
•00

80
16

60
•20

Canadian Go\ernnieut Rys.

Xicola, Kamloops, and Similkameen-

Xicola to Spence'.s Bridge

Walkerton and Lucknow —

Walkerton to Saugeen Junction. . .
Georgian Bay and Seaboard —

Victoria Harbour to Coldwater. . . .
St. Marj-'s and Western Ontario —

Embro to St. Marvs

158 •40,

!

38 -40

I

96 so'
47 00
37-60'
13.30
15 70

Total mileage leased.
" owned .

" in Can. Pac. system.

Intercolonial —

Halifax to St. Rosalie Junction

Dartmouth Branch

Truro to Sydney

Pt. du Chene to St. John

Indian Town Branch

St. Leonard Junction to Nicolet

River Ouelle Branch

St. Charles Junction to Chaudiere Junction .

Dalhou-sie Branch ,

Pictou to Oxford Junction

Brown's Point to Stellarton

New Glasgow Junction to Pictou Landing .

Pugwash Junction to Pugwa.sh

Fredericton to Loggieville

Sydney Mines Branch

Freight Branches

796 04

12 00
214-27
101 -29

13 -45

14 70
619

16 73
6-28

69 39

11 90

8 •IS

4-54

124 -80

7^07

43-54

^a\

Windsor Branch (32 miles) of I.C. Rj-. is oper-
ated by Dominion Atlantic Ry.
Prince Edward Island —

Main Line — Tignish to Georgetown 158 ^60

Charlottetown to Murray Harbour 52 -30

Branch — Mount Stewart to Souris 38 40

" Montague Junction to Montague. 6^20

" Emerald to Cape Traverse 12 ^90

Canadian Northern Ontario Toronto to Parry Sound 145 -40

Parrj^ Sound Junction to Sellwood 140 -30

iHawkesbury to South Station 23 -58

Branches 23 -45

Canadian^Northern Quebec.

Hawker^bury to River a Pierre 169-00

Montfort Junction to Huberdeau 33 -00

St. Jerome to Montfort Junction 15 -20

Montreal to .Joliette 36-20

Branches 13-40

13,649 30
5,959 00

9,608 30

1,450-37

269 -33

1,719 70

332 -73

266 80

56

DEPARTMEXr OF RAILWAYS AXD CANALS

9-10 EDWARD VII., A. 1910
Table 1. — Showing Location of Railways, &c. — Continued.

Name of Railway.

Description.

Distance.

Miles. Total

Cape Breton Railway.
Caraquet

Point Tupper to St. Peters
Terminal at St. Peters ....

From Gloucester Junction, Intercolonial Railway, 5
miles south of Bathurst Station, easterly along the
south shore of Baie des Chaleurs to Shippigan Har-
bour, X. B

Carillon and Grenville.

Carillon to Grenville, Que., connecting at both termini

I with Ottawa River Navigation Company's steamers

(Gauge, 5 ft. 6 in )

Central Ontario.

Picton to Trenton Junction 32 -17

Trenton Junction to Coe Hill 72 -60

Ormsby Junction to Maj-nootli 35 -36

Cential Railway of New
Brunswick, now New
Brunswick Coal and Rail-
way Company From Norton Station, on the Intercolonial Railwaj'

j to Chipman

[Extension, Chipman to Minto

Campbellford, Lake Ontario

and Western From Cobourg, Ont., to Junction with Central Ontario

[ Railway, 49 miles under construction.

Crows Nest Southern

Cumberland Railway and
Coal Company (formerly
Spring Hill and Parrs-
boro')

Dominion Atlantic, com-
prising Windsor and An-
napolis, Yamaouth and
Annapolis and Com-
wallis Valley and lease of
Windsor Branch of Inter
coloniaf and Midland of
Nova Scotia

International Boundary to Michel, B.C.

Spring Hill Junction, Intercolonial Railway, to Spring
Hill Coal Mines, N.S., and Parrsboro', on the Bay
of Fundj'^

Spring Hill and Oxford Branch, 14 miles from Sprinj
Hill Mines to Oxford Village on the Oxford an(
New Glasgow Branch, I.C.R., not in operation.

Windsor to Yarmouth

Branches —

Wilmot to Torbrook

From Kentville to Kingsport. on Basin of Minas

(formerly Comwallis Valley Railwaj')

Windsor Branch of I.C.R.— Windsor to Windsor
Junction, Intercolonial Railway, 14 miles from

Halifax, leased

Windsor to Truro

Eastern British Columbia.. Corbin to McGillivraj^ B.C.

Edmonton, Yukon and

Pacific. Strathcona to Edmonton. . .

Elgin and Havelock From Elgin, County of Albert, N.B.. to Petitcodiac

Junction with Intercolonial Railway; thence to

Havelock in County of King's, N.B

Havelock to Keith's Mills ;

Esquimalt and Nanaimo.. . Victoria to Wellington, Island of Vancouver ,

30-00

i-oo;

44-66
13-34

170-78

5-26

14-15

31-47
57-21

27 GO
1-00

31 00

68-00

13 00

140-13

58-00

74-18

32 00

278 -87
14-00

4-50

28 -OQ
78-00

RAILWAY STATISTICS

57

SESSIONAL PAPER No. 20b

Table 1. — Showing Location of Railways, &c. — Continued.

Xame of Railwav.

Description.

Distance.

Miles. Total

Fredericton and St. Mary's
Ry. Bridge, now in Inter-
colonial Ry Over the St. John River, connecting the Fredericton^

j Railwaj', at Fredericton, with the New Brunswick'

Railway, and Canada Eastern R3'., at St. Marj-'s.i

Grand Trunk (owned) — ' '

Eastern Division ■

Northern Division.
Middle Division. . .

736 -36

Leased and partlj' owned.

Buffalo and Lake Huron Ry.
j Fort Erie to Goderich. . . .

884-64
1,326 14

161 -30

2,947 14
161 -30

Total mileage owned and leased.

St. Clair Tunnel and ap-
proaches Under the St. Clair River, between Sarnia and Port

Huron — connecting the Grand Trunk Railway with

railroads in State of Michigan

(Length of tunnel between portals 6,000 ft., cj-lindrical
in section with clear inside diameter of 19 ft. 10
inches).
Grand Trunk Pacific Lender construction, 9-45 miles track laid

Gulf Shore Junction with Caraquet Railway at Pokemouche to

i Tracadie operated by Caraquet Ry

Halifax and South-western,! 1

formerly Nova Scotia|

Southern, including Cen-|

tral Nova Scotia. Halifax ]

and Yarmouth and

3,108-44

2-25

16-78

Middleton
Beach. . . .

and Victoria

Hampton and
formerly St.
Upham

St. Martin,
Martin and

Halifax to Yarmouth

Mahone Junction to Lunenburg

Bridgewater Junction to Middleton Junction.

New Germany Junction to Caledonia

Middleton Junction to Victoria Beach

246 -80

7-60

53-20

22-21

40-00

From Hampton on Intercolonial Rj'. to St. Martin, |
County of St. John, N.B., on Bay of Fundy

1-40

Hereford From International Boundary- to Lime Ridge, Quebec,

connects with Canadian Pacific Railway at Cook-
shire, Maine Central at International boundary, and

with Quebec Central at Dudswell

Interprovincial Railwav,
bridge and approaches,!
now included in Ottawa,'

Northern & Western. . . .Across the Ottawa River at City of Ottawa.
Irondale, Bancroft and Ot-
tawa From Junction with Grand Trunk Railway near Kin-

I mount Station, to Bancroft Station

Inverness and Richmond,!
now Inverness Ry. and:
Coal Co Inverness to Point Tupper Junction

Kaslo and Slocan From Kaslo to McGuigan, B.C

jBranches

23-18;
•19i

Kent Northern and leased!

line Richibucto, N.B., to Kent Jet.. Intercolonial Railway.

369 -81
' 30 00

32-85

48

•00

61

•00

23

-37

27

-00

58

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 1. — Showing Location of Kailways, &c. — ContiAued.

Name of Railway.

Description.

Distance.

I

St. Louis and Richibucto. . . Richibucto to St. Louis

Kettle River Valley Grand Forks to Lynch Creek, B.C

Kingston and Pembroke. . . Main Line King.ston to Renfrew

Glendower Branch— Bedford to Zanesville Mine

Robertsville Branch — To Robertsviile Mines

Branches — To Doran's Mills, Charcoal Works Me-
\ Laren's Mills, Bethlehem Iron Mines, Lavant Mills,
I Clyde Forks Mills, Wilson's Mine, Carswell's Mills,

i William's Mine, Cameron Baj'

(Connects with Grand Trunk at Kingston, Canadian
I Pacific at Sharbot Lake and at Renfrew.)

7-00
20 00

103 -40

410

•90

1-40

London to Port Stanley on Lake Erie

From Liverpool. N.S., to Milton

Sudbury to Gertrude Mines

Burks Falls, on Grand Trunk Ry., to Maganetawan
River

Middleton to Victoria Beach.

Klondyke Mines Railway. . Dawson City to Sulphur Springs

Lenora Mount Sicker Lenora Mines to Crofton, B.C

Lotbini^re and Megantic. . Lyster Station, Grand Trunk, to St. Jean des Chaillons.

Lake Erie & Detroit River. Walkerville, Ont., to St. Thomas

Erie and Huron Rondeau to Samia

London and Port. Stanley. .

Liverpool and Milton

Manitoulin and North Shore
Maganetawan River

Middleton and Victoria

Beach, now included in

Halifax and Southwest-
em system

The Manitoba Ry., former-
ly—

The Northern Pacific &
Manitoba, the Winni-
peg Transfer Ry., the
Portage and North-
western the Waskada
and Northeastern leas-
ed to Govt, of Manito-
ba and operated by the
Canadian Northern. . . .
Marmora Ry. and Mining

Co., (formerlj' Ontario,

Belmont and Northern).
Midland of Nova Scotia

(formerly Stewiack Val-

ley).*.

126 -78
72 03

International boundary to Winnipeg, and branches.
Central Ontario Junction to Wanston

Massawippi Valley

From Windsor to Truro, N.S., see Dominion Atlantic
Railway

From Lennoxville to Vermont boundary, there connect-
ing with Connecticut and Passumpsic Rivers Rail-
way; also connects with Grand Trunk and C. P. R
at Lennoxville

Branch — Stanstead Junction to Stanstead

Midland of Manitoba International Boundary' to Portage la Prairie.

" " Morden

Montreal and Vermont Jct.lFrom Junction with Stanstead, Shefford and Chambly

I Railway, 2^ miles east of St. Jolms, P.Q., to .Junction

j with Vermont and Canada Railway, at Vermont

boundary; also connects at Stanbridge with Lake

I Champlain and St. Lawrence Junction Railway. . . .

Montreal, Portland a n d{

Boston, now Montreal &

Province Line 'Junction with Grand Trunk at St. Lambert to Famham

iMarieville to C^saire

Famham to Freligsburgh

31-95
3.51

76-52
15-25

109 SO
31-81
12 00
30 00

198 -81

23-66

5-75

15-83

1-91

350-68
9-60

32 00

8-60

18-00

35.46
91-77

23-60

58-60

RAILWAY STATISTICS

59

SESSIONAL PAPER No. 20b

Table 1. — Showing Location of Railways, &c. — Continued.

Name of Railway.

Description.

Distance.

Miles. Total

Montreal and Atlantic (for-
merly Southeastern)

Main Line — Famham to Richford on International

boundarj'

Sutton Junction to Drununondville

Leased — Lake Champlain and St. Lawrence Junction
— Stanbridge to St. Guillaume

Morris.'iey, Femie and

Michel

Xapie^^■ille Junction

Nelson and Fort Sheppard.

Xew Glasgow Iron, Coal
and Railway Company,
now Nova Scotia Steel
and Coal Co

New Brunswick and Prince
Edward Island

New Brunswick Southern

(formerly Shore Line) . . .

New Westminster Southern

Nosbonsing and Nipissing.

Orford Mountain

Ottawa and New York. . . .
Pembroke Southern leased

to Canada Atlantic

Philipsburg Ry. and Quarrj'

Co

Pontiac and Renfrew

Princeton Branch of Wash-
ington Co., Ry., (U.S.). .

Qu'Appelle, Long Lake and
Saskatchewan (in Can.
Northern System)

Quebec Bridge and appro-
aches to connect adjacent
railways

Quebec and Lake St. John

Quebec Central.

(Connects with Connecticut and Passumpsic, Grand
Trunk and Stanstead, Shefford and Chambly Rys.) .

From Swinton to Carbonado, B.C., and leased line . .

St. Con.stant Junction to Rouse's Point

From Five Mile Point to Fort Sheppard on Interna-
tional boundary, B.C

From Ferrona Junction, I.C.R., to Sunny Brae.

From Sackville Station, Intercolonial Railway to Cape
Tormentine

St. John, N.B., to St. Stephen, N.B.
Douglas to South Westminster

From Lake Xo-bonsing to Lake Nipissing

Windsor Mills to Maissonville

From Ottawa to International boundary near Cornwall.

From Pembroke to Golden Lake

Stanbridge Station of Canadian Pacific and Central
Vermont Railways, to PJiilipsburg, Missisquoi Co. .

From W5Tnan's Station, on Pontiac Pacific Junction
Railway, to Bristol Iron Mines, County Pontiac, Que.

International Boundary near Waring to International
boundary near Woodland j

From Canadian Pacific Railway at Regina, North-
westerly to Long Lake and Prince Albert

Quebec and New Brunswick

Quebec, Montmorency and
Charlevoix

(Across St. Lawrence River at Quebec, under con-
struction 10 miles).

Quebec to Chambord Junction

Chambord Junction to Chicoutimi

Valcartier to Go.sford

Chambord Junction to Roberval

La Tuque Junction to La Tuque

43-70
59-20

102 -90
60-50

176 00

51-00

5-50

14 00

40 -00

Main Line — Sherbrooke to Harlaka Junction, Inter-
colonial Railway 5 miles from Levis, Que 138 -00

Beauce Junction to St. George ' 24 -00

Tring Megantic — Trine Junction to Megantic 60 00

(Connects with Grand Trunk, Canadian Pacific and

Boston and Maine Rys. at Sherbrooke). ,

From Chaudiere Junction to Connors, N.B., 135 miles,l
3 miles under construction). j

Hedleyville, Parish of St. Roch, Quebec, to Cap Tour-

163 -40

10-85
27 06

55 -42

12-50

36 00

82-35
24-10

5-50
55-10
56-90

21-36

6-00
4-25

5 10
255 -50

286-50

222 -00

27 00

60

DEPARTilEXT OF RAILWAYS AXD CANALS

9-10 EDWARD VII., A. 1910
Table 1. — Showing Location of Eailways, &c. — Continued.

Name of Railway.

Description.

Distance.

Miles. I Total.

Quebec, Montreal .^"^l
Southern, comprLsins
East Richelieu Valley
Railway and United
Counties 'Noyan Junction to Bellevue Junction

And South Shore Railwaj-.-Trom Fortierville to Junction with Grand Trunk at St.

Lambert !

St. Constant Junction to Xapierville Junction

Red Mountain .^ From International boundary Line, B.C., to Rossland

Restigouche and Western, ■

now International of New I

Brunswick Campbellton, X.B., to St. Leonard's, 110 miles (30|

I miles under construction)

Rutland and Xoyan i International Boundary to Noj'an Jet

Stanstead, Shefford and' • ~ ,

Chambly ;From Junction with Montreal and Vermont Junction

I Railway, near St. John, Que., easterly to Waterloo. . ,

St. John Bridge and Rail-
waj- Extension, now leas-
ed by Canadian Pacific
Rv

80-82

109-69
1-40

From St. John to Fairville, crosses St. John River at
the Falls by a cantilever steel bridge, and connects
Intercolonial Railway with New Brunswick Rail-
way'. C.P.R., included in Canadian Pacific Svstem,
2 -00 miles.
St. John Valley and Riviere|

du Loup iFrom Fredericton, N.B., to Woodstock, X.B., 66 miles,

I of which 6 miles are built

Salisbury and Harvey (for-
merly Albert Railway)... Salisbury to Albert. N.B

Schomberg and Aurora. . . . jBond Lake, Ont., to Schomberg
St. LawTence and Adiron i

dack From Jet. with Canada Atlantic near Valleyfield to

1 International boundary

jBeauharnois to Junction with Canadian Pacific at

I Adirondack Junction

Leased — Valleyfield to Beauhamoi;
Sydney and Louisburg

'~ ' ' - • - - Sj^dney Harbour to Louisburg Harbour

Branches to coal mines

Sj'dney .Junction to Sydney

I.

(Dominion Coal Co.) .

Spokane and British Col-
umbia

St. Mary's River, now Al-
berta Railway and Irri-
gation Co

Temiscamingue and Xorth-
em Ontario

Thousand Islands.
T^miscouata

Tilsonburg, Lake Erie and
Pacific

19-92

12-90
13-30

39-31

22-43

1-25

Carson to Grand Forks.

Xorth Bay to Cochrane

Englehart to Charlton

Cobalt to Kerr Lake

Hailevburv to Moore's Cove.

251 -40;
7 -SOI
3-90
1-64

Gananoque on St. Lawrence River to Thousand Island
Junction

Riviere du Loup, Que., to Edmundston, X".B., on the

Xew Brunswick Railway ' 81 -00

Branch — Edmund.ston to Cormors, on St. Jolui River. .1 32-00

Port Burwell to^Ingersoll, now in Can. Pac. Rj'.

191 -91
9-59

80 00
3-39

43 -00

50-00
14-40

46 12

62-99
3-70

264-74
6-33

113-00

RAILWAY STATISTICS

61

SESSIONAL PAPER No. 20b

Table 1. — Showing Location of Eailways, &c. — Concluded.

Xame of Railwav.

Description.

Distance.

Miles

Total.

Toronto, Hamilton and
Buffalo, including Brant-
ford, Waterloo and Lake

Erie [Waterford Jet. with Canada Southern to Welland

Junction with Canada Southern — passing through

I the city of Hamilton

Hamilton to Grand Trunk Junction

Belt Line, Hamilton

Trans-Canada From Roberval to Port Simpson across the continent,

60 miles from Roberval, westward under conj=truc-
I tion.

I

Victoria and Sydney Victoria to Sidney, B.C

Victoria Terminal Railway

and Ferry City of Victoria

Vancouver, Victoria and]

Eastern Laurier to Grand Forks

Grand Forks Junction to Phoenix

Grand Forks to Granbj- Smelter

Midway to International Boundary... .

Chopaka to Keremoes

International Boundary to Vancouver.

Cloverdale to Port Guichon

Cloverdale to Sumas

Burrard Inlet to Line

Wellington Colliery Union Bay to Cumberland

York and Carleton Junction with Canada Eastern Ry.

i Station to Rvan Brook. X.B. . " .

at Cross Creek

79 -881
0-27|
3-52'

16-47
25-82

4-74
28-89
18-20
35-84
17-31
29-29'

1-93

83-67

16-26
1-14

178-49
10-75

10-50

Total mileage ! |24,104.I7

62

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 2. — Summary of Mileage Operated for the

Name of Railway.

SiNci.E Tkack.

Line representwd by
Capital Stock.

Main line.

Branches
and spurs .

1 Albert Southern

2 Alberta Ry. & Irrigation Co

3 Atlantic & Lake Superior

4 Atlantic, Quebec & VVebtern . .

5 Algonia Central k Hudson Bay. .

•) Bay of Quinte

7 Bedlington & Nelson

S Bessemer & Barry's Bay

it Brandon, Sask. & Hudson Bay. . .

10 British Yukon

11 Brock ville, Westport & North-

western

12 Bruce Mines & Algoma

1 3 Canada Southern

Canadian Govt. Rys. —

14 Intercolonial ,

1.5 Prince Edward Island.

16 Canadian Northern

17 Canadian Northern, Ontario. . .

18 Canadian Northern, Quebec

19 Canadian Pacific

20 Cape Breton

21 Caraquet

22 Carillon & Grenville

23 Central Ontario

24 (/row's Nest Southern

25 Cumberland Ry. & Coal Co

2fi Dominion Atlantic

27 Edmonton, Yukon & P a c i fi c

(C.N.R.)

28 Eastern British Cohimbia

29 Elgin & Havelock.

30' Esquimalt & Nanaimc

31 (Jrand Trunk (in Canada)

32'(]lrand Trunk (Canada Atlantic)

33 *(irand Trunk Pacific

34 Halifax & Southwestern

35I Hamilton & St. Martins

.36'Hereford

37
38
39
40
41
42
43
44
45

19 00

111 29

lOUOO

20-50

«9G4

78-00

15-30

500

(>9-45

85-80

45 00

17-28

226 18

1,406

1.50

1,146

309

169

2,9U5

31

68

13

140

74

32

242

International of New Brunswick .

Inverness Ry. & Coal Co

Irondale, Bancr?>f t & Ottawa ....

Kalso & Slocan

Kent Northern

Kettle River Valley

Kingston & Pembroke

Klondike Mines

Lake Erie & Detroit River (Pere
Marquette)

46 Liverpool & Milton

47 London & Port Stanley

48 Lotbini^ie & Megantic

49 Maganetawan River

50 Manitoulin & North Shore

51 Maritime Ry. & Coal Co

52 Massawippi Valley

53! Midland of Manitoba

54 'Montreal <fe Atlantic. .

.55 Montreal & Province Line

.56 Montreal & Vermont .Junction. .
57 Morrissey, Fernie & Michel

4-50

1400

27 00

78-00

2,947 -14

396-41

246-80
30 00
52 85
80 00
61-00
48 00
23 18
2700
20 00

103-40
31-81

198 81

5 ■ 0(»

23-66

«0-00

1-91

12 91

12-00

35-46

91 77

102-90

50 00

" 23-60

5 82

Line of

Line

Line I Line

Total

^"■O" 'onen.ted^P*''''***'''"''®''?'*'"^! -,
prietaryl \V^^^^ under under I nnleage

com-
panies.

53

11 37

4 52

156 01

43 -.54

118-43

1,315-22

19 -75

97-80

2,750-30

under
lease.

contract
&c.

8-67

2,457-50

5-26

100

123 01

-19
6-40

-75

2-92
3 00]

8-60

349-44

trackagel oi>erated.
rights.

1-60

1-75
'i'j'66

255-50
370

1,310-60 184 00

16 -78

31 47

59-85

00

40-30

3-80

37-30

9-60

14-42

161-30

13 71

60-50

5 03

2.30

19-00

113-42

100 00

22 ■ 25

89-64

108-37

23-97

5-00

69-45

90-32

45-00

17 -28

352 19

1,490-67
269-33

3,096-42
336 53

266-80

9,645-60

31 00

84-78

13 00
14973

74-18

32-00

293-29

4-50

14 00
28 00
78 00

3,122-15
456-26

372-11
30 00
52-85
80 00
61 00
48 00
23-37
34 00
20 00

109-80
31-81

-42

136-78 335 59

5.75

24 -08
30-00
1-91
15-83
1500
38-41
92-76
163-40
58-60
23-60
10 85

2-95
-99

*■ Under construction 945 miles ; track laid June 30, 1909.

RAILWAY STATISTICS

63

SESSIONAL PAPER No. 20b

Year ended June 30, 1909— All Tracks.

Second Tr.\ck.

1

New line

con-
structed
during
year.

Rails. 1

Line represented bj ■
Capital Stock. '

Lines |
operated
under
lease.

Lines

operated
under

trackage
rights.

Total
Mileage j
operated.

New line

con-
structed
during
year.

[

Rails.

Steel.

1

t

1

Iron.

steel.

Main 1
line. \

Branches
and spurs.

g

Z

19-00

111-82

100 00

20-50

89-64

«9-37

23-97

500

69 45

90-32

4500

17-28

382-19

1,450-37

269 33

3,096 42

332 73

266-80

9,608-30

31-00

84-78

13 00

149-73

74 -18

32 00

276-03

4 50

14-00

2800

78 0<J

3,108-44

456-26

1

1

i

2

3

4

1

5

6

7

8

9

10

11

; '

12

226-18
16- 00

16 80

37 60

242-98
53-60

242-98
16 00

13

14

15

■

16

17

18

385-10

98 10

483-20

483-20

19

20

21

22

23

" 2-84

24

25

26

27

28

29

m

706-48
-88

706-48
-88

706-48
-88

31

32

33

369-81
30-00
52-85
80-00
61-00
48 00
23-37
34-00
20-0^1

103-40
31 81

198-81
5-75
23 66
.3000
1 91
15-83
15-00
35 - 46

34
35

36

37

38

39
40
4J
42
43
44

6-40

1

1

1

45

i

46

1

1

47

i

1

48

'

. . . .

1

!

1

49

1

1

.50

1

51

6-40

1

52

!

9177

6-4C

53

i::::'::'

163-40
58-60
23-60
10-85

6-40

54

5i>

;

56

157

64

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 2. — Summary of Mileage Operated for the

Name of Railway.

SiNOLK Track.

s

~Line represented by
Capital Stock.

Line of
proprie- 1

tary i

com-
panies.

t;„„ 1 Line |

opeXd'oi'-::^

Line
operated

under

trackage

rights.

Total
mileage
operated.

i

Main line.

Branches
and Spurs.

under
lease.

contract
&c.

'iS

Moncton & liuctonche

Napierville Junction

Nelson & Fort Sheppard

New Brunswick Coal & Ry.Cc. ..
New Brunswick & Prince Ed-
ward Island . .

New Brunswick Southern

New Westminster Southern. ...

North Shore ... . ...

Noslxinsing &. Nipissing

Nova Scotia Steel & Coal Co ... .

32 00
27 -06
55-42
58-00

3600

82-19

24 10

6 13

5-50

12-50

28-60

56-90

600

4-25

5 10

138 Of.)

24 00

240-00

191-91

9-59

.S 39

32 00

fi*)

2706

60

5-42^

60 -84

61

58-00

62

36 00

6S

-16

82 35

64

1-48

25

8

5

12

55

58

6

4

5

222

27

286

191

9

3

50

. 14

43

2

55

64

3

113

264

6

88

12

179

16

1
10
10

58

65

2-50
26-50

6S

66

67

50
50

68

10

«)9

Ottawa & New York

Phillipsburg Ry. & Quarry Co . . .

1-90

80

70

00-

71

95

72

Princeton Branch of Washmg-
ton Co. Rv. U.S

10

7S

Quebec Central

Quebec Ry. Light & Power Co. . .

Quebec & Lake St. John

Quebec, Montreal & Southern.. . .

84-00

00

74

300

00

75

46-50

50

76

91

77

59

78

39

79

45 00
14 40
43 00
2 25
32-82
39 00

500

m

80

Schomberg (fe Aurora

Stanstead, Shefiford & Chambly
St Clair Tunnel

40

81

00

S''

?5

83

81

St. Lawrence & Adirondack

Sydney & Louisburg

22-90

"'"i-69

13-30

8-92
1-20

04

19

85

3-70

70

«6

113-00

251-40

6- 08

79-88

1200

178-49

16-26

1 14
10-75
10-50

00

87

Temiskaming& Northern Ontario

Thousand Islands

Toronto, Hamilton & Buffalo

13-34

-25

379

74

SS

S3

89

4-36

OH

90

00

91

Vancouver, Victoria & Eastern. . .

Victoria & Sydney

Victoria Terminal Ry. & Ferry
Co

1-48

97

qo

?6

93

14

94

AVellington Colliery Co

75

95

.50

Final Totals

14,258-60

4,903-54

1 2,458-59

1,866 -34

617-10

30008

24,404-25

RAILWAY STATISTICS

65

SESSIONAL PAPER No. 20b

Year ending June 30, 1909. — All Tracks. — Continued.

Second Track.

New

line
construct-
ed during

Year.

Rails.

Line represented by
Capital Stotk.

Lines

operated

under

lease.

Line
operated

Total

Xe\v line '

construct-]

ed during

year, j

Rails.

Iron.

Steel.

Main Branches
line. and Spurs.

trackage operated,
rights.

Steel.

E

D

3200
27 OB
55-42
58-00

36 00

82-35

24-10

8 G3

5-50

12-50

55-10

5C-90

6-00

4-25

5 10

1

;

1

58

• •

59

GO

61

6?

63

64

... .

6".

66

67

68

69

1

■■;:.:...

7(1

71

•

79

222 00

27-00

286 50

191 1)1

73

600

GOO

000

74

75

1

76

9 59 '

339 i -

77

78

3000

2000
14-40
43 00

2-25
46-12
62 99

3-70
11300
264-74

6 33

1

79

80

■■

81
82

83

84

•

85

\

86

87

...

88

83-tj7

'» fU

2-04

204

89

12-00

178-49

90

91

16-26

1-14
10-75
10 50

9?

93

::: :::.

94

95

39-24

24 064 93' 1 SW-O.S

16-80

98-10

37-60

! 1,501-58

1

1,463 98

'

206—5

66

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Taulk 2. — Summary of Mileage operated for

Nauif of Railway.

Y.\nn Track and Sidings.

Line represented; .« ^
by Capitiil Stock, i <r ns

»- s

S * 5

Total
Mileage
operated.

New
line con-
structed
during

>-ear.

Rails.

e

Main line.

Br'hs

and

spurs.

° s i

Iron

Steel.

1

Albert Southern

1

2

Alberta Ry. & Irrigation Co

Atlantic & Lake Superior

Atlantic Quebec & Western

11-59

11-59

irf.9

4

f>

Algoma Central & Hudson Bay.

Bay of Quinte

Bedlington & Nelson

22 .50

11-30

1-28

1-00

8-32
200

9-93
400

32 43

15 3U

1-28

100

8-32

32 43

()

15 30

1-28

8

. . . .

1 00

9

Brandon, Saskatchewan & Hud-
son Bay . ....

British Yukon. . .,

Brockville, Westport & North-
western

8-32

in

—

11

2-00

2 00

19

IS

144-65

365-74
11-15

153 94

23 11

14.20

1,997.10

44.56

"9-io

88-20
12-86

189-21

305-74
20 25

289-18

23 11

27 -00

1,997 10

189 21

1^

Canadian (iovernment Rys.—

47-04

365 74

15
Ifi

Prhice Edward Island

20-25
289-18

i:

IS

Canadian Northern Ontario

Canadian Northern Quebec

Canadian Pacitic

23 11
27 00

19
90

9 50

1,987-60

91

3-50

3 50

3-50

99

Carillon & Grenville

Central Ontario

Crowsnest Southern . .

Cumberland Ry. & Coal Co ....

Dominion Atlantic. . . . . ......

Edmonton, Yukon & Pacific
(C N R)

9S

15 -50
13 -90

-50

1600
13-90
1600

16 00

21

13 -90

9^

1600

16-00

26
27

17 56

11-72

3-60

32-88

8-78

24-10

98

Eastern British Columbia

Elgin & Havelock

2-00

1

200

2 00

90

sr.

Esquimault & Nanaimo

Grand Trunk (in Canada). ......

Grand Trxmk (Canada Atlantic).

*Grand Trunk Pacific

Halifa.x & South Western

. - ----

■^1

1,090-77
100 05

'12-42

1,090-77
105-34

i8-33

13-80
5-85

1,090-77

32
33

5-9i

5-29

105-34
18 33

St

**(i

Hereford

'International of New Brunswick

Inverness Rj'. & Coal Co

Irondale, Bancroft & Ottawa

Kaslo & Slocan

8-83

8-83

-83

800

"7

:38

4-50
100
143

... .

4-50
100
1 43

4-50
100

'in

1 43

41

42
4S

Kettle River Valley

i-29

23-00

2-00

60-82

' 1-00

1-29

24-00

2 00

60 82

24'6o

1-29

44

Klondike Klines

200

45

Lake Erie & Detroit River (Pere
Marquette)

60-82

4fi

47

London & Port Stanley..

Lotbiniere & Megantic

10 12
3-00

10-12
300

10 12

48

3 00

40

on

Manitoulin & Noith Shore . . . .

Maritime Ry. & Power Co

Massawipi)i Valley

3-9A
3-00
8-88
8 88
35 40
2-50

3-98
• 300
8-88
8-88
35-40
2-50
200

3-98

51
"1?

....

3-00
8-88

oS

8-88

54

35-40

Montreal & Province Line.

Montreal & Vermont Junction. . .

2 50

56

2 00'... .

200

RAILWAY STATISTICS

67

SESSIONAL PAPER No. 20b
the Year ending June 30, 1909.

-All Tracks.

Total Mileagf. Operated— All Tracks.

Line Represented by
Capital Stock.

Line
of pro-
prietarj'-

com-
panies.

Line

operated

under

lease.

Line

operated

under

contract

&c.

Line
operated
under
track-
age
rights.

Total

mileage

ojjerated.

New line

con-
structed
during
year.

Rails.

ilain line.

Branches

and

Spurs.

Iron.

Steel. i

lyoo

1900
125 01
10000

19 00 I

122-88

-53

1-60

123-41 2

10000

10000 3

20 50

1.75

22 25

122 07

123 67

20-50 4

112 14

9-93
15-37

122 07 5

89 30

19.00

101-67 6

16-58

8-67

25 25
600

77-77
90-32

4700

17-28

814-38

1,910 01

289-58

3,385-60

359 64

293 -SO

12,125-911

3100

88-28

1300

165 73

8808

4800

326 -17

4-50

1600

28 00

7800

4,919-40

562-48

25-25 7

600

600 8

77-77

8-32

69-45 9-

85-80

4-52

90-3210'

4700

4700 11

17 2S

17 -28 12

.597 01

217-37

43-51

127 53

1,433-42

19-75

110-60

2,750-30

814 -38 13

1,788-57

77.-90

1,832 11 14

162 05

8-95

""g-so

280 -63 15

1,300-20
332-39

396-48

255-50
3 70

'3-86

3,385-6016
365 -84 17

183 -20

293 -80 18

5,288 10
31 00

2, 457 -50

1,408-70

184 00

37-30

1-2,079-1019
3100 20

68 00

3-50

16-78

88-28 21

1300

1300 22

155 63

10-10

165 -73 23

88 08

88 08 24

4800

48-00 25

259-70

16-98

3507

14-42

11-62

300 13 26

4-50

4-5027

16-00

1600 28

27 00

100

2800 29

78-00

78 00 30

4,744-39

161-30

i3-7i

4,905-69 31

497.34

65-14

562 48 32

''12S-92

33

2i9-22

2 30 .SfK) 44

388 14 34

3000

30 00
61-68
8000
65-50
49-00
24-80
34 00
21-29
133-80
33-81

396-41

5-75

34 20

3300

1 91

19-81

.

-83

30-00 35

61 68

60 -85 36

8000

80 00 37

65 -50

65-50 38

49 00

■19

4900 39

2461

■

24-80 40

2700

700

3400 41

21-29

21 29 42

126-40
33-81

7-40

30-40

103-40 43
33-81 44

259 63

136-78

-^2

259 63 45

500

'7-5

5-75 46

3378

33 78 47

3300

33-00 48

1-91

1-91 49

16 89

2-92

19-81.^

15 -00

3 00

1800
47-29

18 00 51

44-34

2-95

44-34|52

100-65

■99 101 64

205-20

61 10

25-60

100-65 53

144-70
52-50
25 -60

8-66

60-50

205-20,54
61 10.5.>
25-60.V*

206-

68

hKl'ARTMKST OF Ji'Al/AVAYS AND CAXAI.S

9-10 EDWARD VII.. A. 1910
Tablk 2. — Summary of Mileage Operated tor

Yahd Track and Sinix<;s.

Name of Railway.

Line Represented!

Main line.

57|Morrissey, Fernie & Michel.B.C
iS8 Moncton & Buctouche

59 Napierville Junction

60 Nelson & Fort Sheppard

61 New Brunswick Coal & Ry. Co .

62 New Brunswick & Prince Kd-

ward Island

63 New Brunssvick Southern.. ....

64 New Westminster Southern

65 North Shore ... j

66 Noslxmsing & Nipissing '

67 Nova Scotia Steel & Coal Co ;

68 Orford Mountain.. '

69 Ottawa & New York

70 Phillipsburg Ry. k Quarry Co. . . ;

71 Pontiac & Renfrew ■

72 Princeton Branch of AVashington;
I Co. Ry. (U.S.) \

73 Quebec C'^ntral I

74 Quebec Ry., Light & Power Co. . ;
7j (Quebec & Lake St. John '

76 Quebec, Montreal & Southern.. . .

77 Red Mountain i

78 Rutland & Noyau

79 Salisbury & Harvey

80 Schomberg & Aurora

.SI Stanstead, Shetford & Chambly. .

82 St. Clair Tunnel

S3 St. Lawrence & Adirondack I

84 S(x>kaue & British Columbia !

85 Sydney & Louioburg !

86 Temiscouata . '

87 Temiskaming & Northern Ontario,

8rf Thousand Islands

80 Toronto, Hamilton & Buffalo

901 Vancouver Copper Co '

91 ! Vancouver, Victoria & Kastern.
i)2| Victoria & Sidney

93 Victoria Terminal Rv. & Ferry

Co

94 Wedingtou Colliery Co

95'York & Carleton

B'ches : =

and \%Va
spurs. l\!^

- .= * c

3-20

3-39:.

700i.

luO!
2-87 .
1 64
1-37 .
1-25 .
100
1 00
5-81

1-30

■141

500
35 41
23 05

3-68
•77

3 641

3 23

715

5-86
67-84

100
2i)-91

Total

mileage

operated.

I New
I line con-
struct-
ed
during
year.

Rails.

•20

41-86

2-74J
-96

'2-331

30 34

1-201

Total 4,461-32 243-55

56 13

3 20
3-39
7-00

1-50

2-87
1 64
1 37
1-25
100
2-30
5-81

•14

5-Ot)
39 05
23 05

3-68
-77

3-23

715.

20
41-86

8-60.
38-80 .

100
32 24'.

-50

30-34
1-20

Iron.

4,761-50: 4311

Steel.

3 2(1
3 39
7-00

1-50
2 87
1-04
1 37
1-25

1 00

2 30
5 81

14

500
39 05
23 05

3-68

3 23

715
20

41-86
8 60

68 80
1 00

32-24

30-34
1-20

4,718 39

RAILWA Y S TA TISTICS

69

SESSIONAL PAPER No. 20b

the year ending June 1908. — All tracks.

Total MiLE.\f;K OPEK.\rEi)

All, TR.\t'KS.

Line Reprf
Capital

>sented by
Stock.

Branches

and

Spurs.

Line
of pro-
prietai-y

com-
panies.

Line

operated

under

lease.

Line
operated

under

contract

&c.

Line
operated
und'^r
track-
age
rights.

' New line
Total i con-

Kails.

u

Main line.

mileage
opeiated.

structed

during

year.

Iron. ! Steel.

3i

s.

3

582

5 03

10 85

10-85

57

3200

32
30
64
65

37

85

27

10

6

13

57

64

(->

4

5
222

38

325

214

13

4

50

14

46

62
3
IWi
1-21
333
7
122

12
210

17

1
10
10

00
26
23
00

50
22
22
00
75
50
40
61
00
25

24

00
00

32
30
58
65

37

85
•?5
10

6

13
57
62

6

00
26
81

58

3026

n9

58 81

. . .

5-42

CO

65 00

00 61

37-50

50 62

85 06

■16

.

22
74

00
75
50
40
71
00
25

24

00
00
55
96
27
1!)
CK)
40
23
25
27
90

63

25 74

1-48

64

750

2 50

65

6 75

66

1350

67

29-60

27 SO

68

62 71

190

69

600

70

4-25
524

""si'oo

4

5
222

38
325
•214

71

72

13800
3500

" 3'o6

73

74

275 41

50-14

55
96
27
16
00
40
23
25
19
90
05
60
54
33
31
00
31
46

14

75
.50

ir>

214-96

76

13-27

13
4

20

14

46

2

77

4 16

78

45 00

500

30-00

79

14 40

. .

SO

4623

81

2-25

■ 8*92
' 'l'26

82

39-97

13-30
3-90

53

3

104

121

333

1

117

12

208

83

84

3000

64-76
2-74

14 30

-25

612

109

85 85

118-86

60 86

319 -24

1

t

54 87

708

■■'iai

33 88

111 -83

i;

95 89

1200

00 90

208-83

1-48

83 91

17-46

17

46 92

114

'

1
10

14 93

10-75

75 94

10-50

i

1

105095

* " 1

617 60

.j

20,069 00

5,163-89

2,458-59

2,020-57

337-68

30,667-33 99-62

30,230-03

70

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Table 3. — Summary of Single-track Railway Mileage owned in Pi-ovince< for the
Year ending June 30, 1909. — Canada.

NOVA SUOTIA.

Name of Railway.

1 Canadian Government Railway — Intercolonial

2 Cape Breton

3 Canada Coal and Ry. Co., now the Maritime Coal
and Ry. Co

4 Cumberland Ry. and Coal Co

5 Dominion Atlantic, and

6 Windsor Branch of Intercolonial Ry

7 Halifax and South Western

8 Inverness Railway and Coal Co

9 1 Liverpool and Milton

10 Nova Scotia Steel and Coal Co.'s Railway

11 Sydney and Louisburg Ry. (Dominion Coal Co)

Total.

Mileage owned in
Nova Scotia

on June 30.

1900.

481
31

15

32
247

31
369

61
5

12

62

1908.

•61

483 •

•00

31-

00

12-

•00

32 •

■40

246 •

•47

32

•81

369 •

•00

65-

•75

5

■50

12 •

•99

.54 •

1,350 53

Increase.

1,344 05

'' Sidings.

3 00
102

Decrease .

142

•22
8-69

12 93

•53

^•50

645

PRINCE EDWARD ISLAND.

Name of Railway. •

Mileage owned in
Prince Edward Isl'd

on June 30.

Increase.

Decrease .

s

1909.

1908.

1

Canadian Government Railway— Prince Edward
Island .11

269 33

267 50

183

Tt.tal

269 33

267 -50

183

RAILWAY STATISTICS

71

SESSIONAL PAPER No. 20b
Table 3

Summary of Single-track Railway Mileage owned in Provinces for the
Year ending June 30, 1909. — Canada — Continued.

NEW BRUNSWICK.

Name of Railway.

Mileage owned in
New Bruuswick

on June 30.

Increase.

Decrease.

^

1909.

1908.

!

1
2

Albert Southern

Canadian Government Railway— Intercolonial

Canadian Pacific

19

504

440

68

16

28

30

80

27

7

32

58

36

82

8

5

50

44

00
69
20
00
78
00
00
00
00
00
Of)
00
00
35
63
10
00
00

19

503

440

68

16

28

30

43

27

7

32

58

36

82

8

5

50

44

1 )
00 i 1
80 1 -89
20 '

t

6

Caraquet and

Gulf Shore

Elgin and Havelock

Hampton and St. Martins

00
78
00
00

8
9
10
11
12
13

International of New Brunswick . . .

Kent Northern, and

St. Louis and Richibucto ....

Moncton and Buctouche

New Brunswick Coal and Railway Co . .

New Brunswick and Prince Edward Island

00 3700

00

00

00
00
00 1

14
15
16
17

New Brunswick Southern

North Shore (formerly Beersville Ry. )

Princeton Branch of Washington Co. Ry. (U.S.). . . .
Salisbury and Harvey

35 1
63 ,
10
00 1

18

TemLscouata

00

19

York and Carleton

Total

10 50

10

50

1,547 25

1,509-36 ' 37 89

72

IU:i'Ah'TMi:.\T OF L'MIAVWS! AM) rvi.V.l/.N

9-10 EDWARD VII.. A. 1910

Taulk 3. — Summary of Single-track Railway Mileage owned in Provinces for the Year
ending June 30, 1909. — Canada — Continued.

QUKBEC.

•

Mileage owned in
<liiebe«'

on June 30.

$

Name of Railwaj'.

Increase.

Decrease.

s

1909 * 190S

S5

:

1

Atlantic & Lake Superior

!
100 00 100 00

2

Atlantic, (Quebec & Western ...

20 50 20

00

50

3

Canadian (iovernnient Railway— Intercolonial

404 07 4()4

39

32

4

Canadian Pacific

939 -80 1 939

80

5

Carillon & Gron ville

13 00 i 13

00

(;

Canadian Noithern Quebec

2(i() 80 1 2fi6

80

(

Grand Trunk

451 40 , 4.') I

40

8

Grand Trunk (Canada Atlr.ntic)

GO -38 OG

38

y

Hereford

52-85 .-j2

85

10

Lotbiniere & Meg.^ntic

3000 ! 30

00

11

Massawippi ^'allev ,

35 40 35

46

12

Montreal & Atlantic

163 40 , 103

40

13

Montreal &. Province Line . ....

.58 PO 1 58
23 GO 1 23

60
60

14

Montreal & Vermont Junction

\r>

Napierville Junction

( )rtord ^lountain

27 06 1 27
5Tia 55

11
10

05

If)

17

Phillipshiirg Railway & Quarry Co

600 1 6

00

18

Quebec Central

222 00 ' 222

00

19

Quebec & Lake St. John

280 50 : 246

frO

40-00

20

Qeebec Railway Light & Power Co

27 00 : 26

00

1 00

21

Quebec, Montreal & Southern

191-91 143

75

48 16

22

Rutland & Noyau

3-39 ! 3

39

28

Stanstead, Shefford & Chambly

43 00 i 4;s

00

24

St. LawTence & Adirondack

46 12 46

12

25

Temiscouata

69 (X) 09

00

Total

3,662-94 1 3,573-65

89-66

-37

RAILWAY STATISTICS

73

SESSIONAL PAPER No. 20b

Table 3 — Summary of Sini^le-track Railway Mileage owned in Provinces for the Year
ending June 30, 1909. — Canada — Cmitiuuel.

ONTARIO.

Name of Railway.

Algoma Central & Hudson Bay

Bay of Quinte

Bessemer & Bariy's Baj-

Brockville, Westjx)rt & North Western

Bruce Mines & Algoma

Canada Southern

Canadian Northern

Canadian Northern Ontario ..

Canadian Pacific

Central Ontario &

Marmora Ry. & Mining Co

Gi'and Trunk

Grand Trunk (Cvinada Atlantic Division)

Irondale, Bancroft & Ottawa

Kingston & Pembroke

Lake Erie & Detroit River, and London & Port

Stanley ...

Maganetawan River

Manitoulin & North Shore

Nosbonsing &, Nipissing

Ottawa & New Y ork

Pontiac & Renfrew

Scbomberg & Aurora

St.. Clair Tunnel & approaches

Temiskaming & Northern Ontario

Thousand Islands

Toronto, Hamilton & Buffalo

Total

Mileage owned in
Outarlo.

on June 30.

1901)

89

89

5

45

17

382

353

332

2.881

140

9

2,657

389

48

109

198

23

1

15

5

56

4

14

2

204

6

64
37
00
00
28
19
70
73
50
13
00
04
88
00
80
81
00
91
83
50
90
25
40
25
74
33
83 07

8,229- 11

1908

89

89

5

45

17

382

353

140

2,828

140

9

2,057

389

48

109

198

23

1

13

5

56

4

14

2

209

6

S3

64

37
00
00
28
19
70
80
70
13
60
04
88
00

80 i

81 I
66
91 I
69 i
50 i
90 I
25
40
25
40
33
07

Incretise. Decrease.

185-93
52-80

r,932 90

2 14

55-34

296-21

74

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Tahle 3. — SuMM.\HY of Single-track Railway Mileage owned in Provinces for the Year
ending June 30, 1909 — Canada — Continued.

MANITOB.A..

Name of Railway.

1 Brandon, Sask. and Hudson Bay

2 Canadian Xorthern

3 Canadian Pacific

4 Midland of Manitoba

i

I Total . .

Mileage owned in
IVanltoba

on June 30.

1909

1908

Increase.

69-45

1,52208

1,522 00

91-77

69-45
1.427 20
1,52200

92-26

3,205 30 3,110-91

94-88

94-88

Decrease.

■40

-49

SASKATCHEWAN.

Xame of Railway.

Mileage owned in
Saskatchewau

on June 30.

1909.

1908.

1 Canadian Northern , 1,006 - 44

2 Canadian Pacific 1,62490

! Total I 2,631-34

a%io

1,225-20

Increase.

Decrease .

150-34
399-70

2,081-30 ! 55004

ALBERTA.

b

Name of Railwaj'.

Mileage owned in

Alberta

on June 30.

Increiise.

5

1809. 1908.

1
2
3

Alberta Railway and Irrigation Co

Canadian Northern

Canadian Pacific

111-82 111-82

214 20 214 20

991-00 991 00

150

4 50 i 4 50

1

4
5

Hillcrest Railway, Coal and Coke Co

Edmonton, Yukon and Pacific.

Total

1 50

1,321-52

1,323-02

1-50

RAILWAY STATISTICS

75

SESSIONAL PAPER No. 20b

Table 3. — Summary of Single-track Railway Mileage owned in Provinces for the Year
ending June 30, 1909 — Canada — Concluded.

BRITISH COLUMBIA.

^ Xaine of Railway.

Mileage owned in
Bitlsli Columbia

on June 30.

1
Increase.

1909.

1908.

23-97

31-22

1,208-90

• 74- 18

1400

78-00

23-37

2000

10-85

.55-42

24 10

9-59

3-70

12-00

178 49

16-26

1-14

10-75

23-97

31 22

1,208 90

74-18

78-66'

31-73

3-86
10-85
60-12
24 10

9 59

12-66'

126-22

16-26

1-14

20-69

t

1400

' 16-14'

3-70
52-27

2 British Yukon

3 Canadian Pacific

4 Crowsnest Southern

5 Eastern British Columbia

7 Kaslo and Slocan .

8-36

8 Kettle River Vallev

9 Morrissey, Fernie and Michel

10 > elson and Fort Sheppard

11 New Westminster Southern

4-70

12 Red Mountain

13 Spokane and British Columbia

14 Vancouver Copper Co's Railway r

15 Vancouver, Victoria and Ea.stern

16 Victoria and Sydney

17 Victoria Terminal Railway and Ferry Co.

18 Wellington Colliery Co's Railway

*9-94

Total

1,795-94

1,732-83

86 11

2300

is mileage was shown st year as, Ladysmith Extension.

YUKON TERRITORY.

Name of Railway.

Mileage owned in
Yukon Terrltory

ou June 30.

1

1909. 1908.

1

59 10 5910
31-81 31-81

9.

Klondike Minos

Total

90 91

90-91

1

76

nEPAiii Mi'.yr or ir\ii.\v\)s wd f.i.\.i/,N

9-10 EDWARD VII., A. 1910
Table 4. — Amount of Railway Capital at the

'

I

o j

3

5

G

Xamk ok Kah.way.

Stock.s.

FtNDKn

No.

Amount

Out-
stanoing.

Amount

per

Mile of Line.

Proixti-

tion to Total

Railway

Capital.

100 X Col. 2.
Col. 12.

Amount

Out-
standing.

Cols.
8 + 9 + 10 + 11

Amount

per

Mile of Line.

1

$

S

p. c.

§

$

1 Albert Southern

2 Harvey Branch

Sl Alberta Ry. & Irrigation Co

4j Algoma Central & Hudson Bay. . .

5 Atlantic & Lake Superior

t;,* Atlantic, (Quebec & Western

7 Bay of C^uinte

8 Bedlington & Nelson

9 1 Bessemer & Barrys Bay

10 Brandon, Sask. & Hudson Bay . . .[
11 1 * Brandon Transf or i

12 British Yukon. -. . .'.

13 Brock ville, Westport & North- j

western '

14 Bruce Mines & Algoma j

15 *Burks Falls & French River I

16 Canada Atlantic, (now in Grand

Trunk System) including, Otta-
; wa, Arnprior & Parry Sound ....

171 Central Comities

is! Pembroke Southern

19 Canada Southern.

Canadian Govt. Rys. : —

12.5,920

32,500

812,500:

10,000,000

GOO. COO
1,395,000
1,000,000

12.5,000

2,100,000

12,600

2,934,119

900,0001
9»,000l
12,500

7,200,000

500,000

178,000

15,000,000

Intercolonial

Prince Edward Island

Canadian Northern

23;Canadian Northern Ontario, . . . .

24| Canadian Northern Qi ebec

25 Canadian Pacific

26 1 Owned — Canada Central

271 Montreal & Western

North Shore

Leased — Atlantic & North West,

British Columbia Southern. . . .

Calgary & Edmonton '

Cap de la Madeleine

Columbia & Kootenay

Columbia & Western

Fredericton

(ireat North West Central ...

Guelph & (ioderich.

Guelph Junction

Kootenaj' & Arrowhead

Lindsay, Bobycageon & Ponty.
jKjol .

Manitoba & Northwestern ....

Manitoba & Southwestern
Colonization

Montreal & Lake Maskiiionge .

Montreal & Ottawa

Nakusp & Slocan

New Brunswick

New Brunswick & Canada

Nicola, Kamloops & Similka-

28
29
3<»i
31
32
33
34
35
-36
37
38
39
40

41
42

43
44
45
46
47
48

30,750,000

250,000

7,. 550, 000

202,696,066

.5,000

3,416,000

172,200

1,000,000

20,000

25,000

1,000,000

319,280

500,000

12.5,000

21,000

1,000,000

200,000
6,562,500

700,000

2.5,000

22,500

300,000

4,780,800

2,179,86

250,000

7,870i
10,833

7,266
81,920

14,940
65,3.59
20,833
30,238

30,149

20,000
5,729

18,163

12,990

8,334

39,247

12,ia5

760

28,29Sl

20,715:

9,877
821
2,270
8, .571
420
6,365

14,447
4,475
1,564
1,354

30,120

5,168
19,730

3,256

2,272

240

8,219

10,858

18,318

5,319

10000'
100 00

44 06!

56-49

61-34

100 00 I
100 001
lOOOOl
100 ool
6000

06-66

33 79

100.00

32 99
56-81
54-27
42 69

1,031,-584
7,703,763
1,941,313
1,461,305
880,000

1,957,460

150,000
194,0001

14,627,628
380,000
150,000i

20,130,0001

31-34[

3081

46-39!

54-36;

1 40

33-52

12-78

11-26

10000

200
14-94
76 17
26-66

4 92
10-82
56 18

28-56
58-51

21 04
19-99
1-35
31 67
37-93
92

17-54

67,363,478

7,860,000

8,725,511'

170,182,099

973,333

353,708

6,775.066
1,175,000
7,458,894

1,277,500

5,691,(X)0

100,000

1,375,000

2,41.5,000

173,000

780,0001

500,tHXt|
4,655,910

2, 616,000 i
100.000

1,636,250
647,074 !

7,821.127
170 000

1,175,000

9,225
63,109
19,413

9,424

20-114

10,000
ll,22r>

36,900
0,873
7,022

52,670

26,584
23,888
32,704
17,392
3,625
5,287

19,586

5,600

16,937

21,470
36,225
4, .525
12.309
SO, 225
11,161
23,494

12,919
13,990

12.167
9,0<H)
17,500
17,728
17,763
1,429

25,000

"■LTnder construction.

RAIL \VA y STA TLSTICS

77

SESSIONAL PAPER No. 20b

Close of the Year ending June 30, 1909.

7

8

9

10 i 11

12 13

Debt.

Designation of Funded Debt.

SUMM.\I<Y.

Proixjr-

tion to Total

Rail\va5'

Capital.

100 X Col. 5
Col. 12.

Bunds.

Miscel-
laneous obli-
gations.

Income
Bonds.

Equipment

trust
obligations.

Total Amount
Railway ; per
C apital . 1 Mile of Line.

Cols. 2 -f 5 1 Cols. 3 + 6

No.

p. c.

.«;

S

s

S

8 s

1-25,920 7,S70

3-i,r.00 10 833

1,844,084 16,491

1

2

55 94

1,031,584
6,7-10,000
1,941,313
1,461,305

880,000

3

43-51
100 00

95-3,763

17,703,763 14.5,029 4
1,941,313 ■ 19,413 5

2,061,305 6

2,275,000 24,3(i4 7

38"6f)

1,000,000, 65.359

125,0001 20,8;«

2,100,000; 30,238

12,600'

4,891,579 .50,203

1,3.50,000 30,000

8
9

10
11

4000

1,957.460

450,000

194,000

■ ■ ■

14,627,628
38f,u00
150,000

20,130,000

•""

1-:^

33-34

13

t)6-21

293,000: 10.955 14

07 01

12,500

21,827,028
880,000

15

55,063 10

43 10

22,803 17

45-73

328,<i00
a5, 130,000

15,3.56 18

57 31

91,917

19

20

08-66

96 -92

.50,781,900

7,860,000

8,72.5,511

168,552,099

973,333

353,708

'6,805^346

'9,770^232

"98,113^478
8,110,000

.^>i9

24,648
81,002

38,107
3,625
5,362

21
22
23

53 61

16.275,511

372,878,765
973,333
358,708

24

45-64
100 -01 1

1,630,000

25
26

98 ■ 60

27

28

0,775,066
1,175,000

7,458,894

10,191,066

29.463

29

87 -22

1,347,200 6,421
8,458,894 19.207

30

31

20,000
1,302,.500
6,691,000

419,280
1,875,000
2,.540,000

l!t4,000

8,571
21,S90
42,590
18,972
16,784
31.789
12.515

32

98-0{»

1,277,-500

5,691,000

100,000

1,375,000

2,415,000

173,000

780,000

500,000
4,655,940

2,616,000
100, OMO

1,636,250
047,074

7,821,127
170,000

1,175,000

33

8506

34

23 -83

.35

73 34

36

95-08

37

89 18

■^

43-82

1,780,000; 53,614
700,000! 18,087

39

71 -44

40

41-49

11,218,440; 33,720

3,316,000; 1.5,423
125,000 11,362

41

78-96

42

80-01

43

98-65

1,6.58,750 J7,740 44

68-33
62 07

947,074 25,947i 45
12,601.927 28,621^ 46

7-23

2,349,8fj7 19,747 47

1
1,42.5,000' 30.319 48

82-46

78

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 4. — Amount of Railway Capital at the

No.

X.AMK OK RaII.W.SY.

Canadian Pacific Ky. — Cou.

49 Northern Colonization

50 Ontario & C^uebec

51 Ottawa Northern <fe Western . .

52 Shwswajj & Okanagan

53 St. John Bridge* Ry. Extension

54 St. John & Mane

55 St. Lawrence and Ottawa ....

56 St. Mary'.s & Western Outario.

57 St. Stephen and Milltown . . .

58 Tilsonburg, Lake Erie and

Pacific

59 Tobique Valley

60 Toronto, CJrey and Bruce

61 Vancouver and Lulu Island . . .

62 Walkerton and Lucknow

63 West Ontario Pacific

64 Waterloo, Welleslej' and Lake

Huron

65 *Central Railway of Canada

66 Cape I5reton

67lCaraquet

68 Carillon and Oren\'ille

69 Central Ontario

70 Leased : — Marmora Railway and
I Mining Co

71 Crowsnest Southern

72 Cumberland Railway and Coal Co.

73 Dominion Atlantic

74. Elgin and Haveloek

75 Esquimalt and Nanaimo

76 Eastern British Columbia

77|*Fort William Tenninal

78 Grand Trunk (in Canada) . . . . . .

79 Including Buflfalo & L-^ke Huron

80 Great Western

81 Midland, Ontario

82 Northern

83 Wellington, Grey and Bruce . .

84 Toronto Belt Line

85 Owen Sound Branch

86 *Grand Trunk Pacific

87'Gulf Shore

88j*Ha-UaBay

89; Halifax and Sontli Western

90 Hampton and St. Martin's

91 Hereford

92 *Hnron and Ontario

93 *Indian River

94j Inverness Railway and Coal Co. . .

95 *International of New Brunswick.

96 Irondale, Bancroft and Ottawa. . .

97 Kaslo and Slocan

98 Kent Northern, and

99 St. Louis and Richibucto

*Under construction.

Stocks.

Amount

Out
standing.

Auioun

per

Mile of Line.

300,000

2,000,000

1,300,000

750,000

200,000

2,654,153

789,909

250,000

50,000

4fl0,000
•29,900

785,190
25,0()0
19,000
21,000

500,000
526,000

l,000,fiOO
950,000
200,000

3,340,000

115,421

4,150,000

1.00«i,000

2,433,333

44,900

2,500,000)

420,000

375,000

221,092,268

2,555,6571

12,765

2,946

8,207

14,763

100,000

28,296

13,549

16,393

10,870

11,976

1,068

4,127

1,480

504

789

38,461

32,258
13,286
15,385
23,857

11,542
55,945
31,250
9,892
1.603
32,501
30,000

75,019
15,844

50,000:

3,909

24,940,0001 .

6,2.50

600,000

1,000,000

99,000

80(\000;

3,000,000 .

15,003'

7,500,000!

l,320,000i

52,500i

1,000,OOOJ

75,000!

20,000)

390

2,704

3,300

15,137

114,504

\,iu

42,735

2,77"
2,85'

Projjor-

tion to Total

Railway

Capital.

100 X Col. 2
Col. 12

p. c.

41-78
9-26
3000
40 00
61-54
92-43
44-79
55 70
100- 00

31-37
9-65

18-32

8-20

2-50

100 00

Amount

( )ut-
standing.

Cols.
1 + 9+10 + 111

FrNDED

I Amount
i IJ«r
Mile of Line.

418,000

19,502,591

3,C75,000

1,139,253

12.5,000

21(1,664

973,334

198,250

875,000
280,000
3,500,000
280,000
740,000

100 00
100 -00

64-44
10000

76-96

53- 11
100-00
100 00

31-19

47-30
100-00

50 00

426,000

524,297

i,bbb,6(»6
100,000'

5,388,373
50,000

420,000

61-97:
40 74

135,701.846
3,716,955

9-76

28 -87!
100 00

100 -ooj,

18 721
52-38!
50 00
95 24

100-00;.
78 00!
59-56
12-50'
57 15
60 -00

1(X)-00

462,500

100,000

61,451,440

4,341,954;

90,000

800,000|

150,000

2,115,000

896,0001

374.32flt

750,000

50,000'

17.787
28,871
19,413
22,426
62,.500
2,310
16,695
13,000

26,197
10,000
18,392
16,568
19,628

32,769
' 7^333

7,143
10,000

21,815
1,786

30,000

46,044
23.043

36,161
8,064

11,741

3.000

15,137

32,290

7,798

32,051

1,8.51

RAILWAY STATL'<TICS

79

SESSIONAL PAPER No. 20b

Close of the Year ending June 30, 1909- -Continued.

Propor-
tion to Total
Railway
Capital.

100 X Col. 5

Col. 12.

58-22

418,000

90 74

19,502,591

70 00

3,075,000

(50 00

1,139,253

38.46

125,000

757

21(5,664

55-21

973,334

44-30

198,250

68-63
90-35
81-68
91 -80
97-50

35-56
23-04
46-89

68 81
52-70

50 00

38 03
59 26

10

11

12

Desigx.\tion op FuxnEii Debt.

SUMM.ARY.

Bonds.

Mis-
cellaneous
Obligations.

Income
Bonds.

Equipment
Trust '
Obligations

Total
Railway
Capital.

Cols. 2+5

875,000
280,000
3,500,000
280,000
740,000

426,000]

500,000

i,()bu,6c6

100,000

24,297

4,901,707
50,000

486,666

420,000

135,701,846
3,716,955]

No.

Amount

per

Mile of Line.

Cols. 3 + 0

718,000>

21,502,5911

4,375,0001

1,889,253

325,000

2,870,817

1,703,243

448,250

50.000J

1,275,000
309,900

4,285.490

305,000

759,000

21,000

926,000

526,000!

1,000,000

1,474,297

200.000

4,340,000

215,421

4,150,000

1,000,000

7,821,70(5

94,900

2,500,000

840,000

375,000

356,794,114

6,272,612

30,552: 49

31,817] 50

27,620, 51

37,189' 52

162,.500> 53

30,606 54

30,244 55

29,393 56

10,870] 57

38.173
11,008
22,519
18,048
20,132
789

58
59
60
61
62
03

121,004

38,887

71.230] 64

65

32, 258 1 66

20,619! 67

15,3S5i 68

31,000i 69

21,542 70
55,945 71
31,250 72
31.707 73
3,389 74
32,501 75
60,000 76
77
78
79
80

i 81
1 82
83
84
85
36
87
88
89
90
91
92
93
146,794] 94

' 95

8,912 96

74,786 97

4.028 98

2,857 99

90-24

100 (XI

71 13

81-28

47 62

5000

4-76

2200
40-44
87 -50
42-85
4000

402,500

100.00.)

61,451,440

4,341,954

90.000

800,(X)0

150,000

2,115,000

890,000

374,325

750,000

50,000

512,.o00

100.000

86,391,440

6,250

600,000

5,.341,954

189,000

1,000,000

3,1.50,000

1.5,n!iO!

9, 015,000 1

2,210,000

42(5,825

1,750,000

125,000

2(1,000

40,070
8,061

390

14,445

6,300

30,274

80

DEPARTMENT OF liATLWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 4". — Amount of Railway Capital at the

No.

Xamk of Railway.

100 Kettle River ValW

101 King-ston and Pembroke

102 Klondike Mines

103 Lake Erie and Detroit River and. .

104 London and Port Stanley

105 Liverpool and Milton

106 Lotbiniere and Megantic

107 Maganetawau River

108 Manitoba (C. N. Ry.)

109 Manitoulin and North Shore

110 Maritime Coal and Ry. Co

11 1 Ma.ssawippi Valley

112 Midland of Manitoba

113 Moncton and Bnctouche

114 Montreal and Atlantic and Lake

115 Champlain & St. Lawrence Jet. .
lltt Montreal and Pnnince Line . . . .

117 Montreal and Vermont Junction .

118 Morrissey, Fernie and Michel

119 Xapierville Junction

120 XeLson and Fort Sheppard

121 New Brunswick and Prince Ed. I.

122 New Brunswick Southern

123 New Brunswick Coal and Ry. Co..

124 New Westminster Southern. . . .

125 North Shore

126 Nosb.msing and Nipissing.

127 Nova Scotia Steel & Coal Co.'s Ry.

128 Orford Mountain !

129 Ottawa and New York !

130 *Pacitic Northern and Omenica.. . . j

131 Phillipsburg Ry. and Quarry Co. .1

132 Pontiac and Renfrew i

133 Pere Marquette (in Canada) |

134 Princeton Branch of the Washinsr-i

ton Co. Railway ( U. S. ) {

135 Qu'Appelle, Long Lake and Saskat-

chewan (C.N.R) I

136 Quebec Central I

137|(^uebecand Lake St. John (C.N.R)):
138; Quebec Ry. Light and Power Co. . I

139 (Quebec and New Brunswick !

140 Quebec, Montreal and Southern. . . [

141 Red Mountain i

142 Rutland and Noyan

143 Salisbury and Harvej^

144 Schoniberg and Aurora j

145 Stanstead, SheflFord and Chambly.'
146, St. Clair Tunnel and approaches . .|
147[*St. John Valley andRiverdu Loup
148iSt. Lawrence and Adirondack . . . . ■

Stock.

Amount

Out-
standing.

Amount
per

Mileof Line.

Propor-
tion to Total
Railway
Capital.

100 X Col. 2

Col. 12.

375,000

3,393,5511

1,375,000

1,400,000

1,332,854

30,300

50,0(X»

30,000

1,432,200

200,000

2,000,000

800,000

10,(X)0

2.50,000

3,200,000

600,000

1,000,000

1,000,000

1,163,000

600,000

1,500,000

214,850

49,000

t

600,000
98,000,

250,000

+

T)0,ooo

1.000,0(X)

60,000

124,.500

20,000

86,9.50

201,000

3,381,603

4,.524,000

3,250,000

387,900

1,000,000

190,600

100,000

150,000

250,000

608,7.50

350,000

34,932

1,230,655

5,211
19,874'
29,498:

3,333,

17,611

14,157

155,555

37,4971

* Under construction.

t Operated and owned by New Brunswick Commission.

p. c.

Flnded

Amount

Out- Amount

standing. per

Mileof Line.
Cols.
8-f9-l-10-m

I

5000:

3 -sol
36-55
3700
56 10,

100 OOi.

100 00 .
46 76'
50-00

10000 .
45-90
46-60,
12-28!

loo-oo;.

57-37'

86,950;

5,083,582
5,868,406
7,702,960
2,533,899

217,000
100,000

300,000
697,461

2,500,000

914,418

18,750

46-01

440,000

22.000

30,907

85-57

.572.000

5,209

44,355

55-76

1,091,250

35.202

7,042

31-53

3,032,000

15,251

56,409

10000

5,501

85-84

5,000

91

1,666

100-00

100-00

20-43

15,706

4,08b

5,576,800

i.5,911

10,096

33 0

405,000

20,444

133,333 . .

.526,000

35,066

22,560

ioooo

10000
80-65

108

7,812

6.0,666

1.875

31,098

71 34

1,065,000

12,500

9,917

61-35

378,000

6,248

17,064

83 33

200,000

4,926

42,372

66-66

.500,000

21,186

199,828

95-92

52,500

9,020

22,173

1(X)00
53-71

27,0t)6

1,293, 666

23,3.S1

5,968

75 16

71,000

1,972

581

9 00

500,000

5,931

24,896

10000

11,355

73-68

35,000

4,0.56

45,455

100-00
7-00

702J666

1,042

14,625

17,575

38-46

100-00

98-43

1,600,000

:s8,119

20,7r)0

2,666

333

4,706

10000

;-s S7n nnn

90 -^no

17,04^

19,896
26,434

26,886
93,848

22,628
29,499

20,833

16,220

1,111,111

27,862

RAILWAY STATISTICS

81

SESSIONAL PAPER No. 20b

Close of the Year ending June 30, 1909 — Continued.

7

8

9

10

11

12

13

Debt.

Desioxatjox of FfNDEn Debt.

Sl-mm.\rv.

Propor-
tion to Total
Railway
Capital.

100 X Col. 5
Col. 12.

Bt.nds.

cellaneous {,"*=""'^
Obligations. ^'^"^^•

EquiiJUient

Trust
Obligations.

s

Total
Railway
Capital.

Cols. 2-5

Am.')unt

uer

Mile of Line.

Cols. 3 + 0

No.

p. c.

53-99

440,000

572.000

9:55,040

3,000,000

a

s

815,000

3,965,550

2,466,250

4,432,000

1,332,8.54

35,300

50,000

:i0,000

7,009,000

HC'5,000

2,-526,000

800,000

10,000

310,000

4.265,000

1,200,000
1,500.000
1,21.5.500

ewi.ooo

2,7Vi3,000
285,850
549,000
i

000.000
133.000
250,000

752,000

2,600,000

6u,ck:iu

126. .500

20,000

5,870,000

173,900

.5,284,582
9,2.50,009
12,226,960
5,78:^,899
387.900
1,000,000

S

40,750

36,11(-,

79,557

22,293

5H,409

5,592

1,666

15,700

19,997

30,540

168,399

22,560

108

9,687

43,59S

16.105

21,990

03,-558

208,848

22,173

-50,397

7,940

6,512

1(H)

14 43

101

44 -24

156,210

109

6842

32,000

lo:<

104

14 16

5,000

105

106
107

79 57

.5,576,800
40.5,000
.526.000

108

66 94

109

11(1

in

11'^

19-35

60,000

1,065,(X)0

378, (HX>

200,000

500,000

52, .500

1,293^066

71,000

500,000

113

28-66

114

38 05

115

16-67

116

33 34

117

408

lis

46*29

119

19(1

24-84

1-.^1

9100

^?.?.

1?:^

24,896
1.5,411
4-5,455

15,667

45,094

"21,683

4,700

29,-500

34,098

20,683
41,667
42,676

213,848

=j/^ll

42,;502
58,997
3.333
38,444
30,377
1,200,666

iS5^359

V?A

26 -32

35,000

1?.5

19(1

............. .............

127

93-00

702,000
1,325,000

2^606

5,870^000

86,950

5,083,582

T?8

61 .54
1 57

100-66

275,000

129
130
131
132
133

.50-00
96-20

134

ia5

63 -45

4 2->3 473

1,644,933
3,116,613

130

63 00

4..586,347

2,-500,000 10,000

137

4390

23,899

1.S8

l;i9

1

140

53 24

217,000
lOO.CtOO

1

407,600

141

.5000

i - . .

200,000

150,000

.550,000

1,306,211

2,^.5O,0O0

34,932

2,14.5,073

142

143

.54 10

300,000

607,461

2,-500,000

1

144

53-40
87-72

1
I

145

140

147

42-63

914,418

::::.::::;::;:i :::::::::::; [...'......:.

148

General capital of the Nova Scotia Steel Company.

•206—6

82

DEPAHTMEXT OF JLilUVAliS AND CANALS

9-10 EDWARD VII., A. 1910
Tahle 4. ^Amount of Railway Capital at the

No.

Stocks.

Name ok Kailway.

149

150
151
152
153
151
155
1.56
157

158
159

160i
IGl

Sydney and Louisburg (Dominion
Coal Co.)

Temiskaming & Northern Ontario.

Teuiiscouata

Thousand Islands

Toronto, Hamilton and Bufifalo . . .

*Trans-Canada

Vancouver Copper Co.'s Railway. .

Vancouver, Victoria and Eastern

and Vancouver, Westminster and

Yukon

Victoria and Sidney

Victoria Terminal Railway and
Ferry Co

Wellington Collie. y Co.'s Railway

York and Carleton

Final Total (i47,534,64T

Amount

Out-
standing.

1,00(1,000
60,000

2,.5W,000
37,700

Amount

per

Mile of Line.

Propor-
tion to Total
Railway
Caijital.

100 X Col. 2

. Col. 12.

p. c.

Fl'M)E1>

Amount

Out-
standing.

Cols.
8 + 9 + 10-t-llj

Amount

per

Mile of Line.

8,849

8,185

28,399

50,000

I

3,522,000|
223,000

250

2,000,0001

34,320

280

234,800
13,714

218

186,046

5,968

24-41]

.51-85

36-90

100 00

3,096,262

.58,000

4,280,000

100-00

10000
42 -60

lOOOOl
100-00
100 00

92,466

300,000

660,946,7691

27,401

7,913

48,620

7,705

18,450

f General capital of Dominion Coal Company.

RAILWAY STATISTICS

83

SESSIONAL PAPER No. 20b

close of the Year ending June 30, 1908 — Concluded.

7

8

9 10 11

Summary.

Debt.

Designation ©f Fl-nde^ Debt.

12

13

Propor-
tion to Total
Railway
Capital.

100 X Col. 5

Bonds.

Mis-
cellaneous
Obligations.

T Equipment
Income \^^^^

Bonds. Obligations.

i

Tt)tal
Railway
Capital.

Cols. 2 -f 5

Amount

per

Mile of Line.

Cols. S + 6

No.

p. c.

•s

1

s
1-

+

4,090,262
118,000

0,780,000
37,700
92,4(>6
;1D,000

3,522,000
523,000

8

149

1

30^250

16,098
77,019

7,705
280

234,800
32,104

1.50

75 -59

239,926

58,000

4,280,000

2,856,336

1.51

48 15

1.52

6310

1.53

154

100 00

92.466

1

1.55

1.56

';

157

57-40

300,000

158

250 218

159

1 2,000,000 186,046
34,320 5,068

160

;■• '..'.'.','.'.']'.'.'.'..".'.'.'...

161

1

633,155,474

8,430,282

7,892,882 11,462,131 1,308,481,416:

■ i 1

1

I

Constructed and operated by Ontario Government Commission.

206—61

84

DEi'AwniEyr or railways and canals

9-10 EDWARD VII., A. 1910
Tahlk 5. — Statement of Aid granted and paid to Railways

Name of Railway.

By DoMl.MON (iOVEKNMENT.

Name

of

Province.

a

Bonus
Granted.

Bonus
Paid up.

Loan.

Bonus
( Jranted .

1

Albeit Southern \

Harvey Branch. ..... . . J

Alberta Ky. & Irrigation Co
Algoina Central & Hudson

Bay ....

Atlantic & Lake Superior. .
Atlantic, (Quebec & Western

Bay of t^uinte

Bedlington & Nelson.. (Nil)
Brandon, Saskatchewan &

Hudson Bay (Nil)

$ cts.

50,4(10 00

5,553 57

148,094 00

1,440,000 00
828,435 84
1.50,672 00
350,455 25

$ cts.

50,460 00

5, .553 57

148,094 00

924,976 00
828,435 84
156,672 00
350,455 25

$ cts.

New Brunswick

S cts.
48,680 00

?,

9,000 00

3

4

5

Quebec ...

1,596,390 00

7

Ontario

84,000 00

8

<)

10

11

British Yukon (Nil)

Brockville, Westix>rt &

Northwestern

Bruce Mines & Algonia

Canada Atlantic (Grand

Trunk) including

Ottawa, A rnprior & Parry

Sounti

Central Counties

Pembroke Southern

Canada Southern, including

Sarnia, Chatham & I'^rie

Leamington & St. Clair. .

Canadian Gov't. Railways :

Intercolonial, including —

Canada Eastern

Drummond County . . .
Fredericton & St.

Mary's Bridge

Prince Edward Island .

Canadian Northern, includ.

Winnipeg Great Northern

Port Arthur, Duluth &

Western

12

140,800 00
53,920 00

282,355 20
932,512 00

' ' 64,606 00

140,800 00
53,920 00

282.355 20
932,512 00

""h6o6'66

Ontario .

13
14

15

16

/Ontario

\ Quebec

Ontario

50,918 00
270,000 00
200,000 00

577,326 00

17
18
li»

55,500 00

20

21

9.?.

51,200 00

374,839 84
423,936 00

30,000 00

51,200 00

374,839 84
423,9;.6 00

30,000 00

"

147,859 00

^3

Quebec

24

m

2r.

374,606 00

374,606 00

27

28

271,200 00
1,534,526 00
1,872,960 00
1,789,540 35
1-10,189,521 00
29,416,346 00
1,525,250 00

310,335 95
1,500,(X)0 00

361,270 00

271,200 00

1,534,526 00

1,872,960 00

1.789,540 35

10,189,521 00

29,416,346 00

1,525,250 00

310,335 95

1,500,000 00

361,270 00

Ontario

255,571 00

1^9

Ontario & Rainy River .
Canadian Northern Ontario
Canadian Northern Quebec

Canadian Pacific — owned -

Canada Central

Quebec

Manitoba

British Columbia
Ontario

1,072,800 00

*»

30

31

32

1,194,129 46

375,377 50

37,500 00

33

1,479,000 00
350,076 82

34

Lake Temiscaniing Col'n.
North Shore

Quebec

35

3C.

Montreal & Western. ...
Quebec, Montreal, Ot-
tawa & Occidental

Quebec

472,500 00

37

727,000 00

38

Canadian Pacific — leased :
Atlantic & Northwest.. . .
BritishColumbia South'rn
Calgary & Edmonton. . . .

3,888,800 00

3,888,800 00

711,122 02

39
40

41

Cap de la Madeleine

Columbia & Kootenay

Columbia & Western

7.424 00
88,800 00

7,424 00

88,800 oO

42

43

44

Credit Valley

Ontario

New Brunswick .

531,000 00

45

Fredericton

230,000 00

4fi

Great Northwest Central
Guelijh & Goderich

47

Ontario

48

Gueljih JuTiction

Lindsay, Bobcaygeon &

Pontypool

Mani toba & North western

51.200 00
185,173 06

46,000 00
185,173 06

49
50

Ontario

Manitoba

52,500 00

*U'nder construction. **Ontario Government guaranteed bonds, 268 miles at S20,0C0 per mile.

RAILWAY STATISTICS

85

SESSIONAL PAPER No. 20b

bv Governments an 1 Municipalities to June 30, 1909.

Bv Provixc'ial Governments.

Bv MlNICIPALITIEs

Bonus
Paid up.

Loan.

Subscription
to Shares.

Bonus
Granted.

Bonus
Paid up.

Loan. Subscription
1 to Shares.

8 cts.
48,680 00

8 cts .

8 cts.

S cts.

8 cts . 8 cts . ; S cts ..

i

'

9,000 00

1

1 ■ ;

'

i

947,199 25

50,500 00

9,000 00,

t

84,000 00

197,990 43

197,990 43

i

i

116,000 00
500 00

116,000 00
500 00

1

!

5(t.918 00

i

270, (XK) 00

200,000 00

154,392 00

24i666'66
20,000 00

322,500 00

152,900 00' '*'> niin rm

577,326 06

24,66o 00
20 000 00

1

55,.500 00

322,500 OOi

1

147,859 0<i

15,000 00

i5^66o'66

1

1

•

1

1

i

• 255,571 00

. .

40,000 00
50,000 00
20,000 00
72,000 00

572,500 66

40 00<i 00

1

1,072,800 00

5() (KX) 00 '

20 000 OOi

1,194,129 46

372,157 50

37,500 00

1,479,000 00
350,076 82

v:. ::::::::::
1

72,000 00
"464,761 29

200,000 00

45! .Tfio on

_ 1

1 '

1

472,500 OO

727,000 00

1,176,956 00

25, (HX) 00

2.5,000 00

771.644 62

699,192 08

325,000 oa

1

i',o85,6o6'66

80,000 00

3i',666'66i

j

73 rXK) 00

i, 085,(66' 66

80,000 00

31^666 I'x)

751 nnn no

53l,0<Xt 00

230,000 00

52,5<X) 00

193,<XX) 00

215,600 (X» 2i5',60O i)0' ............ .

tThis amount wa.s paid for, 0,793,014 acre.< land relinquishetl by Company.

86

Di:i\iRrMEyT of rahavays and canal-s

9-10 EDWARD VII., A. 1910
Table 5. — Statement of Aid granted and paid to Railways by

c

Xaine of Railway.

By Dominion Government.

Name

of

Provinces.

1

Bonus
Granted.

Bonus
Paid up.

Loan.

Bonus
(i ranted.

51

Canadian J'acific Ry. — Con.

Manitoba & South western

Colonization

$ cts.

S cts.

$ cts.

Manitoba

§ cts.

52

53

Montreal & Lake Mas-
kinonge

Montreal & Ottawa

Nakusp & Slocan

New Brunswick

41,280 00
192,000 (X)
121,fi(K) 00

41,280 00
192,000 00
117,760 00

Quebec

/ Ontario

[ Quebec

British Columbia
New Brunswick .

87,750 00
100,000 00

54

182,210 00

55

76,000 00
575,000 00

5H

New Brunswick & Canada

Nicola, Kamloops & Sim-
alkameen

Northern Colonization. . .

Ontario & Quebec

Ottasva Northern & West-
ern

57

300.800 00
202,080 00
196,000 00

950,000 00

300,800 (X)
202,080 00
196,000 00

S21,009 20

58

Quebec

Ontario

96,000 00

59

60

/Ontario

\ Quebec

Manitoba

50,000 00
1,316,389 15

61

Saskatchewan & Western
Shuswap & Okanagan. . .
St.^ John Bridge & Ry.

E.Ktension

St. John & Maine

St Lawrence & Ottawa. .

•4)91

163,200 00

163,200 00

SS

133,90C 00

New Brunswick

Ontario

New Brunswick.

Ontario

New Brunswick.
Ontario .

5,181 81

1)4

65

880,000 00

66
67

St. Stephen & Mill town. .

Tillsonburg, Lake Erie&

Pacific

14,848 00

158,871 48

134.016 00

14,056 00

*14,848 00

117,431 48

134,016 00

14,656 00

13,920 00
38, .564 00

6.S
69

Tobique Valley

Toronto, Grey & Bruce . .

Vancouver & Lulu Island

West Ontai'io Pacific ....

Cape Breton

Caraquet. . . . .-

Carillon & Grenville ^nil). .

70,000 00
375,282 00

70

71

60,000 00
192,000 00
224,000 00

60,000 00
182,400 00
224,000 00

Ontario

72
73
74

Nova Scotia ....
New Brunswick.

99,200 00
180,000 00

Central Ontario

Colchester Coal & Ry. Co .
Crowsnest Southern (nil). . .

179,466 00
12,800 00

179,466 00
12,800 00

Ontario

2(>3,000 00

76

77

7S

Cumberland Ry. & Coal Co.
Dominion Atlantic, includ-
ing—

Windsor & Annapolis

Cornwallis Valley

Western Counties. . .

Midland of N. S

Eastern British Columbia

(nil)

44,800 00

1,193,369 00

44,800 00

500,000 00

399,060 40

S9,a50 00

1,193,369 00

44,800 00

500,000 00

399,060 40

Nova Scotia ....

184,4.50 00

79
SO

SI

44,800 00

82
83

84

679,197 45
185,600 00

85

Edmonton, Yukon & Paci-
fic (C.N.R.^

Elgin & Havelock

Esquimau & Nanaiino

Grand Trunk un Canada)
including -
Beauharnois Junction. . .
Brantford, Norfolk & Port
Burwell

160,000 00

**82,6.52 82
750,000 00

62,400 00

91,200 00

**82,652 82
750,0(K) 00

62,400 00

1

1

86

87

New Brunswick . ' 107,506 00
1

8S

15,142,633 33

■ :..:.. 1

S<l

Quebec

Ontario

179,073 00

90

68,000 00

91

Buffalo & Lake Huron . .

92

Cobourg, Blairtou & Mar-
mora

18.740 00

93

Grand Tiiink, Victoria
Jubilee Bridge ......

Grand Trunk, Georgian
Bay & Lake Erie

500,000 00

500,000 00

94

Ontario I 336.000 00

95

Grand Junction, Belle-
ville & North Hastings 21,888 00
Owen Sound Branch . . . ' 39,744 00

21,888 00
39,744 00

224,660 00

.96

II '

* Includes $9,635.89 used iron rails. ** Includes loan of u.sed iron rails.

RAILWAY STATISTICfi

87

SESSIONAL PAPER No. 20b

Governments and Municipalities to June 30, 1909 — Continued.

By Provincial Goveknmests.

I
i
1 By MrMciP.^LiTiEs.

^9^'^' Loan.
Paid up.

Subscription
to Shares.

; Bonu.s
Granted.

Bonus T.,o„ Subscription
Paid up. ^^"^"- to Shares-

•>■ cts. -S cts.
Moo.ooo on

>: Cts.

j -^ cts.

8 cts. 8 cts. ■'5 CCS.

87,750 00
1(>|,0<K) 00
182,210 00

5,300 00

.5,300 00

647,074 00

76 0<X) 00

23,00<3 (M
47..5(HI 00

23,C00 00

575 0<IJ 00

47,500 00

96,000 00

52. .500 00
l.")0,0(Xi iM)
101,000 00

10,000 00

.52,50<) 00

.50,0*10 00
1 192 672 58

15o,0(m:> 00 1

io<:»,ooo 00 /

1

10,000 ool ;

5 181 81

880, 0<h;) 00

300,000 00

60,000 00

300,000 00

90,000 00

13,920 06
38 5<>4 00

75,00000

75,000 00 ,

70,000 00
375 ''>S2 00

988,000 00

969,561 44

25,000 00
10,000 00

25,0(X> 00

10,000 00

!l9,2l(0 00
180,i;hxI 00

9\566'6o

26:5,000 00

93,500 00

173,650 00

1

1

1

44,80(J 00
679,197 45
183 5111 411

27,685 00

2.50,000 00

36,000 00

27,685 66 '

250,000 00'

36,000 00

1
i

107,500 00

13,66060

13^006 60 ..........

179,073 00
68,000 00

18,740 00

26,000 00

966,000 00
113,500 00

929,000 00
213,000 ttO

966,000 00

113,500 00

".t29,iMXi 00

33() OiX) 00

2'^i 660 00

213,000 (MJ

.■■)0,0»jO 00

85,500 <M)

85,50(» 00

88

DEI'AliTMI.Sr or AM//.U.i)N .LV/> C.WM.S

9-10 EDWARD VII., A. 1910
Table 5. — Statement of Aid m'aiited and paid to Railways

Name of Rjiilway.

97j

98i

5*9
100
101

102

103
104
lOo
lOti
107
lOS
10!)
110
111
112

113
114
115

116

117
118

119
120
121
122
123

124
125
126
127
128
129:
130

131!
132
133

134
135
l:W
137
138

139
140

141
142
143

144

145

Grand Trunk — Con.

Cxreat Western

Hamilton & Northwest-
tern

London, Huron & Bruce.

^[idlantl Ontario

Montreal & Chani])lain

Junction

Northern

North Sinicoe

Northern Pacitic.T unction

South Norfolk

Toronto Belt Line

Toronto & Nipissing

Lake Simcoe Junction. . .

Victoria

Waterloo Junction ....
Wellington, Grey & Bruce
Whitby, Port Perry A
Lindsay

*Grand Trunk Pacific ....

(iulf Shore

Halifa.x & Southwestern,
including—
Central of Nova Scotia &
Nova Scotia Southern.

Halifax & Yarmouth

Middleton & Victoria
Beach

Hampton & St. Martins. . .

Hereford

Inverness Ry. & Coal Co. . .

Irondale, Bancroft &Ottawa

* International of N e w
Brunswick

Kaslo & Slocan, B.C.. (nil)

Kent Northern and
St. Louis & Richibucto. .

Kettle River Valley

Kingston & Pembroke

Klondike Mines

L'Assomption (road aban-
doned;

Lake Erie & Detroit River

& London & Port Stanley. .

Lenora Mt. Sicker (Van-
couver Copper Co.. .(nil).

Liverponl & Milton.. . .(nil)

Lotbiniere & ]Megantic ....

Maganetawan River

Marmora Ry. & Mining Co.

Manitoba (Canadian North-
ern Ry

Manitoulin & North Shore.

Maritime Coal, Railway &
Power Co

Massawippi Valley . . . .

Minudie Coal & Ry. Co. . .

iMontreal & Atlantic, in-
cluding Lake Chaniplain
& St. Lawrence Junct. .

Montreal & Province Line.

Under construction.

By Do.Ml.NION (ioVKKXMENT.

Bonus i Bonus
Granted. , Paid up.

Loan.

Name

of

I'rovince.

•S cts.

cts.

Bonu."
(iranted.

103,6011 Oil 103,600 00

1,320,000 00
54,400 00

1,320,000 00
54,400 00

32,800 00 32,800 00

917,800 96

53,699 20

819,874 93

653,776 00
160,000 00

12.5,760 00
t83,612 54
170, .j60 00
627,000 00
144,000 00

368,257 67

917,800 96

53,699 20

819,874 93

Ontario.

Quebec .
Ontario

565,020 00
178,630 tK>
168,3.50 00

l.')0,OfM) 0(»

196,188 OO

83,300 OO

Ontario

Ontario

105,212 00

53,000 m

312,000 00

341,276 m

t58,334 27
22,400 00
97,771 52
48, OHO fK)

197,184 00

11,200 00
571,851 00

96,000 00

3,552 00

30,720 00

32,000 00

40,700 00

5,3715 00

18, .544 00

58,560 00

94,957 59

224,999 99

New Brunswick. 41,950 00

Nova Scotia .... 3,883,405 00

653,776 00
160,000 00

125,760 Ool

83,612 .54!

17O,.560 ool

368,545 97 1

144,000 i)0

36 -1,257 67 1

[New Brunswick.

Quebec

iNova Scotia . . . .

Ontario

I
New Brunswick.

.58,334 271
22 40!) 00
97,771 52
48,000 00:
197,184 Wi

11,200 00
571,851 00!

96,000 00

3,552 00

30,720 00'

32,000 00

40,700 00

.5,376 00

18,544 00

58,560 00

New Brunswick.
Ontario,

15<i,499 .33
96,i:mjo im)

145,600 00
103,000 (X)
272,000 00
315,000 00

175,000 00

135,000 00
21,000 00

456,493 00

Ontario.

83,000 00

Quebec .
Ontario.

Manitoba. . . .

Nova Scotia . . . .
Quebec .

Quebec .

126,994 00

10,000 00

19,149 39
641,575 25

39,788 00

444.000 00
250,280 00
231,122 00

Includes loan of used iron rails

RAILWAY STATISTICS

89

SESSIONAL PAPER No. 20b

liy Governments and Municipalities to June 30, 1909 — Continued.

By Provincial .Govekxmexi.s.

By Mixicip.\LiTiES.

Bonus
Paid up.

Loan.

Subscription
to Share.s.

Bonus Bonus
Granted. Paid up.

T „„ 1 Subscription
1 to Shares.

§ ct.s.

S cts.

S Ctrs.

S cts. S cts.

S ctsJ -S cts.

1
I

565,020 00

599,805 00
311,500 00
144,870 85

21,774 00
241,980 00

599,805 00
311,500 00
144,870 85

21,774 00
241,980 00

178,630 00

1

168,350 00

150,000 00
196, J 88 00

1

1

390,00 00

83,300 00

65,000 00 65,000 00

105.212 00

53,LMX) 00

312,000 00

376,702 59 .376.702 .59

100,(X)0 00

186,000 00

47,000 00

682,000 00

222,094 93
150,000 00

100,000 00

186,000 01,1

47, (MX) (X)

682,000 (XI

222,094 93
150,(X)0 00

1

241,276 00

94,957 59

224,999 99

41,950 00

3,831,939 00

88,874 17 88,874 17
15,338 93 1.5,338 93

1.56,499 33

■ 14.5,600 00

84,226 36

233,000 00

135,000 00

175,000 00

1

100,000 00

50,000 00

5,000 00

.5,000 00

135,000 00
21,000 00

456,493 66

'

<

509,320 00

509,320 00

I

83,000 00

3.56,500 00

356,500 00

j ■

1,332,854 00 414,000 00

126,994 00

10,000 00

19,149 39

641,575 25

39,788 00

65,000 00

(

315,891 89

1

528,000 (X)

250,280 00

51,000 00 36,000 00
25,(K)0 00 25,000 00

231,122 00

90

hLl'ARTMEyT OF liMlAVAVti AND CAXALS

9-10 EDWARD VII., A. 1910
Table 5. — Statement of Aid granted and Paid to Railways,

By Dominion CIovkkn.mknt.

Name of Railway. i

^

Bonus Bonus

Granted. Paid up.

Name

of

Province.

S cts.

8 cts.

146 Montreal & Vermont Junc-

tion (nil)'

147 Morrissey, Fernie & Michel

(nil)

148 Moncton & Buctouche j

149 Napierville .Tunction j

150 Nelson & Fort Sheppard

(nil);

151 New Brunswick & P . E I. . j

152 New Brunswick Southern..

153 New Brunswick Coal &

Ry. Co J

154 New Westminster South-

ern (nil)'

155 Nos bousing & Nipissing

(nil)

156 North Sliore Ry Co . . . . |

157 Nova Scotia Steel & Coal

Co's. Ry

158 Orford Moimtain !

159 Ottawa & New York . . . . 1

160 Philirxiburg Ry. & Quarry {

Co.". i

161 Pontiac & Renfrew j

162'Princeton Branch of Wash. I

Co. R'ly (nil)i

163 t' Quebec Bridge & Ky. Co...j
164| Quebec Central :

165 Qviebec & Lake St. John J

(C.N.R.)

166 Quebec Ry., Light and-

Power Co

167 tQuebec & New Brunswick.,

168 Quebec, Montreal & South-

ern, ineludingr. ;

169 United Counties, East'

Riclielieu Valley j

170 South Shore !

171 Red Mountain (nil)|

172 Rutland & Noyan (nil)l

173 Salisbury & Harvey |

174 Schouiberg & Auroi-a

175 Stanstead, ShefiFord &

Chambly (nil)

176 St. Clair Tunnel

177 tSt. John Valley & Riviere

du Loup

178 St. Lawrence & Adirondack
179, St. Mary's & Western Ont. .

180'St. Maurice Valley

181,S}'dnev k Louisburg (Dom.

; Coal Co.)

1S2 Temiskaming & Northern
1 Ontario

102,400 00
173,440 00

101,600 00
173,440 00

113,440 00|
190,400 00^

113,440 00
190,400 00

Bonus
Granted.

S cts.

New Brunswick.
. iQuebec

96,000 00

jNew Brunswick.

99,708 90
413,000 00

224,000 00

27,616 00, 27,616 OOl

40,000 00
192,942 50
262,384 00

23,712 0<t
13.600 00

39,840 00!
192,942 50
262,384 00

23,712 W
13,600 00

New Brunswick.

Nova Scotia . . .

Quebec

Ontario

Quebec .

374,0.53 33
403, 980 "69

1,454,695 00

96,000 00
201,600 W

232,230 .55

69,952 Ool
296,993 38!

374,353 33

403,980 69i

I

l,2a3,943 50'

96,000 00.

[Quebec.

232,230 55

69,952 00
25^6,998 38

New Brunswick.
Quebec

29,665 45
48,000 00

29,391 01
46,144 00

New Brunswick.

375,000 00

375,000 00

16,2(X» Oti

40,000 00

138,884 92

35,000 0(»

25,667 00
17,433 60

250,000 00
1,076,123 14

2,533,000 00

306,945 50
45,000 00

210,000 00

115,215 00
276,645 00

455,000 00

183 Temiscouata

184 Thousand Islands .

i85 Toronto, Hamilton & Buf-

! f alo

186 tTrans-Canada. .

187 Vancouver, Victoria &

Eastern (nil)

149,481 60

67,344 OO:

112,640 00]

149,481 60

fi7,344 OOl

112,640 00

! Quebec.
Ontario,

89,600 00 87,808 00

645,950 00
61,200 00

57,600 00

: Nova Scotia .

645,950 00
29,840 OOJ

57,600 00

( iQiiebec

\ New Brunswick.
. . Ontario

70,400 00

87,808 00

<;2,250 66
66,000 00

t Urder construction. 4: Includes $14,663.45 loan, used iron rails.

AM ILWA Y S TA TISTICS

91

SESSIONAL PAPER No. 20b

by Government and Municipalities to June 30, 1909 — Continued.

Bv Provixciai. Governments.

Bv Ml"nicii'.'\lities.

BoniiJi
Paid Up.

Loan.

Subscription
to Shares.

Bonus
Granted.

Bonus ■[ ! Subscription
Paid Up. : ■^°*"- to Shares.

S cts

■S cts.

§ cts.

.$ cts.

•S cts.

•S cts.

S cts.

91,500 00

•

ib,66o 00

10,000 00

'

99 708 90

::;■■::::::.. ::::;;:;;;

413,O(J0 00
224,000 00

3,000 00

3,000 00

1G,200 00

40,000 00

4,000 00

3,000 00

85,000 00

4,000 00

S,000 00

85,000 00

138,884 92

35,000 (JO

25,667 00
17,433 60

250,000 00

3lX),000 00
103,000 00

12,000 00

290,817 46
103,000 00

12,000 00

1,076,123 14

2 .368 816 88

4ri0 nnn no

306,945 50

207,565 00

115,215 00

276,645 00

25,000 00

25,000 00

7o',6o6'oo

455,000 00

70,000 00

,

i

70,400 00

80,000 00

77,996 39

82,000 00

362,250 00

25,000 00

25,000 00

66,000 00

10,000 00
268,000 00

10,000 00
265,500 00

1

92

DEPARTMENT Ol' A'.l/Lir.U .S .l.YL> r.LY.l/,S'

9-10 EDWARD VII., A. 1910
Table 5. — Statkment of Aid granted and paid to Railways

Xanif (if Kaihvny.

•

By Domi.viox Govkhx.mknt.

Name

of

Province.

Bonus
(i ranted.

Bonus
Paid up.

Loan.

Bonus
Granted

1<<H

Victoria & Sidnev, B C

$ cts.

•S cts .

•S cts .

British Cohuiibia

.<; cts .

101,635 (»0

ISO

Victoria Terminal Ry. &

Ferry Co (nil)

Wellington Colliery Go's.

Ry (I'il)

York & Carleton

Final total

.

190

101

32,896 00

32,896 00

New Brunswick.

25,247 00

78,522,973 15

77,028,080 58

15,576,533 33

34,071,719 88

RAILWAY STATISTICS

93

SESSIONAL PAPER No. 20b

by Governments and Municipalities to June 30, 1900- -Concluded.

By PROVIXCI.iL (tOVERN.MEXT.S

By MlMCIP.XLITIES

Bomi.>i
Paid up.

Luan.

Subscription
to Shares .

Bonus
Granted.

Bonus
Paid up.

x cts .
152,452 50

T Subscription
to Shares.

-S cts.
101,635 00

.S c

S cts.

8 cts.
152,452 50

S cts. 8 cts.

25,247 00

32,538,496 15

2,750,030 00

300,000 00

12,829,679 55

12,5«0,824 98

2.-104,498 62 2,839,500 00

94

DEPARTMENT OF TrMfAVAYS AXn CAKALS!

9-10 EDWARD VII., A. 1910

= C-l -^ Cl c: if> C 'M » CC 0? CO 1^ «

X i~ I M I I <M C-. »-i eo -f X C -r ;£ i~ I , ■ (M i- i:; Ci
I "■ ci •* I r^ I 1-1 ,-11 N

-f S'l i^ o cr I-

' in •M cc -r ■

O i~ X T 1 — — ~. re

t ci — ~. o iM ^ cc X X -r I — f -r

I a: CO cc « m — I- 1^ 1^ tr i-i o
>-• in o '»■ X CO ;o c-T_

in t- c X ■

•^ cc in ~ 1
1-1 T-i -r

^ 0) S

_-• XTfCC05e<Jt-.Oi-IC5(MrH,-linCOX-!)<C<ll^-»<-JO-S'Ot-»HflO

5 c«scn,-nno5 — oOr-iOioiniO(MC5aocO'*x-<T<i2-oco-v3?i«oo

xocooiMint^owxinu;— <t^coco-rro rxi^i-x-r-r~
i^cooMiO-rc-f" — ;rirxXwin'C~i-rrec;rex:':i--'in
(rjt-inx'-si-— ~c3t^-rs:c:t'-inir-r— Ci'-rcorit^-^cv

••»<" Tfl" cc' ^" CO i-T CO X — ' t-^ — ' C'l' co' — ^ c-f c^' x' x' ~ i' ? r t - x' -1-" ^r co" iS^
oscoiT-iin ^(Min^oiMXcoeoco m ;st^o~. i-i

^ OS C Oi T-l o

o(Min3o«-ixcoeoco
CO t— -o CO in CO i^ I*

s-5

X X tr CO X

•C<I lO

X r^inx ^ X

-J.

-

C X(M

ino

-^

CO — t^ X CO

• IM in

-»< (M T-(

ri t^;o

—

-r

i:.'

o.

• xo©

X C5 -f

Tf X

• in to

-r ^c 1 -

wxm

_l

X

r^

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COERECTIO^.

Through the displacement of decimal points in the second column of Table 7, on
pages 100, 101 and 102, the revenue per ton per mile was changed in the case of fourteen
railways. The correct figures with regard to the lines affected are as follows : —

Revenue
No. RAILWAY. per ton

p)er mile.

1 1 Canada Southern *. 545

1 2 Intercolonial 575

1 i Canadian Northern 736

1 7 Canadian Pacific .... 766

27 Grand Trunk ^ 666

28 do Canada Atlantic 577

41 London Jc Port Stanley 818

44 Massawippi Valley 971

48 Montreal i Vermont Junction .... 331

51 Napierville Junction 940

64 Pera Marquette 519

70 Rutland ct Noyan 745

76 Sydney it Louisburg . . 617

85 Wabash (in Canada) 528

J. L. PAYNE,

Comptroller of Statistics.

1909— 20b— Page 100.

RAILWAY STATISTICS

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9-10 EDWARD Vli. SESSIONAL PAPER No. 20b A. 1910

T^BLE 8

SUMMARY OF OPERATING EXPENSES

104

in:i'\RTMi:\T of rauavays and can Aim

No.

24
25
20
27
28
29
30
31
32
33
34
35
36
37
3S
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54

9-10 EDWARD VII., A. 1910
Tahle 8. — Summary of Operating Expenses

Xanie of Railway.

^[aimknance of Way

SK^. i Ballast.

Tir:

Alberta Ry. & Irrigatiou Co ...
I Algonia Central & Hudson Bay. . .

1 Atlantic and Lake Superior I .

I Atlantic, Quebec & Western ... .|.

Bay of Quinte i

Bedlin°rtou & Nelson Ry. Co •

:Bes.senier & Barry s Bay ; .

Brandon, Saskatchewan & Hudson I

Bay...^ I

Briti.sh Yukon |

Brock ville, Westport & North

' Western

Canada Southern

Canadian (rovt. Rvs. (Intercolonial)
.. ■ (P.E.Island)..'

Canadian Northern |

I. II Ontario

• 1 II Quebec- '

Canadian Pacific

Cape Breton .

Caraquet

Carillon and Grenville

Central Ontario

Crow.sni'.st Southern ' I

Cumberland Ky. & Coal Co I

Dominion Atlantic 1

Elgin & Havelock

Eastern British Columbia

Grand Trunk :

Grand Trunk (Canada Atlantic). . . |

Halifax & Soutliwe.stern i

Hampton & .St. Martins ■ .

Hereford

Inverne.ss Ry. & Coal Co

Irondale, Bancroft & Ottawa

Ka.^lo & Slocan

Kent Northern

Kettle River Valley ^

Kingstm & Pembroke

Klondike Mines

Liverpool & Milton

Lotbiniere & Megantic

London & Port Stanley

Manitoulin and North Shore i

Maritime Coal. Ry. and Power Co.'

Massawii)pi ^'alley

Midland Rj'. Co. of Manitoba

Montreal and .Atlantic

Montreal and Province Line

Montreal and Vermont Junction . j

Morrissey, Fernie and Michel j .

Moncton and Buctouche i .

Napierville Junction [

Nelson and Fort Sheppard

New Brunswick Coal and Ry. Co.. .
New Brunswick and P. E. Island..

S cts.

3,0011 oo:

4,598 10 :

S cts. I

Rails

Other

Track

Material.

628 32

1,082 56
890 00

3,658 %
328 56

25,995 29
2,212 95
4,698 23

378 90
0 50

1 49
3,614 12

34,333 78

47,004 15'

2,745 35,

41,922 03,

5,880 68

9,491 97

387,626 39

720 00

19,620 02

31,710 60

1,735 85

Cr. 89 60

66,953 63
' 3,730 00

2,010 00

5,652 85

1,200 00

2,192 39

50 00

344 60

102,676 82

11,249 56

4,596 66

1.901 90
1 05

2,988 70
148 161

31,608 39
5,253 84

1,469 70!

1,273 eo;

487 50
9i5 24!

625 00

28 731
3,398 lit

4,129 11
147 32
128 70

36 12

3,781 58

1,870 50

117,861 80

280,399 16

13,573 69

248,745 65

1,927 58

29,203 55

920,799 74

1,353 02

.3,087 15

539 00

0.600 00

8,738 97

2,380 00

21,154 93

1,296 78

95 96

665,3."J7 41

83,0G7 67

12,539 49

1,214 81

3,734 83

6,683 10

1,338 99

463 50

1,500 00

355 52

10,009 16

986 451
1,214 34

1,218 92

142 91

33 15

1,511 05

5,140 49

7,268 32

855 55

855 71

1 82

8,836 09!

354 79

1 20

- 042 15i
3,779 43'

100 00

1 15

1,185 53
9,857 72
1,407 11

:ll3 58

.J, 554 68

178 69

24,829 93

3,410 73

5.^•3 45

1,165 07

1,793 16

30 99

5,702 67

6,075 01

2,307 92

cts.

385 84|

32 37

4,295*32
1,485 38

Cr.

29 37|
12 11 '

Cr. 40 75i

118 27
2 14

12 00

418 44
540 10

101,.535 49

65,018 05

2,068 80

6,601 531

0 68

Cr. 1,486 no

551,181 90

126,657 29

110,971 64

2,497 34

48,945 32

1,303 32

4,733 07

301,528 91

.592 80
1,205 15

269 70
9,117 06

504,272 36
15,004 32

45 72
1,381 32

1 50

247 15
72 45

194 74

Cr. 51 29

12,687 26

301 76

9 64

725 Oo

45 00

1.090 21

911 73

1,144 86

2.331 05

;>0 37

375,2i8'6i

5,204 51

10,088 04

241 12

1,1.50 96

2,995 11

557 00

2 30

.:>tX> 00

1,459 07

1,935 18
504 11

Cr.

36 43
22 83

1,302 02
227 95

7,337 64
742 99
000 89

2,436 39
410 10
331 70
320 2<t
192 25
239 94

RAILWAY STATISTICS

105

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909.

AXI) STRtCTOKKS.

Roadway and
Track.

No.

Removal of

Snow, Sand

and Ice.

Tunnels.

•^ Ct;^ .

32,.350 62:
7,14.S 24

17,571 99
4,928 14'

14.972 28
1,096 88
1,822 13

18.485 33,
21,434 06

4.

297,

.t55,

64,

740.

61,

54,

4.228,

3,

10,

24,
73.

16,

44.

■1

3!

1,081

144

61,

5!>9 17
574 68
407 29
870 81
08(1 00
520 82
504 97
052 33
451 18
120 00
477 00
284 05
927 49
064 04
158 20
715 67
840 22
388 73
771 38
458 22

15,660 22;

18,968 201
7,039 40l .
4,596 28'
1,095 00|
1,060 21

26,631 41 1

10,765 92

Bridges,

Trestles and

Culverts.

(Jver
and Under

Grade
Crossings .

GradeCros... g^^^ ^^^
mgs^lences, s^nd Fences

Gattle J

Guards and

•S cts

1,176 26( .
3,937 21
1,601 60I .
1.414 08
1,140 15
5 04
66 25

3,668 39
13,660 92

417 23

3,178 60

130,161 01

6,515 52

42,687 46

4,257 27

22,615 49

521,469 41

74 50

510 00

1,978 88
6,668 35

8,312 11

5,422 54

241 53

234,560 91

24,650 71

607 66

2,3iX» 92
417 70

3,037 88

Cr. 175 90

357 96 .
1,473 521.
2,767 76! .

Signs.

Snow Sheds.

.s

cts

S cts

3,980 29
6,143 51 i
1.887 45'
22 00'
300 95
1,113 66!
1,101 37|

2,301 Olj
1,362 83

736 73

39.830 24

60,819 79

1,251 83

103,999 73

7,226 95

21,425 13

928,940 23

118 70

I.IW) 25

210 00

2,643 23

.37,672 94

85 41

11,066 15

961 56

60 10

122,721 63

19,242 25

3,895 99

507 34

903 58

1,827 41

457 50

2,139 90

25 00

14 00

30 25

2,396 58

10 99
5 75

-S cts . t

I

5,432 391

162 45

680 87'

45 35 1

1,100 30

0 38

cts.

435 43

85 50
0 11

2,409 34

1,084 66

75 11

3,530 80

31 29|
835 191

199 15
45 36

1,186 84

13.369 18

.58,310 99

.5,514 85

14.655 13

614 57

5,416 54

188,742 59

220 50

250 00

250 00

2.671 01

282 38

193 69
541 83

11,645 88

2,062 55

Cr. 5 03

94 99

1,816 15

59,052 36

t).0.56 92
18 49

28 36

39 00

595 42

28,289 98

166,536-97
8,629 03'
1,444 38:

7,827 27

752 04

.56 32

46 76

306 17
1,546 33;

1 10

28 80

15 00

1,443 48 i
6 00'

4 00!

8
9

10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
H)
47
48
49
50
51
52
53
54

5,448 63f

10,317 86

3,534 54

4,765 19

20,200 05

25,879 85|

64,176 98

9.293 53

5,006 91,

3,728 031

4,842 79!

2.735 62 i

27.042 99

12,735 09

4,.500 34

424 19

501 09

407 85

259 78

917 27

946 14

11.766 98

3,333 (>0

2,343 37

3,082 92

995 171

710 86

9,469 07

.311 87

12 11

2.040 51

198 70

45,067 53

11 00

633 19

309 021

i.

950 73

970 00
2,046 98

866 08

56 22

9,027 39

2,070 31

1,842 66

80 57
255 20
129 53,
4,622 70
912 81
477 48

76 67 j

3,942 85!

70 28

116 51'

460 52
9 36

126 30'
29 02;

0 27i

720 901 .

106

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses

No.

Name of Railway.

55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87

New Brunswick Southern,

New Westminster Southern 1

Nosbonsing and Nipissing >

North Shore Railway Co |

Nova Scotia Steel and Coal Co. ... I

Orford Mountain 1

Ottawa and New York !

Phillipsburg Ry. and Quarrj' Co. . . '
Princeton Br'ch of Washington Co.

Fere Marquette j

Quebec Central

Quebec and Lake St. John I

Quebec Ry., Light and Power Co..
Quebec, Montreal and Southern ... I

Red Mountain |

Rutland and Noyan

Salisbury and Harvey

Schomberg and Aurora

Stanslead, Sheflord and Chambly..'

St. Clair Tunnel

St. Lawreuce and Adirondack ....

Sydney and Louisburg

•Spokane aud British Columbia . . .

Temiscouata

Temiskamingand Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo. . . .
Vancouver, \'ictoria and Eastern. . j
Victoria Terminal Ry.and Ferry Co.

Victoria and Sidney, B.C !

Wabash Railroad Co. in Canada.

Wellington Colliery Co

York and Carleton

Maintkn.\nce Of W.\Y

Superinten-
dence.

Ballast.

2,824 70
1,808 61 '

Ties.

1,389 251
743 55:

$ cts.

1,113 43'
1,804 39

Rails.

Other Track

Material.

4 cts.

4,709 55
48 28

cts.

878 85
165 79

1,136 83, 3,356 62

-94 73
8,411 50;
4,304 99 .
5,164 81

154 00
5,294 29 .

960 49;

113 65 .

168 72
2,390 61

180 13
39 76

16,
199 OO'

891 82

1,549 81

4,323 20

216 00

996 93

13,373 46

16,689 71

3.809 89

576 79

1.5,751 4o

2,014 56

248 29

3,044 68

1,362 95

14 88
103 11

388 89

1,205 31

25,400 00

1,444 71

Cr.

711 17
6 01

707 10

Total .

670 48

411 52

1,832 55

850 00

22 95

1,413 60

3,949 15

13 65

6,157 47

10,054 77

25 50

340 89

765 15

1,545 95|

62 10

5.57 83,

252 71

18 05

4,873 65

772 84

30 63

2,517

3n2
9,179
8,070

209

10,004

2,026

393

11,592

7,271

123
1,635

142
2,175

40

04]
05
16
18 .

1,292 03

629 68

1,198 79

1,351 97

786 72

1,140 39

5 70

20,215 97

10,903 60

Cr.
Cr.

Ill 63

204 981

54 17

5,525 11

4,077 77

3,945 37

16 66

2,072 71

419 39

17 44

385 46

345' i'i

504 64

2,363 76

5,044 10

2 50

1,181 95

1,335 36

443 22

8,948 29

15,942 46

4 32

57 42

246 07

759,240 98; 198,796 80 2,678,384 80, 1,343,471 77 1.084,342 40

RAILWAY STATISTICS

107

SESSIONAL PAPER No. 20b

for the Year endin'' June 30, 1909 — Continued.

AXI> Strl'CTVRES — Continued.

fioadwav and
Track.

11,103 71
12,929 43

Removal of

Snow, Sand

and Ice.

S cts.

762 66
35 79

Tunnels.

Bridges,

Trestles and

Culverts.

631 80

2,397 10 1

8,389 22

19,013 93

1,630 11
46,364 19
73,885 92
48,097 22

2,265 62
20,0Gfi 88

6,477 00
712 19

8,079 66

Over

and under

Grade
Crossings.

Grade Cross- g^^^^. ^^^
ing8^Fe^ces,g ^j Fences,
Cattle 1 '

Guards and

Signs.

Snow Sheds.

S cts.

No.

2,676 22
566 16

710 07

148 27

0 37
0 87

2,010 56
1,480 67

139 79]

60,446 06 1

620 00

1,022 44

983 92

102 52'
141 25

1,814 97

2,632 20

24.498 42

306 96
7,832 49
1,508 41

105 35

9,966 26
12,778 86 .
4,178 96] .
382 3l)
4,754 94! .
2,386 18j

123 61

3.463 04

106 24

6,788 67

1,390 41

6,487 77

344 87

4,929 80

8 43

53 28

70 83

429 191

585 74:

66 91

383 38

0 04

7,338 49

4,657 48
15,400 94
32,778 77
775 45,
27,207 93
85,939 08

1,932 19

59,902 82

69,206 19

279 37

3,683 641

224 98'

13,665 76

1,341 00

2,282 66

2,514 38

195 07

61 98

863 53

16,687 53

42 78.

1,635 71 1

2,622 37

9,190 99

90 90

4.229 44

38 15'.
5,047 99
2,845 01
10 75
4,531 53 .
2,468 33;
2 92
12.655 34!
6,681 62
19 39
180 76! .
I

80 00

i

338 90,

462 24!

2,960 IS
1,127 94

56 50|

I

40 06

5 93

. . .
2 54|

417 63

651 81

1.50 S7

3.401 39

731 03

42 60

693 62

19 88

5 00

8,469,429 03 1,139,937 37j 18,413 27 1,603,291 03 37,179 87j 528,111 60

109 681 78

79

! 80

81
82
83
84
85
86
87

3 53i
0 76:

91,. 538 47

108

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — -Summary of Operating Expenses

No.

U

X.inif of Haihvav.

15

16

17

18

M.MNTESANCE OK WaV

Signals and '

interlocking

plants.

Telegraph

and

t^-lephone

lines.

' P]lectric
i power
.transmission

9
10
11
12
13
14
15

ir.

17
IS
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
.5tJ

34 65
21 91

205 29

41,448 38 !
6,405 50 I

46 60
3.164 28

325 59 I
],790 Oo
40,660 83 i

120 87

24 01

Alberta Ry. & Irrigation Co

Algoma Central & Hudson Bay

Atlantic & Lake Superior

Atlantic. Queliec & Western

Bay of Quinte

Bedlington & Nelson

Bessemer & Barry's Baj-

Brandon, 8ask. & Hudson Bay

British Yukon

Brockville, Westport & Northwestern

Canada Southern

Canadian (Tovernment Rvs. — Intercolonial.
P. E. Island..

Canadian Xorthern

Canadian Northern, Ontario

Canadian Xorthern, Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon & (irenville

CentralOutario

Crowsnest Southern

Cumberland Ry. <fe Coal Co

Dominion Atlantic -

Elgin & Havelock

Eastern British Columbia

Grand Trunk

Grand Trinik (Canada Atlantic). .

Halifax & Southwestern

Hampton & St. Martin's

Hereford

Inverness Ry. & Coal Co

Irondale, Bancroft & Ottawa

Kaslo & Slocan

Kent Xorthern

Kettle River Valley

Kingston & Pembroke

Klondike Mines

Liverpool & Milton

Lotbiniere & Megantic .'

London & Port Stanley

Manitoulin & Xorth Shore

Maritime Coal, Railway & Power Co

Massawippi Valley

Midland Railway Co. ot Manitoba

Montreal & Atlantic

Montreal and Province Line

Montreal ai>d Vennont Junction

Morrissej-, Fernie & ^lichel

Moncton & Buctouche

Napierville .Tunction

Nelson & Fort Sheppard

Xew Brunswick Coal & Railway Co

New Brunswick & Prince Edward Island. . .

Xew Brunswick Southern

New Westminster Southern

Nosbonsing (^ X'ipissing

3 cts.

1,551 02
1,501 37

5 80

110 00

20 18

4 00
155 40
501 17

7,463 14

1,500 13

6 91

24,946 56

1,943 59

174 97

175,920 41

6 55

435 00

24,344 52

217 14

65 68

194 82
518 96

73 50

20 15

12,378 70

7,766 55

.S87 66

134 28

104 33

171 08

48 49
30 85

46 92
24 28
59 15
39 49

543 23
1,324 65

51 82
87 70
76 46

47 68

227 20

2.573 07

121 58

162 63

27 42
273 01
427 38

Cr. 303 47

$ cts.

Buildings.

fixtures and

grounds.

$ ote.

4,786 35

1,047 64

1,059 07

98 15

1,133 57

599 30

1,936 80

3,496 44

1,120 22

32,708 15

159,597 64

8,661 18

103 105 06

1,370 19

10,682 38

1,173,903 12

59 21

50 oo'

5,234 38
3,077 63

9,101 84

128 21

50 74

558,613 97

46,194 54

8,210 46

812 51
1,878 99

132 65

15 00

602 57
111 80

3S9 84

1,540 98

195 19

49 44

4,488 25

1,032 74

17,204 55

146 84

256 93

922 30

281 80

37 65

674 41

522 40

529 72

1,157 21

85 39

RAILWAY STATISTICS

109

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

19

20

21

22

23

24

25

AND StROCTDRES— ('on^»K(frf.

No.

Docks and
wharfs.

Roadway
tools and
supplies.

Work

equipment —

repairs.

Work

equipment —

renewals.

Work
equipment —
depreciation.

Injuries to
l)eisons.

Stationery

and
Printing.

$ cts.

S cts.

S CtB.

c

a
S
0.

'5

c

0

0

s

:«
S

■—

s

§ cts.

s

'5

%

'0

0

c
2

S

■5

s

1

T.

§ cts.

c
c

1

■3

%
g

c

cS

s
1)

c

■3

s

s
J

IB

1

•S cts.

S cts.

75 05
163 31

1

5,106 52

749 40

22 13

2
3

4

78 94

30 53
75 97

5

7 00

25 46

6

7

1807"

553 .56

826 55

37 21
123 52

ii4 63

7 00

8

9

10

3,378 89

18,135 69

1,777 92

14,174 73

25,414 77

1,484 79

15,528 24

1,737 35

1,674 71*

116,112 66

17 27

5606'

93 23

2,458 72

469 28
390 39

i,ii9 72

3,971 22
192 42

1,300 77

235 13

141 43

25,9.50 43

11
12
IS

1,996 37

3,052 32

35 (10
27,402 47

14
15

16

105,985 68

17
18

19

100 00

W»

35 00
649 95

4 87
131 88

^1

22
?3

212 78

1,770 29

72 24

52 50

27,223 31

3,787 12

1,471 08

52 21

599 01

389 96

2 50
247 18

"7^494 97
76 59

17 97

24
25

26

27
28
29
30

' 46^i33 43

179 46

11 47

23 47

4,396 06

333 66

91 11

15 38

5 60
81 14

31

32
3S

17 20

25 47

34

35

,

0 93

720 55

71 75

36

716 09

82 40

88 48

37

38

62 17

0 90
22 08
13 82

^

459 81

213 46
100 51

625 .00

41

49

43

58 08

043 06

350 08

1,372 16

247 74

91 09

119 60

36 24

3 25

12 82
152 83

44

4t

272 49 1 46

10 82 j 47

27 06 ! 48

49
50
51

90 10
43 85

2 52

555 61

146 92

89 14 1 52

1,063 80
215 65
967 83
135 82

53
54
55
56
57

7 95
155 44

36'66

12 40

30 00

37 12

38 20

no

DEPARTMENT OF RAILWAYS AND CAXALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses

No.

14

Name of R;iilwav.

North Shore Eailway Co

Nova Scotia Steel & Coal Co

Orford Mountain

Ottawa & New York

Philipsburg Railway & Quan-y Co

Princeton Branch of Wa.«hington Co .

Pere Marquette

Quebec Central

Quebec & Lake St. John

Quebec Railway, Light & Power Co. .

(Quebec, Montreal & Southern

Red Mountain

Rutland & Noj'an

Salisbury & Harvey

Schomberg & Aurora

Stanstead, Shefford & Chambly

St. Clair Tunnel

St. Lawrence & Adirondack

Sydney & Louisburg

Spokane & British Columbia

Temiscouata .... ....

79 JTemiskaniing & Northern Ontario...

80 jThousand Islands

81 Toronto, Hamilton & Buffalo

82 i Vancouver, Victoria & Eastern.

15

V\

17

18

M.MNTEN.VXCK OF W.\Y

83 Victoria Terminal Railway & Ferry Co.

84 Victoria & Sydney, B. C.

85 " "^ ■ " ~ ■
86

Wabash Railroad Co. in Canadi.

Wellington Cullic-ry Co . .

York & Carleton

Signals and

interlocking

plants.

Telegraph

and
telephone

lint-s.

Klectric Buildings,

power fi.\turesand

transmission grounds.

8i;9 33

157 78
!'l (II

1,415 '.)2

207

217 04
20 98

500 51

19 14

9 16

iO-^ 26
65 SO
13 32

203 95

3 17

964 71

1,820 54

482 55

158 72

5 51

46 55

14 00

2,770 58

3,211 76

1,434 60

3,640 44
355 10

Final total.

131,419 79

2 75

807 88

2 85

37 87

189 55
1,471 86

9,649 91
8,349 09
9,316 94

340 64
4,172 51

406 68
6 06

391 01

1,619 41
2,853 04
3,601 31
1,677 33
19 35
3,722 50
6,317 53

590 65

S,834 48

5,736 77

33 61

447 01
2,477 15

246,934 48 i 4,646 36 | 2,241,319 79

RAILWAY STATISTICS

111

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909. — Contimied.

19

20

21

22

23

24

25

AND Structures — Continued.

Injuries to
persons.

'Nn

Docks and
wharf.*.

Roadway,
tools and
supplies.

Work

equipment —

repairs.

Work

equipment —

renewals.

1

Work
equipment —
depreciation.

Stationery

and
printing.

,? cts.

•S cts.

S cts.

a

'3

D

O
O

o

a

cS

a

O

"5

30

S

TransfeiTcd to maintenance of equipment. ^

Transferred to maintenance of equipment. ^

o

•8 cts.

8 cts.

58

1

59

360 94
1,145 96

3 75
4.S3 50

" ". '67!

8"45

226 88

164 39

69 64

7 23

177 59

25 59

6 86

60

61
6-^

6S

Cr. 534 08

701 10
2,418 07
2,005 17

' 100 '66
26 00

5'66'

96 32

64
65

92 21
75 02

66

67

6 19

741 80

147 68

22 66

68
69

70
71

79

21239'

272 98

73 34

232 32

0 95

.5'26'

9 87
3 00
0 19

73
74

75

76

0 78

749 01

4,049 45

77

2500'

4 21
249 51

78

79

24 12

80

530 26"

155 56

1,434 77
1,513 72

8 47

112 68

2 99

(536 20
192 88

1.30 39
236 69

81

82
83

2,088 00

84

3 55

18 42

85
86

50 00

87

40,519 73

187,879 64

238,798 60

42,563 21

112

DEi'MiTMEyr OF h.miavws wn ayALs:

^

9-10 EDWARD VII., A. 1910

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RAILWAY STATISTICS

113

SESSIONAL PAPER No. 20b

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206-

114

DEPARTMENT OF RAILWAYS AXD CANALS

9-10 EDWARD VII., A. 1910

'«

04

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RAILWAY f^TATISTICS

115

SESSIONAL PAPER No. 20b

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116

DEPARTMENT OF RAILWAYS AXD CAXA/.s

9-10 EDWARD VII., A. 1910

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BAILWAY STATISTICS

117

SESSIONAL PAPER No. 20b

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118

DE1'AIIT.UEXT OF ItAILWAY,^ AND CANALS

9-10 EDWARD VII., A. 1910
Table 8.— Summary of Operating Expenses

54

58

No.

Name of Railway.

Maintk.na.nce ok

Shop
Machinery
and Tools.

Power Plant
Equipnien'.

Injuries Stationery

to and

Persons, i Printing.

1 Alberta Railway and Irrigation Co

2 Algoma Central and Hudson Bay

3 Atlantic and Lake Superior .

4 Atlantic, Quebec and Western

5 'Bay of Quinte

6 |Bedlington and Nelson ...

7 i Bessemer and Barry's Bay

8 [Brandon, Saskatchewan and Hudson Bay.

9 I British Y ukou

10 jBrookville, Westixirt and Northwestern. . .

11 jCanada Southern • ■ • .

12 [Canadian Government Railway (Intercolonial).

S cts.

771 20
340 65
392 78

Canadian Northern

Canadian Northern, Ontario.
Canadian Northern, Quebec .

Canadian Pacific

Cape Breton

Caraquet .

13
14
15
16
17
18

19 .

20 I Carillon and Greuville

21 Central Ontario

22 Crows nest Southern

23 Cumberland Railway and Coal Co .

24 Dominion Atlantic

25 Elgin and Havelock

26 [Eastern Bi'itish Columbia

27 Grand Trunk

28 Grand Trunk (Canada Atlantic)...

29 Halifax and Southwestern

30 I Hampton and St. Martins

31 [Hereford

32 I Inverness Railway and Coal Co , . .
Irondale, Bancroft and Ottawa . . .

Kaslo and Sloc.an

Kent Northern .

Kettle River Valley

Kingston and Pembroke

Klondike Mines

Livei pool and Mil ton

Lotbiniere and M(-gantic

London and Port Stanlej'. ...

Manitouhn and North Shore

Maritime Coal, Ry. and Power Co.
Massawippi Valley.

(P. E. Island).

13 22

42 39

2 50

296 40

852 16

1 75

8,471 64

36,708 23

1,732 5G

41,514 49

2,636 33

1,632 94

339,381 37

S cts.
1,703 05|

S cts.

1,105 00

45 00

293 25

336 01

3,148 33

269,801 13

12,981 23

911 17

33
34
35
36
37
38
39
40
41
42
43
44

45 Midland Railway Co. of Manitoba.

46 Montreal and Atlantic

47 ^Montreal and Province Line.

48 jMontreal and Vermont Junction

49 iMorrissey, Fernie and Michel

50 'Moncton and Buctouche

51 iNapierville Junction

52 Nelson and Fort Sheppard

53 New Brunswick Coal and Railway Co.

54 jNew Brunswick and P. E. Island

55 INew Brunswick Southern

291 04
733 04

15 70

8 13

201 64

19 75

142 221

431 48|

5 85

115 07

3,869 70

8 68

7 44

197 70
1,114 68

70 94

459 88
384 75

810 90

237 99
25,604 25

83 081

15 58'

56 17'

4 50;.

34 70

15 00
27 03

3 00

50 44

$ cts.

47 69
80 43

30 53
7 93

1,554 32
10,383 30

287 67

2,936 05

95 11

284 84

33,928 90

75 00

1 84
34 96

19 48

I 54 43

3,162 46 10,089 90

186 71 991 59

50 00' 84 91

57 63
81 14

0 50

28 48

29 22
14 19

12 13

364 58

29 60

74 02

7 35
20 18

15 00
15 35

RAILWAY STATISTICS

119

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

60

61 62

63

64

65

67

EQUIPMENT— Con<nii/f.7.

Other
Expenses.

Total

of Foregoing

Accounts.

Maintaining

Joint
Equipment

at
Terminals —

Dr.

Equipment

Borrowed —

Dr.

Maintaining

Joint
Equipment

at

Terminals —

Cr.

Equipment

Loaned —

Cr.

Total
Maintenance

of
Equipment.

No.

S cts.

2,179 71

3,189 92

708 65

S cts.

21,291 29
49,825 91
12,859 47
1,140 73
2.5,594 29
228 98

S cts.
7,446'79

.$ cts.

8,577 05
8,381 78

S cts.
5,865 96

$ cts.

S cts.

29,868 34
52,341 73
20,300 26

1

;;::::.::"; :;::;::::;:;

1,140 73

25,594 29

228 98

1,475 75

9,059 22

16,028 31

3,375 52

945.987 72

2,040,823 69

70,398 58

1,193,677 18

.53.fi.'?6 22

/I

75 21

■

fy

0 36

6

■3 98

148 67

9,059 22

18,028 31

3,375 52

1,327 08

27 88

8

q

75 00

10

11 00

942,060 97

4 no 30

183 55

n

35 396 71

2 0S7 998 20! 2^825 49

^'>

7,276 17 70,398 58

24 00 1,177,813 61

8,000 50 54,832 27

4 126 25 95 3fi3 7.")

....

:::::::::' ;::;:::::::::

13

43,423 80

2,048 59

16,537 66

554 84

27,005 39
3,244 64

14
15

34,827 78 77.073 63

16

144 35

10,882,553 74
1,640 09
8,099 25
1 115 00

210 44

416 21

10,882,347 97

1,640 09

8,699 25

1,115 00

16,751 76

17,272 97

12,394 87

60,164 98

890 33

1,507 71

3,878,960 53

282.n.'^9 24

17

30 71

18

84 00

19

•'40 00

'>0

16,751 76
17,272 97
12 .394 87

''1

34 85

'

29

2S

532 191 60 164 98

2|

3 50 89n 3.^

2-,

1,507 71
3 921 219 fi2

6,921 ^8

4'9',i8i 07

15 24

26

1 434 88

97

661 99 1 "282^05 4 48
2,927 45: 4n.Sfi7 30

2S

1,290 54

911 16. 41.2-16 68

2't

42 50

588 84

11,237 11

25,953 55

5,015 77

2,747 01

300 00

160 83

21 S44 91

588 84

11,190 62

27,385 15

5,015 77

2,747 01

300 00

160 83

3(1

0 03

46 49

184 80

31

1,616 40

S9

33

4 20

31

35

36

4,397 84

21,344 91
2,671 96
2,222 49
2,752 10

18,396 79
5,611 57
5,167 26

14,736 96

7,082 64

116,557 79

1,002 49

847 98

11,224 88
2,336 27
1,726 24
8,622 32

14,758 09
4,964 85

10,213 67

37

1 2'fi7f 9fi

38

2,222 49

2 7r,9. 1 0

3«»

157 75

40

13 12 18^396 79
0 53 5 543 29

41

68 28

49

1 5.1fi7 2fi

43

14,736 96

( 7,082 64

116, .557 79

1,002 49

847 98

11,117 18

2,336 27

1,726 24

44

10 18

45

46

47

48

107 70

49

53 72

50

51

17 70

8,622 32

14.758 09

4 039 93

52

53

924 92

54

4.541 3li

5,672 36

55

120

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses

No.

56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87

Maintkxance ok

Name of Railway.

Shop , Power
machinery plant

and tools, i equipment.

New Westminster Southern..

Nosbonsing and Nipissing

North Shore Railway Co

Nova Scotia Steel and Coal Co. .

Orford Mountain

Ottawa and New York

Philipsburg Ry. and Quarry Co

Priaceton Branch of Washington Co

Pere Marquette ^ ,

Quebec Central

Quebec and Lake St. John

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

Red Mountain

Rutland and Noj-an

Salisbury and Harvey

Schomberg and Aurora

Stanstead, Shefford and Chambly

St. Clair Tunnel

St. Lawrence and Adirondack

Sydney and Louisburg

Spokane and British Columbia.

Temiscouata

Temiskaming and Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Easterii

Victoria Teniiinal Railway and Ferry Co. .

Victoria and Sydnej', B.C

Wabash Railway Co. in Canada

Wellington Colliery Co

York and Carleton

Final Total.

$ cts.

Injuries to
persons.

224

S cts.
56 74

1,140 31 :

19 20

18 32!

4,441 63

4,608 94;

3,323 41

104 15

972 24

86 13

37 35!

1.253 44

502 24

357 37

111 00

1 00

26 61
20 47

Stationery

and
printing.

164 27 1
95 70
10 00

780 02
10 9ui

3,954 98

3 00

1 35

2,694 25

20 19

3,969 98

165 38

6 76

89 84

6,880 82

959 24

25 00

240 70
184 10

10 00

1,366 29

$ cts.
23 55

21 73

3 27
300 57
123 05

208 47
19 38

828 78

8 75

29 60

0 58

.50 01
659 20

133 59
74 26

660 45

761,738 82 7,119 51 33,614 04! 64,883 49

h'AIUYAY STATISTICS

121

SESSIONAL PAPER No. 20b
for the Year ending June 30, 1909 — Continued.

59

60

61

62

63

64

65

EyUIPMEXT-

-Continutd.

No

Other
expenses.

Maintaining
Total joint
(if foregoing equipment
iiccounts. ! at terminals.
Dr.

Equipment

borrowed.

Dk.

Maintaining

joint

equipment at

terminals.

Cr.

Equipment

loaned.

Cr.

Total

uiiiintenance of

equipment.

$ cts.
20 63

cts.

7,114 58
3,494 95
137 99
2,018 30
2,665 81
16.469 12

$ cts.

$ cts.

$ cts.

$ cts.

$ cts.

7,114 :58
3,494 95
137 99
2,018 30
2,665 81
16,492 97

56

57

58

59

145 74

60

74 80

23 85

61

6?

1,220 12

329,290 63

129,072 68

95,037 86

6,130 29

33,768 55

4,178 06

1,749 15

6,336 05

2,868'52

22,521 65

30,8.53 77

96,544 90

140 39

31,029 45

119,942 30

2,960 53

76,622 89

36,011 94

295 11

3,932 79

325,647 49

9,275 01

55 00

1,220 12

329,704 31

138,103 60

111,091 12

6,337 34

33,768 55

4,178 06

1,749 15

7,069 80

6H

147 24

4i3 68

64

6,691 41

7,528 99

73 30

31,866 46

23,992 31

419 94

22,835 54

7,939 05

212 89

65
66

67

125 90

68

6 94

69

67 16

70

733 75

71

7^

2,808 52

22,521 65

31,027 11

99,6.52 90

140 39

31,029 45

126,868 82

2,960 53

71,637 28

36,489^04

332 49

4,431 81

360,000 93

9,275 01

310 00

73

526 60

74

U 25

173 34

75

1,648 50

3,107 94

76

77

7 790 90

78

13,912 77
4 00

9,161 76

2,235 24

79

80

7,206 51
77 42

4,985 61

81

477 10

89

37 38
499 02

83

5,364 08

84

3,265 24

39,717 52

85

86

255 00

87

121,201 13

21,453,948 92

62,314 49

160,049 72

66,613 05

99,396 49

21,510,303 59

122

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table No. 8. — Su.mmary of Operating Expenses

No.

Name of Railway.

Alberta Ry. and Irrigation Co

Algoma Central and Hudson Bay

Atlantic and Lake Superior

Atlantic, Quebec and Western . . . '.

Bay of Quinte

Bedlington and Nelson

Bessemer and Barrj'"s Bay

Brandon, Saskatchewan and Hudson Bay. .

British Yukon

Brockville, Westport and Northwestern. . .

Canada Southern

Canadian Government Rys. — Intercolonial .
P.E. Island.

Canadian Northern

Canadian Northern, Ontario

Canadian Xorthern, Quebec .

Canadian Pacific

Cape Breton

Caraquet

Carillon and Gren\'ille

Central Ontario

Crowsnest Southern

Cumberland Ry. and Coal Co

Dominion Atlantic

Elgin and Havelock

Eastern British Columbia . .

Grand Trunk

Grand Trunk (Canada Atlantic)

Halifax and Southwestern

Hampton and St. Martins

Hereford

Inverness Ry. and Coal Co

Ii'oudale, Bancroft and Ottawa

Kaslo and Slocan

Kent Northern

Kettle River Valley.

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

Lotbini^re and Megantic ,

London and Port Stanley..

Manitoulin and North Shore

Maritime Coal, Railway and Power Co. . . .

Massawippi Valley

Midland Railway Co., of Manitoba .. . .

Montreal and Atlantic

Montreal and Pro\ince Line . .

Montreal and Vermont Junction

Morrissey, Fernie and Michel

Moncton and Buctouche

Napierville Junction

Nelson and Fort Sheppard

New Brunswick Coal and Railway Co

New Brunswick and Prince Edward Island

New Brunswick Southern

New Westminster Southern

Nosbonsing and Ni pissing

Tkappic

Sui)erin-
tendence.

Outside
Agencies.

$ cts.

Advertising.

1,844 59

2,691 22

551 05
2,191 86

49,520 92

50,534 14

18 56

44,112 70

6,832 55

5,128 89

374,515 42

1,271 78
1,942 65

720 00

1,275 00

706 14

1,317 60

6,752 43

36,793 74
59,800 74

"44^633 76

060 53

739 33

1,049,041 45

375 25
1,708 55

138,908 77

15,148 84

3,458 91

9,227 58

338,900 38

(;,594 88

108 16

274 80
45 40

67 53

10 14 i .

1,144 42 i.

20 00 '.

1,617 99
240 ?9

875 84
330 97
0 75
381 46
953 67

280 41
430 57

1,632 87

23S 88
841 80

464 33
1,690 45

61 05
1,004 02

453 74

1,008 96

cts.

228 11

152 75

521 82
1,581 14

15,522 00

48,427 91

831 03

21,291 63

6,453 35

2,459 44

408,841 87

549 07
507 61

6,575 75

141,172 33

10,290 80

4,435 84

146 40

187 06

243 38

25 (K)

1 48

298 35

472 50

818 76

122 42

209 30
531 53

7 59
443 03

178 73
415 86

RAILWAY STATISTICS

123

SESSIONAL PAPER No. 20b

foi the Year ending June 30, 1909 — Continued.

72

73

74

75

77

79

Expenses.

Traffic

Associa-
tions.

Fast
Freight
Lines.

Industrial

and

Immigration

Bureaus.

Stationery

and
Printing.

Other
Expenses.

Total

Traffic

Expenses.

Xo.

•S cts.

S cts.

$ cts.

S cts.

-? cts.

$ cts.

1

82 60

131 31

34 76

2,321 37

9!

3

4

386 50

205 05

3,435 52

5

6

19 65

168 21

243 11

107 19

15 57

2,791 19

5,822 84

8
9

10

2,894 05
2,328 52

86,816 76

1,668 98

15,041 21

26,920 75

103 54

14,749 66

702 SO

1,151 96

151,429 01

208,287 66

188,120 72

966 33

128,722 35

14,860 35

9,724 37

2,075,170 05

11

48 66
13 20
68 64

7'67'

66 17

1?

13

593 08
211 12

3,867 88

14

15

236 36
34,932 20

44,481 'si'

0 72
11,862 62

16
17
18

295 00

i57 66

1.172 00

19

%t

107 86

17 52
333 08

2,324 20

3,483 50

3,208 65

24,109 95

1 75

5 00

825,933 43

39,463 26

9,718 53

146 40

660 23

33S 78

?1

33 51

173 68

20 93
1,891 05

09

n

10 00

1,544 19

•>4

i 75

^5

5 00

38,954 08

5,292 77

750 02

96

24,970 87

2,035 29

233 11

142,548 63
58 92

169 87
14 24

308 50

27 46

672 49

27
28
29
30

13 06
9 43

18 44

98 23
40 57

1 11

31
3-?

33

34

50 00

27 41

193 66

23 01

75 66

39 03

1,729 80

515 51

35

36

93 37

97

38

39

1

40

102 52

280 71

501 79
10 71

0 42

4,955 00
2.51 00

41
49

43

252 65
168 87

1,367 37
1,571 65
8,917 10
1,192 53
5,334 97

44

20 04
12 60

'8',903'75

71 98

15 57

45
46

11 2H

126 IS
315 33

47

26 15

1,817 84

48

44

277 45

277 45

379 22

2,227 02

22 92

50

1 46

28 71
189 12

51

13 77

136 06

10 45

52

22 92

53

.54

8 60
187 71

187 33
2,237 92

55

12 62

158 61

0 42

56
57

124

DErARTMEXT OF RAILWAYS AXD CANALS

9-10 EDWARD VII., A. 1910
Table 8.— Summary of Operating Expenses

No.

68

Xaine of Railway.

58 Xortli Shore Railway Co

59 Nova Scotia Steel and Coal Co

60 Orford Mountain .

61 Ottawa and New York.

82 Philipsburg Railway and Quarry Co

6'5 Princeton Branch of Washington Co

64 Fere Marquette

65 Quebec Central

66 Quebec and Lake St. John

67 Quebec Railway, Light and Power Co

68 Quebec, Montreal and Southern

69 Red Mountain

70 Rutland and Noyan .

71 Salisburj- and Harvey

72 Schouiberg and Aurora

73 Stanstead, Shefford and Chambly

74 St. Clair Tunnel

75 St. Lawrence and Adirondack

76 Sydney and Louisburg

77 Spokane and British Columbia . . .

78 Teuiiscouata

79 Temiscaming and Northern Ontario

80 Thousand Islands

81 Toronto, Hamilton and Buffalo

82 Vancouver, Victoria and Eastern

83i Victoria Terminal Railway and Ferry Co.

84jVictoria and Sidney, B.C

85 Wabash Railway Co. (in Canada)

861 Wellington Colliery Co

87 York and Carleton

69

70

71

TR.\FKtC

Superin-
tendence.

( )utside
Agencies.

$ cts.

•S cts.

3,691 18

83 20

17,833 19

6,481 28

5,341 94

332 42

2,901 37

141 89

120 66

338 14

381 49

1,330 38

0 78

17,520 69

8,875 42

690 14

110 60

626 48

3 8 46

105 08

508 79

3,220 50

8 20

1,766 38

8,087 77

178 14

8.968 58

i;513 f2

54 05

739 94

16,583 58

19 09

1,102 22
3,655 17

34,836 32

Advertisiui'.

Total.

S cts.

165 21

43 64

3,229 70

4,511 16

3,302 20

519 32

.50 05

7 74

38 46

25 30

204 30

698 74

214 94

1 34

1,035 52

1,399 64

82 30

1,833 51

1,169 67

8 23

109 35

5,945 03

789,829 20 i 1,630,331 55 I 698,539 25

RAILWAY STATISTICS

125

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

T2

73

74

75

76

77

*

Expenses.

Traffic
Associa-
tions.

Fast

Freight

Lines.

Industrial

and

Immigration

Bureaus.

Stationery

and
Printing.

Other
Expenses.

Total

Traffic

Expenses .

No.

S cts.

•^ cts.

-S cts.

$ cts.

$ cts.

S cts.

'iR

1

W

138 25

305 13
514 n

443 38
4,766 68

144'32'

51.225 73

22,327 43

10,565 .55

1,074 60

4,461 90

658 46

383 92

71 85

60

57 02

0 42

1670

164

202 23

10 46

68 81

331 50

5 30

4 47

61

6'>

63

1.140 07

6,320 .56

.5,180 88

1,185 93

1,009 69

29 00

532 33

81 94

42 66

46 55

64

1.071 41

65

126 60

84 52

66

14 45

67

20 17

68

9 64

23 49

69

5 33

67 26

70
71

fi

11 26

597 59

7 67

126 36

1,837 46

5,263 "ei*

214 94

31 78

2.95<1 38

11.149 09

283 38

14.231 85

7,536 87

62 28

849 29

76,213 41

73

74

18 99

7'i

76

22 24

77

129 39

78

92 28

,

1,337 39
15 44

1.005 82
706 49

232 61

7 5<:>

79

80

341 28

980 44

36353'

81

71 44

57 05

82
83

84

2,141 03

10,362 88

84 00 ■

■

6,256 44

4 13

85
86

::::: r ;;:;:.. :::;;i.:::;:::::: :::.:;.:;;;; "::

87

74.397 01

303.285 09

18,856 06

278,799 24

4,787 14

3,798,824 57

126

DEPARTMEXT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses for the

No.

81

Name of Railway.

1

2

3

4

5

6

7

8

9
10
11

12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55

Alberta Railway and Irrigation Co

Al^oma Central and Hudson Bay

Atlantic and Lake Supjerior .... . . . ,

Atlantic, (Quebec and Western

Bay of (ininte

Bedlington and Nelson ....

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hudson Bay

British Yukon

Brockville, Westport and Northwestern. .

Canada Southern

Canadian Government Railways : —

Intercolonial

Prince P^dward Island . ...

Canadian Northern

Canadian Northern, Ontario

Canadian Northern, Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville

Central Ontario

Crowsnest Southern

Cumberland Railway and Coal Co

Dominion .itlantic

Elgin and Havelock

Eastern British Columbia

Grand Trunk

Grand Trunk (Canada Atlantic)

Halifa.x and Southwestern

Hampton and St. Martin's

Hereford

Inverness Railway and Coal Co

Irondale, Bancroft and Ottawa

Kaslo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

Lotbiniere and Megantic

London and Port Stanley

Manitouliti and North Shore

Maritime Coal Railway and Power Co.. . .

Massawippi Valley

Midland Railway Co. of Manitoba

Montreal and Atlantic

Montreal and Province Line

Montreal and Vermont Junction

Morrissey, Fernie and Michel

Moncton and Buctouche

iNapierville Junction

Nelson and Fort Sheppard

[New Brunswick Coal and Railway Co. . . .

New Brunswick and P. E. Island

■New Brunswick Southern

82

83

84

85

Transport.\tion

Superin-
tendence.

I Weighing
Despatchingj Station j and Car
Trains. Employees.' Service

i Associations

S cts.

2,161 76

5.555 94

985 41

2,656 76
20 58

1,220 23
2,469 67

cts.

765 OOj
690 10

650 30

10 72l

S cts.

11,245 05
7,475 77
4,269 45
1,669 65
8,950 07

637 86
2,515 12

49,220 09

78,138 46'
5,452 49;

102,706 65;
8,743 48
9,911 58

651,128 551

14,620 61

155,704 55

3,158 89

40,718 83

1,690 42

3,579 41

420,754 83

7,650 06

13,363 96

2,930 21

177,662 58

$ cts.

224 04

1421

1,133 15
501 60

800 00!

560 00}
1,110 ool
1,734 74!

3,962 56]

25 00

793 77

186,942 27

25,346 31

8,736 11

550 00

816 25

818 27

999 30

1,979 65

375 89
180 40

1,516 56

82,525 58
9,743 21
1,768 66

167 30
422 00

31 94
1,468 93

994 42
2,010 32

1,097 33

829 87

225 00 :

648 59!
6,555 11 ;

572 211
1,129 181
1,830 ool.

645,484

45,197

489,946

18,976

42,726

3,110,064

871

2,710

200

12,219

5,204

3,327

42,788

408

390

1,802,297

145,165

14,426

165

5,324

4,976

1,204

3,130

1,017

30

11,871

2,831

286 33!

6,249 37'

243 09

729 47

191 03
1,333 15

117 30
677 08

100 .X)
95 95I

6 64

663 39

11,106 99

41 10'

1,381 63

17,298 51

5,612 85

42,054 59

4,983 24

3,486 98

1,752 48

1,210 20

2,228 87

4,347 37

2,449 12

841 46

2,151 46

649 51

2,087 35

'5, 979 '22

114 84

228 89

10,343 03

99 54
1,043 56

8 81

8,318 35

693 28

50 22

3 75

1 66

78 08

103 86

661 31

0 10
0 25

93

RAILWAY STATISTICS

127

SESSIONAL PAPER No. 20b

Year ending June 30, 1909 — Continued.

86

87

88

89

90

91

92

Expenses.

Coal and
Ore Docks.

Station

Supplies and

Expenses.

Yardmasters

and
their Clerks.

Yard
Conductors

and
Brakemen.

Yard Switch
and Signal
Tenders.

Yard

Supplies and

Expenses.

S cts.

Yard
Engineuien.

No.

5 cts.

S cts.
914 15

S cts.

S cts.

4,175 75
14,336 33

$ cts.

•S cts .

3,695 83
13,812 98

1

22,872 61

385 51

314 06

427 50

2,025 11

6 18

331 21

320 23i 65 74
1

2
3

4

123 00

1 21

5

«

7

1,423 08

1,184 95

349 70

1.3,745 88

97,768 23

6,770 31

40,202 56

2,163 49

4,159 29

307,497 40

8

591 44

493 45

9

10

45,168 40
35,368 62

2,105 38
24,606 02

' 140,553 44

98,366 56 15,210 65
129,004 04! 11,658 62

1,393 57 379 05

100,542 651 2,081 50

3,843 36{ 2 00

7,083 11- 610 17

23,976 55
15,393 04

61 40

2,098 55

64,428 58
111,002 83

4,212 48
6.5,736 15

11
12

13

14

2,911 26 15

129 65
16,688 23

6,379 63
519,794 92

16

696,949 38

62,832 67

17
18

410 00

19

20

1,008 98
441 33

6986

li846'3S

1,668 34
764 79

713 80
723 35

6',654'74

21

22

23

3,713 30

1 05

24

25

126 26

232,019 :)5

12,712 43

2,745 88

26

Or. 3,038 49

"97, 922 '-24

7,762 61

340 00

363,512 05

24,908 04

1,1.35 16

77,183 67 5.006 26

5,222 44: lUl 45

i 34 83

264,253 10

20,075 01

1,254 72

1,15956

1,331 30

27
28
29

l"48

30

636 42
474 17
110 00
141 46
25 00

2ii 25
1,485 50

4 85

31

::::;:::^:..:.i:::::::;::::

32
33

1

.34

1

35

1

36

1,275 13
411 25

1,253 55

1,315 92

37

.38

39

110 29

403 16

40

1,691 15

6,382 27

338 67j 79 63

3,954 37

41

42

4 47
1,163 49
1,074 83
5,980 67
1,048 95
.519 14
131 99

1

.

• 43

1,710 13

■■;;:::':::::r:::. :::....

1.663 94

44

45

1,625 45

6,701 20

228 16 ii9 04

4,958 08

46

47

49 86

i

48

9,736 90

868 20

5,926 26

49

.50

277 78
386 10

6 87

51

52

j

' 53

1 54

899 95

;;;;;;;;;;;;;!.....

! 55

128

Dr:i'ARTMi:\T or RMrAVAYs; and canals

9-10 EDWARD VII., A. 1910
Taulk 8. — Summary of Operating Expenses for the

No.

81

S2

83

84

85

Ttanspoiitation

Name of Railway.

56
57
58
59
60
61
62
63
64
65
66
67
6S
69
70
71
72
73
74
75
76
77
78
79
80
81
82
d3
84
85
86
87

New Westminster Southern

Nosbonsing and Nipissing

North Shore Railway Co .

Nova Scotia Stpel and Coal Co

Orford Mountain

Ottawa and New York

Philipsburg Railway and Quarry Co

Princeton Branch of Washington Co. . . .

iPere Marquetl e

[Quebec Central

iQuebec and Lake St. John

I Quebec Railway .Light and Power Co. ...

Quebec, Montreal and Southern

Red Mountain ......

i Rutland and Noytin

iSalisbury and Harvey

|Schomberg and Aurora

Stanstead, Shefiford and Chambly

St. Clair Tunnel

,St. Lawrence and Adirondack

Sj'dney and Louisburg

Spokane and British Columbia

Temiscouata

Temiskaming and Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastern

Victoria Terminal Railwaj' and Ferry Co.

Victoria and Sydney, B . C

Wabash Railroad Co. in Canada

Wellington Colliery Co

York and Carleton

Superin-
tendence.

$ cts.
1,329 65

Despatching! Station
Trains. Employee?.

S cts.
790 66

300 00

1,675 35

82(5 81

166 44

80 n

13,926 57

5,835 77

5,750 18

4,761 18

10,338 96

3,367 21

315 00

334 43

2,273 59

1,108 70

407 22

184 81

158 92

39 33

Weighing

and Car

Service

Associations

$ cts. ? cts.
3,401 84 44 93

900 00

4.701 02

10,260 11

72,248 2")

56,434 96

2.5..575 78

824 35

18,713 31

3.499 01

536 64

1,212 00|

693 33

3,416 86

192 75

1,800 00

19 60,

5,010 271

9.549 18'

567 50

11,794 74

4,308 34

32 95

438 951

14,139 121

243 47
2,555 00

7,479 07:

4,720 00

1,291 70
i,247 97

15 08'
5,986 25'
2,236 25

8,457

13,935

22

9,271
44,146

3,027

6.5,417

23,073

200

2,722
18,728

60 00

1,232 61
542 48
182 80
134 49

112 57
16 82

0 10

50 58
5,100 12

"li3'29
276 50

242 3i

l,a52 02

4 71

62 72
4,087 83

Final total 1,258,246 56i 794,148 071 7,144,573 Sli 46,049 36

RAILWAY STATISTICS

129

SESSIONAL PAPER No. 20b

Year ending June 30, 1909 — Continued.

87

88

89

90

91

92

93

Expenses — Contirmed.

Coal and
Ore Docks.

Station

Supplies and

Expenses.

Yardniasters

and
Their Clerks.

Yard

• Conductors

and

Brakemen.

Yard Switch

and

Signal

Tenders.

Yard

Supplies and

Expenses.

Yard
Enginemen.

No.

^ cts.

$ cts.
253 50

S cts.: S cts.
1

S cts.

S cts. .S cts.

56

57

1
'.'..".':".'.'.'. 9666

58
59

512 14
6,638 38

60

54 41

346 21

93 79 1 256 99

61

6'>

i

1

63

6,341 07

6,507 15

3,573 60

580 18

3,764 83

288 38

144 67

20 52

3,520 39

14,986 28

766 70

289 95 10,623 78

64

65

75 87

3.890 16

455 30; 357 65
' 417 46

675 24

304 62

29 88

4 00

25 67

3,525 83
1,144 55
1,301 08

gi'eo

66
67
68
69

70 82j 122 24

936 00

11 28

70
71

i

7*^

1,465 59

104 77

2,016 55

96 OC-

288 00
551 50

1

73

149 35! 1,676 50

74

3^696 78

75

190 85

4 25

951 62

449 00

76

78

7,278 91
600 34

4,878 28

2,524 75

10 84

140 28

1,547 82

1,856 75

8.297 1ft

1,641 05

548 111 7,185 25

79

80

4,444 15 14.578 58
705 00 820 89
1

1,269 31
39 00

56 23; 10,379 97
3 50| 1,125 41

81

82

83

!

:::::':::::"i : ■•

84

2,125 54
11,433 10

1,670 20

85

5,848 90

86

1

87

'

19,909 99

798,021 05

374,334 16

1,533,070 52

183,210 94

71,682 94

1,144,827 42

206—9

130

DEPARTMENT OF /.M/AUM I'.S' AND CANAL!^

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses for the

94

Name of Railway.

95

96

97

98

TUANSPORT.VnON"

Enginehouse

Expenses —

Yard.

Alberta Railway and Irrigation Co

Algoma Central and Hudson Bay

Atlantic and Lake Superior

Atlantic, Quebec and Western

Bay of Quinte

Bedlington and Nelson

Bessemer and Barry Bay ,

Brandon, Saskatchewan and Hudson Bay

British Yukon .

Brockville, Westport and Northwestern

Canada Southern

Canadian Government Railways — Intercolonial. .
„ ' —P. E. Island..

Canadian Northern

Canadian Northern, Ontario

Canadian Northern, Quebec

Canadian Pacific

Cape Breton

Caraquet .

Carillon and Grenville

CentralOntario

Crow^nest Soutliem

Cumberland Railway and Coal Co

Dominion Atlantic

Elgin and Havelock

Eastern British Columbia

Grand Trunk

Grand Trunk (Canada Atlantic)

Halifax and Southwestern

Hampton and St. Martin's

Hereford

Inverness Railway and Coal Co ....

I rondale, Bancroft and Ottawa

Kaslo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondike Mines

Liverpool and Wilton

Lotbiniere and Megantic

London and Port Stanley

Manitoulin and North Shore

Maritime Coal, Railway and Power Co

Massawippi Valley

Midland Railway Co. of Manitoba

Montreal and Atlantic

Montreal and Province Line , ,

Montreal and Vermont Junction

Morrissey, Fernie and Michel.*

Moncton and Buctouche

Napierville Junction

Nelson and Fort Sheppard

New Brunswick Coal and Railway Co

New Brunswick and P. E. Island

New Brunswick Southern

$ ots.

815 11
2,022 90

Fuel for Water for

Yard Yard

Locomoti ves Locomotives

$ cts.

4,099 37
12,035 78

1,083 24

22,430 42

20,850 67

1,060 77

18,420 69

486 07

10 46

195,285 85

960 00

2,805 24

48,202 21

. 5,592 18

71 40

455 56
611 05

25 00

1,098 00

1,129 76

119 27

4 60

80,350 18

171,310 48

4,736 67

107,117 25

2,703 67

17,136 30

619,237 26

S cts.

521 60
298 16

Lubricants

for Yard

Locomotives

250 00

1,303 32
778 09

7,841 60

275,024 25

14,032 54

1,877 94

2.069 40
2,037 82

1,192 40

4,112 34

3,199 02

4,888 79

9,563 18'

58 OOi

6,237 32!

28 20|

330 04

38,937 10

100 00

(2 57

140 41

13,706 09
1,742 32

56 72
0 35

179 93

30 48

6,082 49
22 69

9,874 67

200 00
53 96

281 26

S cts.

143 65
556 05

14 58

2,635 47

3,951 73

106 39

2,482 94

105 61

123 86

12,880 78

65 00

105 15

140 90

4,476 95

1,171 46

27 06

27 67
89 53

6 48

81 37

51-12

89 40

RAILWAY STATISTICS

131

SESSIONAL PAPER No. 20b

Year ending June 30, 1909 — Continued.

99

100

101

102

103

104

105

106 I

Expenses — Continued.

; Operating Operating

V ^r Total of last Joint Yards Joint Yards! c^."'!*' J
Supplies for ^-^^^^^ , ^^^ , ^^^ ; Station and

Accounts. Terminals — Terminals
I Dr. Cr.

i

Other

Yard
Locomotives

Total

Yard
Exx)enses.

S cts.

14 6.51
70 02

9 06i

1,259 15]
2,204 04! L

146 61 i

2,371 30i

.S3 611

21 45;

16,544 06; 5

I

72 OOi

30 11

7,241 73 3
805 93
5 56

19 54
42 06

18 95'

14 74

1,315 70

25,625

74,807

4,583

2.097

11,099

20

1,133

9, .574

16,740

3,279

550,712

261,647

66,228

867,822

31,368

78,939

,747,608

871

* 4,-567

200

17.191

9,025

.3,327

65,956

408

525

,196,215

239,984

21.969

165

9,966

11,051

1,314

3,273

1,067

30

17,011

3,242

636

773

29,.548

41

1,386

25,116

7,348

69,079

6,228

4,060

29,976

1,210

2.507

4,827

2,449

841

3,051

161.
33!.
51 .
15i.
391
39i.
15i.
74i.
681.
91 .
66
10
01 .
23
70
73
95
00;
00 .
00 .
30
60! .
7 35'.
30
00 .
72
36
95
79
00
60
82
62

00 .

40,

69

85.

591.

681.

48 .

10

lo;.

69!
99 .
44!

21|

831.

86j

20 .

52

34

121

46|

41!

2,600 00

316,122 89
105.450 33

16,764 38
69,579 01

19,489 92 14,357 34

1,318 30
212,938 14

347 94
91,173 61

210 00

1,183 501

5.52 04

18,256 42 402,720 68,

3,.S56 89 10,816 80

5.52 04 1

1,.561 59,

76 36

3,369 131

999 96

525 00

30,697 51
255 00

8 00

125 441
6,062 68

264 12
435 47

1,666 96 '

? cts.l

i

25,625 16]

74,807 33

4,583 511

2,097 15

13,699 39!

20 39

1,133 15

9,.574 74

16,740 68

3,279 91

850,071 17

1,297,-518 42

66,228 01

872,954 81

31.368 70i

79,910 09

5,869,373 48

871 CO

4,567 00

200 001

17,401 .301

9,025 6O'

3,327 351

66,587 76

408 00

525 72

2,811,751 10

232,525 04!

22,521 83

l(i5 00

11,4-51 83

11,051 82

1,314 62

3,273 78

1,067 00

30 40

20,380 82

3,242 85

636 59

773 68

29,548 48

1,041 06

1,386 10

25,641 69

7,348 99

99,776 95

6,483 21

4.052 83

29,976 86

1,210 20

2,368 84

10,4.54 .55

2,449 12

841 46

4,052 37

Motor-
men.

-S cts .

Road

Enginehouse

-c. - Expenses —

Engmemen. |f^^^_

9,344 93

6.003 90

4,988 07

1,600 51

6,948 51

272 87

869 08

5,871 60

3,705 27

3.214 10

244,280 28

A84,255 81

23,115 15

484,124 68

21.144 90

38,656 63

3,099,045 14

1,957 12

1,220 00

280 00

8,838 66

11,454 28

cts.

2,021 71 1
1,960 83 2

720

28

12

370

1,749

3,064

75,879

248,481

10,724

202,764

9,703

12,346

1,05.5,661

9
10
7711
351 12
35113
1214
8615

27,790 431

415 12

1,364 15

1,125,476 20!

97,770 06!

17,768 41

967 22!

4,694 39;

5,020 21.

1,240 87^

1,399 78

1,095 00 .

126 76
7,919 80
2.483 05
1,067 25
1,492 02
6,052 85
2.016 84:

I

14,143 621

4,227 70

48,591 73

3,562 70

4,996 71|

69i22
23
82 24

22 25
63 26
14 27
52 28
70 29
00 30
71 '31

23 32
25 33

41

4,. 380

1,874 29
1,744 76
4,793 92
4,462 16
2,034 77i
3,366 38

1,003
639

206— 91

T32

DEPARrilEXT OF RAILWAYS AND CAXALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses for the

94

95

9G

97

98

TrANSI'ORTATIOX

N-*MK OK Railway.

Enginehouse

Expenses—

Yard.

cts.

561 New Westminster Southern

57|Nosbonsing and Nipissing

58 North Shore Railway Co

59 Nova Scotia Steel and Coal Co

60|Orford Mountain

61 Ottaw'a and New York

62 Philipsburg Railwaj' and Quarry Co. ...

63| Princeton Branch of Washington Co

m Fere Marquette

•65 Quebec Central

66 Quebec and Lake St. John

'67 Quebec Railway, Light and Power Co

68 Quebec, Montreal and Southern

69 Red Mountain

70i Rutland and Noyan

71iSalisbury and Harvey

72,Schomberg and Aurora

73iStanstead, Shefford and Chambly

74|St. Clair Tunnel

75 St. Lawrence and Adirondack

76 Sydney and Louisburg

77 Spokane and British Columbia

78 Temiscouata

79 Temiskaming and Northern Ontario

80 Tliousand Islands

81 Toronto, Hamilton and Buffalo

82 Vancouver, Victoria and Eastern

83 Victoria Terminal Railway and Ferry Co.

84 Victoria and Sydney, B.C

85, Wabash Railroad Co. in Canada

86| Wellington Colliery Co

87 York and Carleton

60 39

3,465 53

1 12

61 70

559 17

32 61

110 78

643 03

8 41

Fuel for

Yard

Locomotives

cts.

616 30

29,875 99

4,700 97
1,292 GO
2,418 90

165 15

20 93
640 OS

Water for ; Lubricants

Yard [ for Yard
Locomotives Locomotives

§ cts.

30 20

1,085 16

98 29
60 70
.7 09

5 80

48 35
121 30

1,691 75

18,076 001

969 95

2,039 01
285 15

18,783 29!
808 62

965 41

5 74

Final Total 337,421 60 1,433,354 45 80,869 73 31,159 05

2,702 85
3,744 00

48 00

cts.

15 11

620 68

106 78
44 74
49 84

2 87

412 15

258 89

281 59
31 65

1 00

RAILWAY STATISTICS

133

SESSIONAL PAPER No. 20b

Year ending June 30, 1909 — Continued.

99

KK)

101

102

103

104

105

106

Expenses — Contiiwcd.

Other
Supplies for

Yard
Locomotive.-:

Operating Operating
Total of last Joint Yards'Joint Yards
Fifteen and 1 and

Accounts. Terminals — Terminals —
Dr. I Or.

cts.

3,700 27]

S cts.

15 10

990 00

5,213 16

18,446 99

1,588 21

53 33

Total
Station and

Yard
Expenses.

cts.

Motor-

Road
Enginemen.

.? cts.

3,700 271

cts.

4,927 45

Enginehouse

Expenses —

Road.

cts.

535

990 00

.5,213 16

19,981 87 i

1,020 00
1,480 00
3,319 (W
6,251 11

62
1,387

45 .56

.'57
..l58
..59
50 60
88 61
..62
49 63
46 64
52 65
64 66
23 67
76 68
52 69
25 70
44,71
..172
82 73
93i74
25'75
05 76
42 77

84 91

34 49
11 60
96 73

145,141 30

63,484 .59'

41,795 57

5,647 10

27,058 70!

3,899 96

2,136 50

1,232 52

31,042 67;
1^030 00

44 37

1,921 28
" 483 59

207 35

94 52

192 53
23 00

0 07
1,274 22

9,508 82

3,903 09

10.533 49

23,372 23

27 22

10,336 03

92,321 76

3,627 94

123,528 17

30,792 69

216 01

2,925 54

30,869 59

22,348 22

195 17 1

176,139 60

63,484 59

39,874 29

5,647 10

28,205 11

3.899 96

2,136 50

1,232 52

7,877 90;

780 oo;

202 32

27,745 07;

7,153 03
4,779 26

44,193 39

270,822 90

34,274 79 13,233,396 40 1,079,080 91

142 16

9,703 99

3,903 09

18,209 07

24,152 23,

27 22

10,336 03|

120,066 83

3,627 94

86,487 81

35,571 95

216 01

2,925 54

301,.550 33

22,348 22

10,599 40

1,354 57

83,221 40

43,352 90i

32,687 60!

2,961 20|

9,239 83

3,171 28

776 13

2,318 30

566

17,170

7,195

14,151

248

4,931

715

212

126

3,625 41

654,136 19 13,658,350 12

16,678 27

29,358 30

32 32

8,288 20
45,485 33

2.272 05

27,157 48

26,936 95

176 95

2,379 55
84,660 18

763

1

862

9,22<)

30

1,080 00

12.634 13 79

;80

8,156 32 81

.3,756 60 82

24 27 83

322 47 84

17.799 5385

86

l87

10,599 40 6,305,369 08 2,075,177 821

134

DEPARTMENT OF RAILWAYS AND CANALSi

9-10 EDWARD VII., A. 1910
Taule 6. — Summary of Operating Expenses

107

108

100

110

111

No.

Namk ok Railway.

Transportation

Fuel I Water

for Road for Road

Locomotives Locomotives

1
2
3
4
5
6
7
8
9
10
11

12
13
14
15
16
17
18
11>
20
21
22
23
24
25
2«
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56

Alberta Ry. and Irrigation Co

Algoma Central and Hudson Bay

Atlantic and Lake Superior

Atlantic, Quebec and Western

Bay of Quinte

Bedlington and Nelson

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hudson Bay. .

British Yukon

Brockville, Westport and Northwestern. . . .

Canada Southern

Canadian Government Railways —

Intercolojiial "

Prince Edward Island

Canadian Northern

Canadian Northern, Ontario

Canadian Northern, Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville

Central Ontario

Crowsn est Southern

Cumberland Ry. and Coal Co

Dominion Atlantic

Elgin and Havelock

Eastern British Columbia . ...

Grand Trunk

Grand Trunk (Canada Alantic)

Halifax and Southwestern

Hampton and St. Martins

Hereford

Inverness Ry. and Coal Co

Irondale, Bancroft and Ottawa

Kaslo and Slocan . .

Kent Northern '

Kettle River Vallej'

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

Lotbiniere and Megantic. .

London and Port Stanley

Manitoulin and North Shore

Maritime Coal, Railway and Po\\er Co. .'.'.'.\

Massawnppi Valley. . i

Midland Railway Co. of Manitoba. ".'.'.".'. .\

Montreal and Atlantic

Montreal and Piovince Line I

Montreal and Vermont Jimction

Morrisey, Fernie and Michel

Moncton and Buctouche

Napierville Junction

Nelson and Fort Sheppard

New Brunswick Coal and Railway Co

New Brunswick and Prince Edward Island

New Brunswick Southern

New Westminster Southern

$ cts.

13,944 91

15,483 69

17,978 31

5,661 78

21,898 31

148 65

1,896 22

8,779 32

8,381 44

7,002 25

567,167 39

1,534,673 51

46,329 80

1,212,092 79

54,063 34

1.57,348 07

7,013,011 58

2,125 66

8,086 00

$ cts.

1,161 95
976 11

52 63

183 25

21 85

22,
16,

8!
77:
21;

3,437.

295.

67:

2,

11:

13

5,

1,

2,

19,
7,
1.
3

23;
3,
7,

27,

5,

126

17,

18,

,609 35
,590 09
,570 00
,584 23
,116 92
693 35
024 38
,614 90
,095 06
,058 60
,026 56
,313 83
,561 34
,877 45
,000 00
91 84
,123 49
,367 46
,740 71
988 40
208 46
489 94
032 05
191 73
790 14
180 67
398 78
967 05

925 02

873 70

205 00

31,148 10

48,096 01

2.481 72
68,831 40

3.482 16
5,065 61

383,321 57

200 00

657 50
1,047 49

79 50
1,969 96

19 50

Lubricants

for Road

Locomotives.

123,472 33
12,210 01

2,285 22 i

3,088 15

10,450 79

14,266 91

8,561 15

4,049 28

9,141 19

13,691 68

465 62

297 37

119 35

25 00

10 52

729 00

344 72

25 00

22 50

1,101 07

185 75

171 97

2.59 12

791 09

1,9.30 94

1,069 66

806 59

cts.

505 99
342 99
844 37
165 80
188 48
2 35

49 53

116 49

325 45

12,252 97

24,2.54 07

1,121 64

28,019 12

2,254 00

3,665 00

96,764 61

158 68

365 00

Other Supplies

for Road
Locomotives.

509 75
268 62

64 49
1,429 41

185 96

48 16

32,207 21 i

5,880 27

1,351 99

46 58

117 92

647 05

298 26

61 73

100 00

2 17

493 63

277 35

65 03
222 13
363 59

51 69
713 95
434 57
58 30
1,558 71
208 98
162 24

938 36
316 33
84 33
50 00
94 68
40 22

281 86
165 54
187 50
851 44
122 84
225 03
85 40

$ cts.

1.35 79
83 14

10 42
619 69

1 (57

189 27

91 61

55 89

4,465 00

14,279 22

963 04

27,026 33

877 94

1,147 86

166,217 77

115 00
417 25

14 60

195 86

1,088 58

339 57

76 94

96 18

4C,763 01

3,882 25

307 33

35 22
161 14
265 28
766 06

26 18
100 00

20 12
272 61

45 05

51 15

10 83
243 54

12 77
133 86
149 40

59 95

2,398 29

155 18

80 60

38 65
202 90

98 73
105 34

RAILWAY STATISTICS

135

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

112

113 114

115

116

117

118

E\fESSES— Continued.

Operating Road
PowerPlants. Trainmen.

Train Supplies

and

Expenses.

Interlockers,

Block and

other Si^ials —

Operation.

Crossing

Flagmen and

Gatenien.

Drawbridge
Operation.

Clearing
Wrecks.

S cts.

137 46
276 66

No.

s cts.

S cts.

11,057 21

8,126 81

4.710 00

2,340 24

7,150 29

30S 32

480 00

6,2.57 73

4,826 37

3,270 42

258,621 39

639,795 54

32,468 58

475,205 84

18,492 56

33,970 36

3,209,990 34

1,413 25

2,160 00

206 75

8,460 9S

11,230 22

•S cts.

630 98
1,633 76
132 00
198 76
416 26

■s cts.

S cts.

S cts.

1

2

3

2 62
480 53
119 38

4

2,024 62

5

6

7

2,137 25
617 97
109 49

6,786 30

8 41
99 06

8

9

10

41,843 62

45.7-23 00, 5.156 55

1,S75 07

3,898 76
703 75
892 98

1,265 82

6,764 08

1,729 46

19,160 92

99 41

47,978 87

2.516 51

3,818 07

193,910 15

11

182,843 91' 15,019 86! 13,042 95
5,884 42 5 60

138, (iOO 37 19,746 95 802 25

11,673 81 3,295 69 637 50

9,706 45 3.9fi9 90 2.407 02

12
13
14

15

16

1,303,328 15

27 31

374 00

80,550 58| 21,079 45

17
18

125 00

19

20

791 85
2,582 79

2,199 07

2i4 24
2,211 76

21

22

23

39,772 95

1,571 17

999 45

11,681 75

114 50

1,433 34

271 36

24

25

16 32

297,182 11

28,168 97

6,698 80

" 11,617 39

3,080 74

174 26

5i 73

27,435 45

7,921 10

729 38

26

Cr. 16 00

1,091,790 44

99,022 73

16,133 57

1,457 78

6,193 00

?i 0S9 7K

21,280 92

Cr. 321 42

1 77

60,305 65

3,277 56

160 00

27

28

29
30

782 12
1 706 82

16 08

0 01

203 58
90 60

31

32

1970 91

260 29

13 77

2,291 00

18 90

2,306 82

310 06

33

2' 132 30

33 57

34

35

36

9,125 67
2,247 15
883 50
1,861 43
7,125 55
2,100 09
3,760 35

15,391 20
4,400 37

44,809 36
4,109 72
2,871 46

732 00

216 51

37

38

■ ■ ■

39

20 00

668 37

212 07

133 19

2,042 18

1,168 43

7,701 96

• 1,223 84

1,092 17

40

670 51

295 37

41

42

43

44

7 085 04

104 47

1,682 10

283 81

83 95

502 62

45

2,449 56

46

315 06
240 00

47

1,252 00

48
49

1.608 40
1,788 91
5,315 32
6,577 54
2,008 40
4,467 47
5,808 93

50

305 14! Ado fi4

140 81

409 87

51

1,758 41

52

53

201 33

898 93

1,872 42

102 00

4 31

16 00

54

i 78705

153 15

1,177 23
805 76

55
56

136

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses

107

108

109

110

HI

No.

N.\MK OF R.VILWAy.

68
5!)
(iO
(11
02
f)3
til
65
66
67
(18
()!)
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87

Transportation

I Fuel Water Lubricants Other Supplies

I for Road for Road for Roarl for Road

iLoconiotives Locomotives Locomotives. Locomotives.

Nosbon.sing and Nipissing

North Shore Railway Co

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and New York

Philii)sburg Railway and Quarry Co

Princeton Branch of Washington Co

Pere Marquette

Quebec Central

Quebec and Lake St. John

; Quebec Railway, Light and Power Co.. . .

1 Quebec, Montreal and Southern

Red Mountain

Rutland and Xoyan

Salisburj' and Harvey

Schomberg and Aurora

Stanstead, Shefford and Chamblv

St. Clair Tunnel "

St. Lawrence and Adirondack

Sj'dney and Louisburg

Spokane and British Columbia

Temiscouata

Temiskaming and Northern Ontario..

Thousand Islands

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastern

Victoria Terminal Railway and Ferry Co.

Victoria and Sydnej', B. C

Wabash Railroad Co. in Canada

Wellington Colliery Co. . .

York and Carleton

cts.

012 75

1,080 63

5,053 51

14,803 55

348 25
767 87

1,826 92

231, --'21 03

134,764 00

123,239 33

8,178 59

34,085 16

5,067 81

1,142 18

6,228 67

8,702 4a'

15,889 86

8 00

53,481 19

31,781 02

83 24

31,457 70

148,746 82

4,461 65

64,204 62

58,197 31

347 40

4,615 71

144,581 85

0,184 31
177 04

1,562 76

248 63

51 10

t,49 34

r. 23 06

404 51

3,802 52

10 3t

1,169 14

11,193 87

21 16

3,222 65

2.717 53

10 20

152 45

6,574 88

Final Total 16,111,095 45

rOO 00

cts.

47 01

287 40
496 84

25 98

3,646 47

3,373 37

2,093 25

224 81

901 15

55 05

37 78

137 26

176 71

18 65

751 20

1,915 22

1 76

442 49

2,832 91

72 77

908 69

729 59

9 81

137 24

4,927 35

Cr.

70 00

S cts.

132 00
30 57
88 92

19 38

2,447 95

378 11

1,413 37

95 62

659 59

38 61

15 03

35 02

172 11

1 54

542 57

576 89

5 42

1,370 41
101 89
728 32
619 21

0 56

1 83
3,080 64

10 00

746,594 70

245,976 651

287,462 54

RAILWAY STATISTICS

137

SESSIONAL PAPER No. 20b

for the Year ending J.une 30, 1909 — Contimied.

112

113

114

115

116

117

118

E\¥ESSES— Continued.

•

Operating
Power Plants

Road ''
Trainmen.

"rain Supplies

and

Expenses.

Interlockers,

Block and

other Signals —

Operation.

Crossing

Flagmen and

Gatemen.

Drawbridge
Operation.

Clearing
Wrecks.

No.

S cts.

S cts.,

i

■^ cts.

S ctf.

$ cts.

-s cts.

S cts.j
|o7

>

79 30

! 58

1,007 00
2.542 80
7;396 54;

30 80

265 64

1,231 96

59
60

.%6i5 84

"i32'36

2 01

82 38 61

62

63
64
65

798 83

87,860 26

42,222 00

~ 34,7r4 69

2v671 66;

9,423 89!

3,623 93

677 31 i

1,784 30;

176 13

24,921 65

7,945 09

9,987 37

615 69

9,284 44

430 02

201 29

139 47

2,864 4i

1,413 61

406 72

1,484 11
658 86

79 14

1,12'.» 68

1,166 56
180 58
592 90

506 37 66

26 67 67

1,814 71

13 40

252 29 68

172 41 69

5 58

12 80 70

14 35 71

72
73
74
75
76

78

3,392 37

10,011 49,

17,340 21;

25,823 32

33 82 .

9,127 05
46,70 • 81

1,185 69

28,116 93

25,695 92

136 16

1,806 24
86,553 631

1,758 85

18 73

1,375 00

2,434 22

i,728'46

11,172 08

142 47

15,466 72

5,502 63

21 97

296 70

32,072 48

665 18

530 21

27,207 62

1,533 59

106

391 11

360 00

551 43

1,323 53

5,322 76 1 79

1,754 .56

4 351 «0

2,085 is
613 83

3,943 42
921 00

1.176 00; 81

1,503 941 82

13 55' 83

180 (t8! 84

2,004 73; 85

1 86

600 00

10 00

87

28,515 15

6,584,565 63J

2,201,549 18

223,370 27

117,726 84

37,313 14

330,212 24

138

DEPARTMENT OF RAILWAYfi AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. ^-Summary of Operating Expenses

120

121

122

123

1

124

Name of Railway.

Tbansportatiox

3

Telegraph

and
Telephone-
Operation.

Operating

Floating

Equipment .

Express
Service.

I

Stationery

and
Printing.

1

Alberta Ry. and Irrigation Co

§ cts.

765 00
1,073 35

150 50
14 25
36 90

8 ct.3.

8 cts.
1 240 00

1

i S cts.

2,227 16
850 79

2
3
4

Algoma Central and Hudson Bay

Atlantic & Lake Sui:>erior

427 30

Atlantic, Quebec «& Western

6 65

5 Bay of tMinte

680 73

(i

S

9
10
11
12
13
14
15
16

IS 1
19 ,
20

21 ,

22 ,
23
24

25 !

26 '

27 1

28 ;

29 i
30
31
32 '
33
34 ;
35
36
37 i
38
39 1
40

Bedlington & Nelson

Bessemer & Barry's Bay

Brandon, Sask. & Hudson Ba^

214 34

1,443 54

144 80

19,954 71

8,277 54

6,456 87

276 07

British Yukon

567 09

Brockviile, Westport & Northwestern

366 71

Canada Southern

Canadian Govt. Rys. — Intercolonial

124,036 90

18,687 97

40,527 14
819 97

55,991 57

P.E. Island

5,636 7(1

Canadian Northern

38,728 66

Canadian Northern, Ontario

3 20

....

3,387 00
3,966 39

Canadian Northern, Quebec

Canadian Pacilic

109,375 SO

36,205 41

192,272 09
139 15

Cape Breton

Caraquet

215 00

Carillon & GrenviUe

Central Ontario

15 42
355 42

545 43

Crowsnest Southern

Cumberland Ry. & Coal Co

350 13

Dominion Atlantic

54 59

2,992 56

Elgin & Havelock

42 !Hi

Eastern British Columbia

(irand Trunk

2 52

31,6.35 04

1,4.57 26

214 49

96,354'26

. .

737 07

92,302 82

8,443 81

Grand Trunk (Canada Atlantic)

Halifax & Southwestern

5,852 94

3,442 22

Hampton & St. Martins

Hereford

2 is

76 66

0 08

221 25

Inverness Ry. & Coal Co

Irondale, Bancroft & Ottawa

243 67

Kaslo & Slocan

Kent Northern

63 91

75 00

120 00

59 31

Kettle River Valley

Kingston &; Pembroke

5 60

839 50

Klondike Mines

92 03

Liverixjol & Milton

Lotbiniere & Megantic

102 13

London & Port Stanlej'

431 00
3 00

710 73

ManitouHn and North Shore

79 64

43 Maritime Coal Railway and Power Co. . .

61 70

44

45 '

46 1

47 :

48

Massawippi Valley. i

634 54

Midland Railway Co. of Manitoba '

Montreal and Atlantic !

83 83
120 99

71 03
158 88

152 72
3,645 56

Montreal and Province Line ■

Montreal and Vermont Junction

329 29

825 54

49

Morrissey, Fernie and Michel '

50

Moncton and Buctouche '■

51

Napierville Junction '

448 53
454 61

217 12

30 92

52

Nelson and Fort Sheppard

201 88

53 1

Xew Brunswick Coal and Railway Co

54

New Brunswick and Prince Edward Island

55 :

Xew Brunswick Southern

299 59

56 i

S'ew Westminster Southern

Xosbonsing and Nipissing '

113 60

222 03

57

EAILWAY STATISTICS

139

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

125 1

f
126

(
127

128

129

130

131

Expenses— (7or(^i»i((ed.

Other
Expenses.

Loss

and Damage

—Freight.

Loss

and Damage —

Baggage.

Damage

to
Property.

Damage

to Stock on

Right

of Way.

1
i
i

Injuries

to
Persons.

Total of

Last

Twenty-six

Accounts.

S

2

s

-S cts.
229 19

•S cts.

125 14

2 73

51 36

44 92

220 07

S cts.

S cts.

S cts.

170 00
0 87

S cts

63 00
1 50

§ cts.

42,760 42
3H,934 18

1

114 05

3 00

9

2,663 19

31,945 10 3

43 00

2P 00

10 886 58 4

5,138 87

i3 60

103 80

20 00

137 98

46,027 76 5

0 36

272 60
75 41
25 96

27, 47252

19,569 14

277 41

16,197 40

413 24

106 23

361,233 93

991 46 6

4,097 421 7

77 69
1,766 88

99 62

6 51

140 14

43,906 41

32,776 93

440 05

47,631 99

396 53

4,613 14

506,084 35

53 20

1 81

78 88

33,618 I7I 8
25,550 48' 9

453 37

27 50

127 'K)

2,771 99

80 50

2,028 78

2,005 03

1,871 79

23,806 56

15,259 23- 10

224 03
22,076 83

323 19

272 69

Cr. 0 25

488 42

74 07

1,253 09

14,559 82

516 62

2,594 57
4,851 93

62 88

7,118 74

2,334 58

2,328 95

56,605 29

30 00

1,527,46.) 90' 11

3,414,917 67^ 12

137,671 59 13

2,328 06

459 40

2,414 13

29,067 92

17 43

2,821,207 75

138,481 14

288,655 48

17,958.856 31

6,385 22

13,438 20

904 00

51,514 92

49,597 08

9,802 .57

179,018 34

4,969 87

4,461 08

7,276,920 14

622,293 8n

134.732 47

• ,940 40

27,406 57

29.466 39

10,825 20

5,995 18

14
15
16
17
18

525 00

1

19

?0

4,024 31
76 12

194 48
225 18

485 06
686 57

33 66
952 71

91

Cb. 7 39

282 54

22
93

341 02
74 34

18 35

0 SO

2 52

246,063 60

16,916 40

1,697 42

131 00

213 50
75 00

50 00

970 00

24
95

1

?6

95,835 20
2,515 2rt
4,819 45

3,255 45

31 79

161 50

21,016 39

3,533 39

15 91

13,741 65

1,362 23

20 00

. .«.

137,806 50
6,117 03
1,035 05

27
28
29
30

247 02
7 91

7 59

578 34

27 32
10 00

826 69

31

3'>

951 92

■■•■■■::""::

33

3 95

12 i5

::::::::::::::i::;;:;;:..:::.

34

5,686 00 35

1 09

496 73 36

156 25
340 44

596 22
14 05
33 75

72 75
96 00

112 00

134 25

47,205 28 37
14,205 64 38

3,951 35 39

1,939 42

10,115 44 40

15 68

1,183 59

309 95

67 64

1,805 30
140 00

46,857 65 41

9,086 10 42

94 28

82 35

957 78

14 89

9,895 11

1,193 72

1,262 20

85 00

17,491 30 43

274 02

74 38

4,221 23

303 99
65 02

64,757 01 44

30 15
1.^5 39

Cr. 1 43

7606

33 27

65 12

6,871 17

971 50

567 60

99 29
378 25

59 00
577 63

25,055 03 45

275,413 65 46

.32,162 99 47

32,861 11 48

1,754 62 49

314 41

37 43

9 60

5 00

646 30

m 60

130 28
1,217 84

73976

15 30

24843

2,047 70

7,213 54
18,153 46
30,409 59
25,465 55

8,706 42

50

?,2 37

51

56 49
4,673 75

418 97

81 93

6 80

25 57

214 47

Cr. 3 59

4 68
157 95

52
53

54

15 27
70 86

139

56 is
3,448 70

20,659 70 55

36,012 29 56

57

140

DEPARTMEy'T OF RAILWAYS AXD CANALS

9-10 EDWARD VII., A. 1910
Table No. 8. — Summary of Operating Expenses

120 121

122

123

124

Xamk of Railway.

Transportatiox

i

i

Telegraph

and

Telephone —

Ojjeration.

Operating

Floating

Equipment.

Express
Service.

Stationery

and
Printing.

58

North Shore Railway Co

S cts.

$ cts.

.? cts.

S cts.

59

Nova Scotia Steel and Coal Co

60

Orford Mountain

344 18

61

Ottawa and New York

1,871 88

946 16

62

Philipsburg Railway and Quarry Co

63

Princeton Branch of Washington Co

1 8S

64
65

Pere Marquette

Quebec Central

C^uebec and Lake St. John

5,016 80
2,420 95

19,332 34

7,344 56

3,388 69

2,399 28

488 61

66

0 20

67

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

68

1,947 93
77 81

69

Red Mountain

382 71
13 63

70

Rutland and Noyan

55 o7

71

Salisbury and Harvev

72

Schomberg and Aurora

73
74

Stanstead, ShefFord and Chambly 139 35

St. Clair Tunnel 12 3fi

St. Lawrence and Adirondack

332 65
131 41

75

923 64

76

Sydney and Louisburg

( 1

Spokane and British Columbia

14 93

78

Temiscouata

1,441 18

7,279 12

130 25

79

Temiskaming and Northern Ontario 17 285 19

80

Thousand Islands

5(J 80
481 ao

162 60

81

Toronto, Hamilton and Buffalo. . .

4,932 19

82

Vancouver, Victoria and Eastern 1373 04

10.975 22

744 09

83

Victoria Terminal Railway and Ferry Co .' 3^li9 83

Victoria and Sydney, B.C 1

84

85

Wabash Railroad Co. in Canada

3,600 45j !

4,185 80

86

Wellington Colliery Co

87 ,

York and Carleton

1 1

Final total

216,322 74

331,446 35 - 6,532 66

479,151 53

RAILWAY STATISTICS

141

SESSIONAL PAPER No. 20b
for the Year ending June 30, 1909 — Continued.

126

127

128

129

130

131

132

Expenses — Continued.

Other
Expenses.

cts.

Loss

and Damage

—Freight.

-S cts.

Loss
and Damage-

Damage

to

Property.

32 73
38 28!

29 74!
801 63

9,902 64!

28,043 52;

1,323 23

193 88 i

211 78!

10 25 i

I 33|

18 61

51 21

2C,702 34

1,157 07 1

1,303 04;

28 24
855 84

1,756 27
47 02
87 00:
35 00!

388 09:

L 670 '89

Damage |
to Stock on ;
Right !
of Way. !

Injuries

to
Persons.

89 50

3,191 87

1,761 69

287 63

186 26

8,600 84'

194 75

1,792 40

7 50

3,284 52

482 78

3 91

42 26

46,939 57

238,914 58 1,004,774 74

Total of

Last

Twenty-six

Accounts.

S cts.

1,759

4,336

12,395

42, .590

4,827

556,019

276,937

234,699

16,109

8.3,913

41,537

3,295

10,fc37

29,809

47,987

101,858

106,186

213

55,492
322,524

10,334

169,289

147,361

3,873

10,056
486,323

2,470

06 58
43 59
96 60
01 61
. . 62
60 63
27 64
38 65
78 66
82 67
11 68

62 §9
25 70
42 71
.. 72
56 73
99 74
52, 75
38 76
25 77
32 78
89 79
87! 80
95 81

63 82
81 83
78 84
96, 85
, ..[ 86
001 87

21,973 64

59,626 02 657,011 14 38,484,765 20

142

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table No. 8. — Summaky of Operating Expenses

133

Name of Railway.

Alberta Rj'. and Irrigation Co . .

Algoma Central and Hudson Bay

.Atlantic and Lake Superior

Atlantic, Quebec and Western. .

Bay of Quinte

Bedlington and Nelson

Bessemer and Barry's Bay . . .

Brandon, Saskatchewan and Hud-
son Bay

British Yukon

Brockville, Westport and North-
western

Canada Southern

Canadian Government Rys. —

Intercolonial

Prince Edward Island

Canadian Northern

Canadian Northern, Ontario ....
Canadian Northern, Quebec ... 1

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville. . . .

Central Ontario

Crowsnest Southern .... ,

Cumberland Ry. and Coal Co. .

Dominion Atlantic

Elgin and Havelock ...

Eastern British Columbia

Grrand Trunk

Grand Tnmk (Canada Atlantic).

Halifax and Southwestern

Hami)ton and St. Martins

Hereford

Inverness Rj'. and Coal Co

Irondale, Brancroft and Ottawa.

Kaslo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondike Mines

Liverpool and Miiton

Lotbiniere and Megantic

London and Port Stanley

Manitoulin and North Shore. . . .
Maritime Coal, Ry. & Power Co.

Mas.sawippi Valley,

Midland Railway Co. of Manitoba

Montreal and Atlantic

Montreal and Province Line . . . .
Montreal and Vermont Junction.
Morrissej% Fernie and Michel. . .

Moncton and Buctouche

Napierville Junction

Nelson and Fort Sheppard

New Brunswick Coal and Ry. Co.

134

135

136

138

139

Transportation Expenses — Contimied.

Operating

Joint

Tracks.

Dr.

$ cts.

Operating

Joint

Tracks.

Cr.

$ cts.

5,200 00

23,015 01
12,928 12

16,446 00

300 00

22,942 21

24,25G 26

302 45
5,914 05

Total
Movement
Expenses.

Total
Transporta-
tion
Expenses.

$ cts.

68,385 58

111,741 51

36,528 61

12,983 73

64,927 15

1,011 85

5,230 57

43,192 91
42,291 16

18,539 14
2,376,299 85

12,682 571
558 11

150,586 06
712 50

18 58

82 49, 2,436 44

41 23

37 54

15 10

3 01

4,725,

203,

3,694,

186.

368,

23,845,

7.

18,

1,

68;

58.

13,

245,

5,

4,

9,950,

854,

• 157.

5;

38.

40,

12

9,

6,

67.

17.

4

10
74
10
18.
90
32,
375.
38:
36.
31,
8.
20:
40,
27:

,364 2]
,899 60
,162 56
,295 84
,563 12
,257 95
,256 22
,005 20
,104 00
,916 22
,622 68
,129 92
,606 10
,377 87
,986 80
,767 75
,664 51
,254 30
,105 40
,8b9 82
,518 21
,139 82
,268 96
,753 00
527 13
,586 10
,448 49
,587 94
,889 12
,052 18
,127 16
,877 40
,398 70
,404 02
,231 83
,646 20
,898 84
,731 48
,423 74
,519 29
,901 68
.914 67

Salaries

and
Expenses
of General
Officers.

$ cts.

71,312 34

117,987 55

37,514 02

12,983 73!

68,234 21

1,043 151

5,230 57!

45,051 Ool
47,275 95

18,539 I4I
2,440,140 55|

4,959,

212,

3,837.

196,

382,

24,917,

7,

19,

1,

70,

61,

14,

251,

5,

5,

10,220,

889,

167,

5,

39,

41,

12,

10,

6,

70,
17,

4,
10,
75,
12:
18.
90,
33,
388,
39,
38,
33,

8,
20,
42,
27,

207 22
510 98
588 04
729 74
054 11
141 33
256 22
355 20
664 00
842 47
175 69
129 22
548 31
402 87
780 57
235 60
754 03
759 07
105 40
383 01
120 61
139 82
785 52
753 00
559 07
152 36
448 49
587 94
889 12

876 47
137 48

877 40
623 70
338 94
036 31
461 50
757 49
561 48
423 74
827 62
911 91
914 67

S cts.

10,282 00
3,034 19
2.000 00
1,359 00
4,261 93
62 8S
1,900 00

.587 60

3.849 62

4,720 00
29,405 37

17,375 65
1,599 26

29,703 36
4,134 75
5,173 73
282,276 80
2,792 80
3,330 00

3,237 '36
750 04

' 15, 475 27

382 76

24 05

171,419 10

7.850 76
5,259 26

360 00

341 37

2,587 74

4,792 80

14 90

1,200 00

36 51

4,186 57

7,990 60

3,898 45

655 73

1,561 71

2,674 00

579 88

249 07

371 14
1,048 42
3,478 11
1,800 00
735 61
460 62
3,264 57

RAILWAY STATISTICS

143

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

140

141

142

143 144

145 j 146

Gen

ERAL Expenses.

Salaries

and

Expenses

of Clerks and

Attendants.

General

Office Supplies

and

Expenses.

Law
Expenses.

Relief
Insurance. Department
Expenses.

Stationery
Pensions. and

Printing.

1

$ cts.

3,772 23

2,981 06

1,839 80

881 45

S cts.

2,1.56 04

2,033 31

482 39

539 28

170 55

67 80

85 04
1,972 27

840 40

2,365 95

3, .554 26
382 20

12,835 66
1,723 56
2,687 55

77,944 67

86 48
510 00

10 00

1,185 90

96 03

3,868'92

31 68

3 25

45,637 76

2,230 91

730 92

$ cts.

678 91
2,038 91

§ cts.

2,868 06

3,394 82

391 35

211 97

2,516 90

162 34

? cts.

S cts.

S cts.
1,000 60

1

445 38

504 53

480 63

55 60

4 00

2

3

4

729 37

1.504 80
236 59
129 10

197 14
1,075 57

1,125 00
29,573 51

8,630 21

151 39

41,241 02

2,296 03

9,421 05

206,414 63

41 00

0

12 94

6

1,194 59
3,326 66

445 00
50,914 58

1.240 06
1,299 50

178 50
3,693 94

93i696'28

7,602 04

14, W5 70

299,598 00

300 12

^ 133 07
299 14

105 92
4,789 41

11,618 88
613 31

13,864 79

987 98

1,64G 57

71,201 83

20439

20 00
108 59
163 52

8
9

140 06

69,682 14

10
11

98,261 79
5,440 96

96,440 29

7,468 73

8,696 34

427,016 27

8,000 00
3,999 13

12
13
14

:;:::::;::::■

15
16
17

18

19

?^

974 76

30.00
1,8.50 79

2,736 67
75 00

996 34
2,054 98

4^261 43

21

1,537 03

22

8,il5 66

fto"()0

l',336"78

54 06

136 60

26,972 26

1,673 00

23

120 57

43 50

24

25

220,850 95
18,763 52

107,859 70
6,330 03
3,206 79

80,236 66
2,138 92
2,790 59

17,226 50

110,961 90
1,958 (fO

26

27

6,948 38
300 00

1,003 34
191 25

•?8

29

598 34
2,904 24

36 79

1,099 54

80 00

1 72

343 46
112 64

884 81
600 96

0 76

18 12

101 52

439 72

125 00

31 07

30

31

399 81

3'^

360 00

291 85

33

391 00

,%4

25 99

26 46

17 03

815 66

97 00

19 63

172 49

717 10

1 78

604 32

57 00

29 83

1,963 50

315 00

33 89

.3.5

514 04

117 45 36

2,422 50

161 06 37

300 00

.38
39

920 91

38 60

696 67

1,433 00

1

68 31

2,422 15

754 19
363 26

188 16 40

1,533 67

180 00

174 88 42
114 56 43

2,055 66
645 29

.53 76
34 98

4606

98 93

38 50

271 13

168 62

59 11

1,720 09
110 42

3,681 43

134 78

212 38

8 75

465 81
1,148 02
2,972 63
282 03
705 02
158 99

44
45

65 54

17,8.55 23
861 71

46

106 11 47

2,027 54
2,080 80

265 01 48
175 62 49

178 20 50

658 13

62 88

1,085 84

2 00

154 17 51

887 62

450 32
101 24

90 77 52

1,282 55

483 29 53

144

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses

133

Name ok Railway.

134

135

130

137

138

Transportation 'Expesskh— Continued.

Operating

Joint

Tracks.

Dr.

Operating

-Joint

Tracks.

54!New Brunswick and P. E. Island
.55 New Brunswick Southern

56 New Westminster Southern

57 Nosbonsing and Ni pissing

58 North Shore Railway Co

51) Nova Scotia Steel and Coal Co. .

(iO Orford Mountain

61 Ottawa and New York

02 Philipsbifrg Ry. and Quarry Co.
63 Princeton Branch of Washington

i Co

6i Pei'e Marquette

05 Quebec Central

06 Quebec and Lake St. John

67 j Quebec Ry., Light & Power Co. .

68 Quebec, Montreal and Southern.

69 Red Mountain

70' Rutland and Noyan

71 Salisbury and Harvey

72iSchomberg and Aurora

73 Stanstead, Shefford & Chambly, .

74 St. Clair Tunnel

75 St. Lawrence and Adirondack

76 Sydney and Louisburg

77 Spokane and British Columbia. .

78 Temiscouata

79 Temiskaming & Northern Ontario

80 Thousand Islands

81 Toronto, Hamilton and Buffalo . .

82 Vancouver, Victoria and Eastern.

83 Vancouver Terminal & Ferry Co.

84 Victoria and Sidney, B.C

85 Wabash Railroad Co. in Canada . I

861 Wellington Colliery Co ,

87l York and Carleton

Cr.

Total
Movement
Expenses*.

61 50

1.602 56

?j cts.

9,547 88
24,773 57
39,712 56
12,348 77
1,759 06
5,326 43
17,609 12
64,174 44

22,396 55

12 43

331 GO

2 70

41,045 23

999 42

103,880 06

399 66

2,660 14

1 15

4,827 60

751,542 99

340,421 97

274,505 41

21,756 92

109,460 78

45,437 58

5,431 75

12,069 94

Total-

TransiKjrta-

tion

Expenses.

Salaries

and

Expenses

of General

Officers.

9,047 88
24,876 16
41,832 87
12,348 77
2,059 06
5,326 43
17,609 12
66,676 60

463 74

42 10 1

39,512 43

51,891 08

161,112 82

130,338 61

240 47

65,828 35
442,591 72

13,962 81

256,313 44

182,933 58

4,089 82

12,982 32
891,712 25

22,348 22
2,470 00

5,074 15

774,305 33

350,933 33

288,211 58

22,406 35

112,843 07

46,029 61

5,630 00

12,069 94

Final Total I 264,552 33

187,823 64 52,232,192 78

40,449 23

57,862 94

161,305 57

136,858 61

260 07

72,130 32

456,388 87

14,545 39

274,094 43

189,478 17

4,122 77

13,421 27

905,851 37

22.348 22

2,470 00

§ cts.

1,302 86

2,846 08

490 39

2,590 00

975 56

25 00

6 30

6,800 12

16,250 81

4,169 69

823 90

6,744 82

184 53

181 94

1,578 80

374 69
i,i95'54

52 85
5,559 39
8,246 13
2,876 53
9,902 78
1,604 31

9,643 93

54,284,587 411 739,028 29

RAILWAY STATISTICS

145

SESSIONAL PAPER No. 20b

for the Year euding June 30, 1909. — Continued.

139

140

141

142 143

144

145

General Expenses.

Salaries

and

Expenses

of Clerks and

Attendants.

General

OflBce Supplies

and

Expenses.

Law-
Expenses.

Insurance.

Relief

Department

Expenses.

Pensions.

Stationery

and
Printing.

S

S cts.
250 00

-S cts.

50 00

149 90

70 60

S cts.

§ cts.

S cts.} S ots.

1

* cts.|
1.=. CO 54

650 92

154 35
534 47

671 00
429 44

277 20

54 74 55

959 19

ICO 31 56

57
58
59
00

63 66

J

! :

275 00

295 io
646 31

16 80
753 55

45 04

1,643 06
6 00

1,412 04

ISi 44 61

02
63

182 63

89 18

7,224 69

30? 75

2,961 75

32 95

596 25

2,809 73

78 50

226 10

}' ' ' " "

23 89

12 13

27,092 68
7,452 55
8 199 23

1,772 63

1,759 26

1,708 42

346 67

1,635 62

24 44

19 98

6,610 2f'l

1,9 0 02 64
.5112 1-' 65
^77 70 015

7,200 00
3,163 84
1,173 73
1,410 00
■ 2^7 85

54 50

5,244 90

989 94

6,039 69

380 78

151 20 67
885 ()4 08

41 01 89

147 35

1 ■

22 72 70

."■■::::■■■

8 .50 71

!

72
73

819 95

40 02

164 18

282 03
3,135 90

288 80

lOr. 04

50 00

74

3,682 9l>

1,967 00

20 95

405 71

39,784 00

38 62

972 79

2,600 86

24 95

806 85

200 32

1£ 95

264 96

5,373 65

1,196 99

i 61

418 85

2,723 55

72 21

3,038 58

4,782 57

315 14

0 23

14,636 18

142 4'. 75

70

:

3.J 6'J

1,384 50

11,087 61

301 85

1,428 44

16,732 99

496 76

1,899 50

4,042 74

310 13 78

1,120 41 79

2 07 80

9,377 38

3,289 61

120 05

526 70 81

344 03 82

44 (;8 8H

1,595 50

1

5'i3 '.'6 84

30,584 09

7,707 75j

2.525 73j85

. i86

c5 00

25 00 87

1,126,730 58

227,096 50

480,924 76

593,060 31 29,941 71

188,282 26] 152,910 01

1

206— 10

146

DEPARTMENT OF liAILWAYS AND C'.liS'.lL.V

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses

No.

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

Name of Railwav.

Alberta Railway and Irrigation Co

Algonia Ct-ntral and Hudson Baj'

Atlantic and Lake Superior

Atlantic Quebec .and Western ...

Bedlington and Nelson

Bay of Quinte

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hudson Bay.

British Yukon

Brockville, Westport and Northwestern . .

Canada Southern

Canadian Gov't. Railways (Intercolonial).
(P. E. Island)..

Canadian Northern

Canadian Northern, Ontario

Canadian Northern, Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville

CentralOntario ....

Crowsnest Southern

Cumberland Railway and Coal Co

Dominion Atlantic

Elgin and Havelock

Eastern British Columbia . . .

Grand Trunk

Grand Trunk (Canada Atlantic)

Halifax and Southwestern

Hampton and St. Martin's

Hereford

Inverness Railway and Coal Co.
Irondale, Bancroft and Ottawa
Kaslo and Slocan

35 'Kent Northern.

36 Kettle River Valley

37 Kingston and Pembroke

38 Klondike Mines

39 (Liverpool and Milton

40 Lotbiniere and Megan tic

41 London and Port Stanley

42 Manitoulin and North Shore

43 Maritime Coal, Railway and Power Co

44 Massawijijii Vailey

45 Midland Railway Co. of Manitoba. . . ,

46 'Montreal and Atlantic

47 Montreal and Province Line

48 Montreal and Vermont Junction

49 Morrissey, Fernie and Michel

50 Moncton and Buctouche

51 Napierville Junction

62 iNelson and I'ort Sheppard

53 !New Brunswick Coal and Railway Co

54 New Brunswick and Prince Edward Island.

55 iNew Brunswick Southern

148

149

150

151

( Jkxkr.\l ExPENSEs—Conf mued.

I

Other
Expenses.

S cts.

271 07

3,103 47

2,391 89

352 82

3 00

126 87

50 00

263 84

81 01

45 25

2,159 81

4,849 35

Total of
Foregoing
Accounts.

20,537 43

03 04

.5,396 95

149,685 69

87 40

15 53

6,725 76

S cts.

21,029 91

17,535 67

7,586 06

3,400 12

477 75

9,314 47

2,146 90

3,701 34

11,903 77

7,460 07

123,042 60

221,972 28

12,186 25

308,308 83'

24,276 13!

47,067 89i

1,. 514, 137 89

3,'266 80

4,085 39

45 53

6,532 89

13,178 15

General
Administra-
tion, Joint

Tracks,

Yards and

Terminals.

Dr.

General
Administra-
tion, Joint

Tracks,

Yards and

Terminals.

Cr.

S cts.

cts.

1,200 00

i
i

101 41 i

9,245 52

204 87'

21,639 Os'
2,357 89
4,967 18

100 07

846 84

116 41

5 00

45,

802
43

24.

14 33

1,798 G9
703 49

1,168 93

192 66

1,891 7o

93 01

144 74

800 00

29 66

83 74

2, .590 88

647 23

263 10

186 2.S

4,970 89

070
791
284
,803
,303
,906
851
,42.5
.591
,514
704
,591
168
,201
465
i97
114
,082
,855
881
875
398
309
825
441
531
89(i
042
220
104
617
804

10 00

462 88
12 57

114 73

11,741 30

RAILWAY STATISTICS

147

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

153

154

155

156

157

158

160

Recapitclation' of Expenses.

Total Maintenance

General of Way and
Expenses. : Structures.

Maintenance

of
Equipment .

Traffic
Exjx-nses.

Transporta-
tion
Expenses.

General

Expenses.

No.

Total
Operating
Expenses.

21,

17,

7,

3,

9,
2,

o

ll',

124.

221,

12,

308.

24.

47.

1,514,

3,

4,

6,
13,

cts.

029 91
535 67
586 66
400 12;
477 75
314 47]
146 90
701 34|
903 77 i
460 07'
242 60'
972 28!
186 251
308 S3!
276 13
<:k57 89
239 30
266 80
085 39
45 53
532 89
178 15

45,070 25

791 87]

284 471

802,341 031

43,290 461

24,906 46

851 25

2,425 18

8,591 681

5,514 02

704 54

1,591 00

168 79

9,20] 60l

12,465 31 1

397 001

6,124 83;

4,967 32:

7,a55 37 1

2,881 57!

4.875 20 !

2.398 061

25,309 29l

1,825 43'

4,4H 01

20,272 95

2,8i'6 56

2,042 .oil

3,220 56;

10,104 54

1,617 86

4,804 19

84,

35.

28.

6,

4.

25.

3.

31.

50.

9.

817,

1,642.

115,

1,405

88,

162,

9,875,

»,

20,

1,

49,

142,

21,

117,

5,

4,

3,672,

377,

114,

4,

27.

37,

10,

10,

3,

1,

16,

9,
33,

7,

5,
37,
35,
213,
20,
15,
11.

8.

5,
53,
23,
10,
29,

cts.j

266 70l
054 46l
361 12
530 66
005 79 1
109 98
134 45
884 61
312 11
930 69
334 60
398 07
084 02
212 68
711 75
407 22
550 33
444 07
707 40
9.ol 00
379 54
174 85
183 01
513 79
837 56
729 33
594 40
750 99
047 68
129 98
.504 97
692 41
30S 19
419 08
920 00
817 35
717 54,
238 56
873 12
941 67
323 65
781 64
720 16
664 50
129 65
446 68
809 19
736 06
227 46
410 33
446 84
10;^ 71
174 26
555 08
205 41

•5 cts .

29,

52:

20

1,

25,

1,

9;

16;

3,

945,

2,040

70,

1,193

53

10,882!

1,

8.

1.

16

17

12;

60,

1

3,878

282

41

11.

27:

2,
2,

18,
5,
5,

14,

7,

116,

1,

11,
2.

i;

8.
14,

4
10

868 34
341 73
300 26
HO 73
228 98
594 29;
475 75'
059 22;
028 3li
375 52 1
987 721
823 69|
39;^ 58'
677 18:
636 22;
073 63
347 97
640 09
699 25
115 00
751 76
272 97
,394 87
164 98
890 33
507 71
960 53
,039 24
,246 68
588 84
190 62
,385 15
015 77
,747 01
300 00
160 83
344 91
671 96
222 49
,752 10
396 79
611 57
167 26
736 96
,082 64
,557 79
,0('2 49
847 98
,224 88
,336 27
,726 24
,622 32
,758 09
,964 85
1,213 67

2,321 37

3,435 52

2,791 19
5,822 84

208,287 661

188,120 72'

966 33;

128.722 35,

14,860 35

9,724 37

2,075,170 05

1,172 00

2,324 70

3,483 50

3,208 65

24,109 95

1 75

5 001

825,933 43:

39,463 26

9,718 53:

146 40

660 23

338 78

7c -00

39 03!

1,729 80

515 51

4,955 06
251 00

1,307 37
1,571 65
8,917 10
1,192 53
5,334 97j

' 277' 451

379 22;

2,227 02;

22 92,

187 33!

71,312

117,987

37,514

12,983

1,043

68,234

5,230

45,051

47,275

18,-539

2,440,140

4,959,207

212,510

3,837,-588

196,729

;382,054

24,917,141

7,256

19,355

1,664

70,842

61,175

14,129

251,548

5,402

5,780

10,220,235

889,754

167, "^59

5,105

39,383

41,120

12,139

10,785

6,753

559

70,152

17,448

4,-587

10,889

75,876

12,137

18,877

90,623

33,338

388,036

39,461

38.757

33,561

8,423

20,827

42,911

27,914

9,647

24.876

34
55
02

73|
15l
21 1

571
00
95|

W|

55'

22

981

04'

74'

11

33

22

20

00

47

69

22 .

311

87

57

60

03

07

40

01

61

82

52

00

07

36

49

94

12

47

48;

40;

70

94;

31

50

49

48

74

62

91

67

88

16

S cts.'

I

21,029 911

17,535 67!

7,586 06

3,400 12:

477 751

9,314 47!

2,146 90i

3,701 34 1

11,903 77!

7,460 07:

124,242 60

221,972 28

12,186 25

308,308 83

24,276 13

47,067 89

.-514,239 30

3,266 80

4,085 39

45 53

6,532 89

13,178 15

$ cts.

45,070 25

791 87

284 47

802,341 03

43,290 46

24,906 46

851 25

2,425 18

8,591 68

5,514 02

704 54

1,591 00

168 79

9,201 60

12,465 31

397 00

6,124 83

4,9 17 32

7,8c.5 37

2,881 57

4,875 20

2,398 06

25,309 29

1,825 43

4,441 04

20,272 95

2,896 56

2,042 51

3,220 .56

10,104 54

1,617 86

4,}-04 19

206,477

225,240

93,761

24,055

5,755

131,688
11,987
92,487

131,342

39,305

4,535,993

9,052,521

411,146
6,873,509

378,214

678,327

49,264,448

17,607

54,079

4,775

145,831

237,285
50,915

498,407

12,924

12,o07

19,400,064

1,632,297

357,678
10,821
81,164

115,128

32,977

24,656

12,639

2.745

150,146

49,339

8,080

29,707

137,519
33,637
32,646

149,267
79,-520

752.267
64.291
65,117
76,286
22,344
30,422

110,091
75,974
2s5,785
69.286

29, 1

78' 2

46 3
24 4
67 5

47 6
67 7
36 8
98 9
42, 10
131 11

12
13
14
15
16

98 17

181 18

24! 19

53; 20

36 21

16 22

751 23

281 24

38 25

08' 26

99! 27

98! 28

421 29

87j 30

01 31

63 32
80I
15;
00;
071
21 1

83l 38

55 39

72 40
29' 41
06 42
39; 43

73 44
94 45
I7I 46
14j 47
54' 48
77 49
35 50
43 51
52; 52
48f 53
67 54
76 55

33
34
35
36
37

206— lOi

148

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 8. — Summary of Operating Expenses

No.

56
o7
58
5'.)
tiO
61
(.2
63
64
65
66
67
68
69
70
71
72

7;^

74

147

Name of Railway.

148

149

150

151

General Expenses- Continued,

Other
Expenses.

New Westminster Southern

Nosbonsing and Nipissing

jNorth Shore Railway .

jNova Scotia Steel and Coal Co .

Orford Mountain

Ottawa and New York

Philipsburg Railway and Quarry Co..

Princeton Branch of Washington Co. Ry. (U.S.)

Pere Marquette

Quebec Central

Quebec and Lake St. John

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

Red Mountain

R\itland and Noyan

Salisbury and Harvey

Schomberg and Aurora

Stanstead, Shefford and Chambly

St. Clair Tunnel

St. Lawi-ence and Adirondack..

Sydney and Louisburg

Spokane and British Columbia

Temiscouata

Temiskamingr and Northern Ontai-io.. '. .

Thousand Islands

Toronto, Hamilton and l>uffalo.

Vancouver, Victoria and Eastern

Victoria Terminal Railway and Ferry Co. . .

Victoria and Sydney, B.C

Wabash Railway Company in Canada

Wellington Colliery Co

Yo. k and Carleton

cts.

243 33

Total

of Foregoing

Accounts.

127 74

13 89

1,990 15

22,111 07

12,664 28

3,661 43

481 15

83 41

9 88

45 68

29 75

127 53

Final Total 296,749 50

20 54

45 60

1,098 55

64 27

1,032 26

690 72

17 45

5 00

913 40

S cts.
2,827 73

63 66

General
Administra-
tion Joint

Tracks,

Yards, and

Terminals.

Dr.

S cts.

General
.Administra-
tion Joint

Tracks,

Yards, and

Terminals.

Cr.

cts.

3,222 54

5,742 70

3] 00

328 08

53.492 58

60,884 46

33,744 91

7,179 82

17,799 17

3,812 35

460 37

1,913 58

0 98

0 29

50 49

377 49

1,816 66

3,l>-5 90

7,039 99

41,751 00

170 26

10,119 70

43,610 10

3,839 54

26,584 11

14,95» 30

517 27

2,459 65

71.384 731

540 00

5,693 68

60 00

3,8.34,723 92, 19,338 15

967 67

RAILWAY STATISTICS

149

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Contimied.

Recapitulation of Expenses

Total

General

Expenses.

Maintenance
of Way and
Structures.

Maintenance

of
Equipment.

Traffic
Expenses.

Transportation
Expenses.

General
Expenses.

Total
Operating
Expenses.

No-

$ cts.
2,827 73

$ cts.

18,268 54

7,455 88

631 80

3,923 80

14,055 97

97,251 05

216 00

3,059 40

167,930 32

152,669 43

109,596 99

4,902 37

60,437 73

14,668 81

1,297 22

16,340 78

$ cts.

7,114 58
3,494 95
137 99
2,018 30
2,665 81
16,492 97

$ cts.
2,237 92

S cts.

41.832 87
12,348 77
2.059 06
5,326 43
17.609 12
66,676 60

5!674'i5

774.305 33

350,933 33

288,211 58

22,406 35

112,843 07

46,029 61

5,630 00

12,069 94

$ cts.

2,827 73
63 66

S cts.

72,281 64

23,299 60

2,892 51

11,268 53

37,9y6 82

190,930 98

247 00

9,826 07

l,376,-.\s2 07

724,918 25

553,210 15

41,950 97

229.310 42

69,347 29

9,520 66

37,465 95

56
57

63 66

68
59

3,222 54

5,743 C8

31 00

443 38
4,766 68

14432

51,226 73

22,327 43

10,565 55

1,074 60

4,461 90

658 46

383 92

71 85

3,222 54

5,743 68

31 00

32S 08

53,115 38

60,884 46

33,744 91

7,230 31

17,799 17

3,812 35

460 37

1,913 58

60
61
62

328 08

53,115 38

60,884 46

33,744 91

7,230 31

17,799 17

3,812 35

4(i0 37

1,913 58

1.220 12

329,704 31

138,103 60

111,091 12

6,337 34

33,768 55

4,178 06

1,749 15

7,069 80

63
64
65
66
67
68
69
70
71
72

1,816 66
3,185 90

22^919 42

23,120 35

68,849 40

54,239 21

1,117 08

51,082 56

133,165 17

3,641 95

135, .509 06

133,559 80

694 75

9,165 38

226,300 33

15,S41 56

1,398 00

2,808 52

22,521 65

31,027 11

99,652 90

140 39

31,029 45

126,868 82

2,960 53

71,637 28

36,489 04

332 49

4,431 81

360,000 93

9,275 01

310 00

1,837 46

40,449 23

57,862 94

161,305 57

136,s58 61

260 07

72,130 32
456, aS8 87

14.545 39

274,094 43

189,478 17

4,122 77

13,421 27
905,851 37

22,348 22
2,470 00

1,816 66

3,185 90

7,039 99

41,751 00

170 26

10,659 70

43,610 10

3,839 54

26,584 11

14,954 30

517 27

2,459 65

77,078 41

69.831 29

106,690 84

273.490 68

332.716 66

1,719 58

167.852 41

771,1^2 65

25,270 79

522,056 73

382,018 18

.5,729 56

30,327 40

1,64.5.444 45

47,464 79

4,236 00

73

74

7,039 99

41,751 00

170 26

10,659 70

43,610 10

3,.'<39 54

26.584 11

14,954 30

517 27

2,4.59 65
77,07^ 41

5,268 61

214 94

31 78

2,950 38

11,149 69

283 38

14,231 85

7,536 87

62 28

849 29

76,213 41

75
76

77
78
79
80
81
82
83
84
85
86

60 00

60 00

87

3,8.53,094 40

21,153,274 46

21,510,303 59

3,798,824 57

54,284.587 41

3,853,094 40

104,60O,O?i4 43

150

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

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=4 © g

t^ X © © — ■
t- t^ I- X X

156

DEPARTMESr OF RAILWAYS AND CANALFi

9-10 EDWARD VII., A. 1910

04
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RAILWAY STATISTICS

157

SESSIONAL PAPER No. 20b

2 :J^S?

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158

DEPAIiTMEXT OF liAJLWAYii AND 0-AyALS

9-10 EDWARD VII., A. 1910
Tablk 11. — Summary of Freight Traffic

6

Name ok Railway.

Grain.

PRODUCTS OF

Flocb.

Tonnage
Originat-
ing on
Road.

1 Alberta Railway and Irrigation Co

2 Algoma Central and Hud^^on Bay

3 Atlantic and Lake Superior

4 Atlantic, Quebec and Western

5 Bay of Quinte

6 Bedlineton and Nelson

7 Bessemer and Barry's Bay

8 Brandon, Saskatchewan and Hudson Bay .

9 British Yukon

10 Brock ville, We.'-tport and Southwestern. . .

11 Canada Southern

12 Canadian Government — Intercolonial

13 Canadian Governmert — P. E. Island

14 Canadian Northern

15 Canadian Northern, Ontario.

16 Canadian Northern, Quebec

17 C&nadian Pacific

18 Cape Breton

19 Caraquet

20 Carillon and Gren ville

21 Central Ontario

22 Crowsnest Southern

23 Cumberland Railway and Coal Co

24 Dominion Atlantic

25 Elgin and Havelock

26 Eastern British Columbia

27 Grand Trunk

28 Grand Trunk — Canada Atlantic

29 Halifax and Southwestern

30 Hampton and St. Martins

SlHereford

32 Inverness Railway and Coal Co

33 Irondale, Bancroft and Ottawa

34 Kaslo and Slocan

35 Kent Northern

36 Kettle River Valley,

37 Kingston and Pembroke

38 Klondike Mines

39 Liverpool and Milton

40 London and Port Stanley

41 Lotbiniere and Megan ti"

42 Manitoulin and North Shore

43 Maritime Coal, Railway and Power Co

44 Massawippi Valley

45 Midland Railway of Manitoba

46 Moncton and Buctouche

47 Montreal and Atlantic

4S Montreal and Province Line.'

49 Montreal and Vermont Junction

50 Morrissev, Fernie and ^[ichel

51 Napierville Junction Railway

52 Nelson and Fort Slieppard

27,564

911

211

6

1,336

.C -^ -^

a) oo

o 3 ^■
c 5 55 ^^

S P ? <*

H

Total
Freight
Ton-
nage.

'Tonnage
■ Origi-
I nating
j on
Road.

p G i.

O CO

P^ S 5 ./

O c5 ^

«« S g fc

S S 9 «

Total
Freight
Ton-
nage.

54
113
322
199
295

54,787

120

40.336

20,184'

14,2191

780,592,

6,617;

6761

2,186,893

72

4,021
180

22

1,890

2,710

649,904

85,935

306

8,576

611

13,572

93,733

90

2,180

63

33

432,328

5,144

497

3,905
297
774

1,421
103

140 i
44

1,026,820

388,071

920

100

3,558

124

80

15

27,6181

1,024

533i

205

1,631

468
155
19
153
227

54,809

1,890

2,830

690,240

106,119

14,525

789,168

7,228

14,248

2,280. 62S

211

162

4
6,673

7,926

477

774

3,601

166

33

1,459,148

393,215

1,417

100

31698

168

80

15

720

21,102

24,18C

3.185

52,970

1,195

227

499,053

8

32

39

2,204

628

2,523

468
194

2,223
781

2,750

313

518

640

153,416

122,083

1,044

1,946

690

15,253

73,165

315

1,06

2,175

83

9,177

59

726

212,111
9,152
3,629

43

167 i

141,198

67,625

3,534

200

872

2,012

302

211

518

1,360

174,518

146,269

4,229

54,916

1,885

15,480

572,218

323

1,092

2,488

83

9,177

785

5,128|

4 .
11,8011

2,267

13,763

143

•60

131

441

29,045

14,909
169

514
180
46

43

971
27,975|
10,2541

28,672

312

30

228

28,416

39, 299 1

2,919

184

21

47

182

219

851

2,280

353,309

76,777

7,163

200

915

2,179

302

'85i

4,547

3,427
606

135

1,699

76

68,5581 69,072

946| 1,126

235, 821 1 235,867

928

42

128

.58,
218!

101
218'

124,579

1,420

33,816

76!

392
327

6,346

790

21

182

1,881
295

125,507

1,462

33,944

392
403

RAILWAY STATISTICS

159

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, ] 909.

8 9

10

11

12

13

14

15 16

I

A(iRICULTURE.

Other Mill Products.

Hay.

Tobacco.

Tonnage
Originat-
ing on
Road.

-o tx i-
0- s :i

mi

5 ? 9 =8

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

C^ g S ^•

0 S IK

1

551

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

-0 tD^

Total

Freight

Tonnage.

(4

3

5,056
117

15

5,071
117

578
807

579
1,358

5

1

6

1

8

62

s

12

8
74

40
304

272

15

9

2^6.58

830

59,953

656

2

2,032

254

13.506

22,295

27

600

312

319

9

22

2,058

920

68,883

30,444

1,993

27,223

1,996

15,434

230,568

28

810

1

19

20

4

5

6

7

8

188

15
223

780

173,971

19,993

121

2,198

645

34^391

153
223

1,290

185,017

31.029

22

90

8,9.30
37.788

q

510
11,040
11,036

5
437

10
5,739

is

6,176

10

11

881
11,895

l,0:)2i 1,991
14,093 25.191

143

32

175

13
14

769

1,414
300^804

1,742

],92S

208,273

1

2i0

15

26(5^413

101
6,619

1,199
2,246

22

1,300
8,865

22

16
17
18

20 GO

80

19
20

269 1,031

1,300

245

48()

25,128

365

95
110

1,502

435

325

119

10

82,278

40,760

1,395

60

59

519

120

45

1,597

545

325

4,228

31

36

143,847

50,915

3,016

60

460

561

120

45

91

87! 158

•^

486

62

0^

7,975

17,153
365

4,109

21

36

61,569

10,155

1,621

27

89

24

«>6

6G,9G9
5,952
1,9G8

89, .539

100,620

2. 161

. 156,508

106,572

4,129

822
2

4,830
326

5,652
328

27
28
99

■

?0

54 i 148
5G| 10

202

66

431

401
42

4

9

1

"is

1

31
SO

431

33

1

34

...; r;

35

1,996

1
617

240

1
857

36

l,2r,9 727
i

64

5

69

37

■^8

39

2,265' '4.695

6,300 7,782

■ 12 100

19; 124

1811 710

2,993i 67
6671 22

3,335
60

580

1,123
22

11,117

160

124

1,290

1.190

44

232

232
5

40

12

5

41
4'>

19
116

65

4

8

4
9

43

505! 2,488
51(; 151

1

44
45

16

3G3, 55,329
112 372

55,692! 18,288

484 3,642

88,920 1,995

1,610

1,187

44,100

91

1,157

19,898

4,829

46,095

1,361
1,196

16

758

774

47
48

20 88,900

44

■;:::::::■

50
51

52

70

7

97

70
104

1,270
39

160

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 11. — Summary of Freight Traffic Movement

53

54

55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77;
78
79
SO
81
82
83
84
^
86,
87

Name of Raii^way.

New Brunswick Coal and Railway Co

New Brunswick and P.E. Island

New Brunswick Southern. ...

New Westminster Southern . . .

North Shore

Nosbonsin^ and Nipissing

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and New York

P^re Marquette, in Canada

Philipsburg Railway and Quarry Co
Princeton Branch of Washington Co. Ry.

Quebec Central

Quebec and Lake St. John

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

Red Mountain

Rutland and Noj'an ,

Salisbury and Harvey

Schomberg and Aurora ,

Stanstead, Shefford and Chambly

St. Clair Tunnel

St. Lawrence and Adirondack

Sydney and Louisburg (Dom. Coal Co.). .
Spokane and British Columbia Railway. . .

Temiscouata

Teraiskaming and Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo ,

Vancouver, Victoria and Kastem

Victoria and Sydney, B.C.... ,

Victoria Terminal and Ferry Co

Wabash Railway Co., in Canada

Wellington Colliery Co

York and Carleton . . .

PRODUCTS OF

Grain.

Flour.

Tonnage
Originat-
ing on
Road.

390
80

17

639

71,872

•72 tefc
<B c ®

o o ^^

.2 =-0

O § 00

0)0 00 ^

^ S S t
S g o ««

D2

766

605

74

2,206

Total

Tonnage. ^ g-c

Freight Origi-
Ton- nating
nage. on Road

=* S <S o

S.i:tfo

t«

Total
Freight
Ton-
nage.

202

891

654

77,862

2,540

4,415

4S0

76

194

267
96

264
5,024

774
7,220
4,565

305

2,178

16

650

400

237,212

885
920

2,378:
2,090|

78;

73!
116,007

867
1,961

121
6,546
3.407

' 72
77

263

Final total 3,837,154' 3,O0O,.352

766

605

464

2,286

202

908

1,293

149,734

774

7,220

7,105

4,720

2,658

16

650

476

262

433

991

31

710

28

173

15,244

103

702

1,116

17,896

1,027

1,168

10

27

237,406

1,152
],016
7
1,131
6,985

121
8,924
5,497

150

150
116,007

263

1,060
'"79i

448
3,561

129

25,459

5,326

20

4,158

83

20

500

433

991
293
710

103

730

1,289

33,140

129

25,459

6,353

1,188

4,168

83

20

527

35,087

36,147

464
25

126

70

23,8501

633

1,000

75

1,084|

1,522

886!

1.190

1,396

90;

146

340

1,424
1,000
75
1,532
5,083

886
1,654
1,421

216

216
23,850

340

6,837.506 884,7321 874,162|1,758,894

RAILWAY STATISTICS

161

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1909 — Continued.

10

11

12

13

14

15

16

AGRICULTURE- C'on^H (/fd.

Othef

t Mill Products.

Hay.

1

Tobacco.

B
1

Tonnage
Originat-
ing on
Road.

■^ 5? 1

P4 § g ^ Total
»6 X S Freight
^g-a-S Tonnage.
c o q cS

Tonnage

Originating

on Road.

■a bo t> ;

=u C Si ■ :

'S O '^

tf II ^ Total
oO X S Freight
^g^-C Tonnage.

C o O o3

Tonnage , ^^-^ ,
Originat- r5 ** £

Road. cSSSs

H

Total

Freight

Tonnage.

! \

240 240

1
153

402
789

402 4,110
470 171

789, 78

4,110

42 213

4,743 4,821

30 30

1

.54

470

6

1 7
90 90

55
56
57

.58

122

1,257

1,353

21,384

122 10 14 24

1,257 30 561 591

1,578 572; 68 i 640

32,898 40,639 17,416! 58,055

i

48

1 1

5 5

59

60

225
11,514

4
1,162

0
1,210

61

62
63

i9| 19 i 110 110

1 ' 1 !

64

65

1

895] 4,902 5,797

438! 105 543

14.^46! 209 14.7.55

66

391

ioel 497

1441 144

19

2

21

67

68

172

172 - 1 ti\2 512

69

13 856 869
2.57i 257

70

71

72

39! 89,io6 89,i39 1,278! 44,826; 46,104

1 1 . _ . . . .1 J

73

74

1,046

1,508 2,654 6761 1,149; 1,825
42 42' 1 2.400' 2.400

264
1

264
1

75
76

51i ' 51

1,540' 64, 1,604
3 829 6 94Sl 10 777

77

■ 47
264

156! ^3

128 392

112 112

2,208 2,506

1,035 1,304

f

8

62

70

78
79

55

186 255

6,008: 1,124

i

55

44i

7,132

80

298
269

70

420
104

490
104

81
82
83
84
85
86
87

1

1

28,10P

28,106
120

12,8401

12,840 439

439

120

800
605

800
765

160

439,094

716,977 1,156,071

489,038

1

372,227! 861,265

8,878

17,584 26,462

206—11

162

DEPARTMEXT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Taule 11. — Summary of Freifjht Traffic

17

18

19

20

21

22

23

Name ok Railway.

PRODUCTS OF

Cotton.

Fruits

AND Vegetables.

i

Tonnage
Originat-
ing on
Road.

Total
Freight
Ton-
nage.

Tonnage
Origi-
nating

on
Road.

>-3i
'iso

S .® 9 =4

Total
Freight
Ton-
nage.

1

Alberta Railway and Irrigation Co

6

6

6,381
191

801
20

7,182

9.

Algoma Central and Hudson Bay

211

3

Atlantic and Lake Superior . . . . '

4

Atlantic, Quebec and Western

5

5

350
1,835

65

415

5

Bay of Quinte

Bedlington and Nelson

Bessemer and Barry's Bay

1,83.5

6

7

8

Brandon, Saskatchewan and Hudson Bay .
British Yukon

1,309

1,471

129

96,635

6,890

157

13,363

48

2 053

50,710

1

1,309

9

1,471

10

Brock ville, Westport and Northwestern. . .

50

9,123

46,377

8,908

11,053

1,039

254

148,385

1

25

179

11
12
13
14

Canada Southern

Canadian Government — Intercolonial

Canadian Government — P. E. Island.

Canadian Northern

2^587
11

4.5,899

1,492

38

45,899

4,079

49

105,758

53,267

9,125

25,016

1.5

Canadian Northern, Ontario

1,087

Ifi

Canadian Northern, Quebec

2,907

17
18

Canadian Pacific

Cape Breton

Caraquet

61

16,607

16,668

199,095
2

19

25

^it

Carillon and Gien ville

?^

Central Ontai io

7,377

56

356
300

7,733

?.?.

Crowsnest Southern •

350

?.?,

Cumberland Railway and Coal Co

24

2.T

Dominion Atlantic ,

Elgin and Havelock

1,188

1,131

2,3i9

76,046
450

1,009

77,055
450

•>'".

Eastern British Columbia

27

2S

Grand Trunk

Grand Tnmk— Canada Atlantic

1,621
8,666

10,416
9,359

12,037
18,025

80,708
1,342
3,664

86,449

22,705

386

167,157
24,047

29

Halifax and Southwestern

4,050

.SO

Hampton and St. Martins

31

Hereford

320
31

28

112

45

348

m

Inverness Railway and Coal Co

143

8.S

Irondale, Bancroft and Ottawa

45

.S4

Kaslo and Slocan

1

ao

Kent Northern

: ..: ;::::::.

,sr.

Kettle River Valley

1

37
.38
39

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

236

646

882

163

289

452

40

London and Port Stanley

463

463

7,954

118

34

13

253

28

6,776
28

i33

265
265

14,730

41

Lotbiniere and !Megantio

146

42

Manitoulin and North Shore

34

43

Maritime Coal Railway and Power Co

146

44

Massawippi Valley

518

4.T

Midland Railway of Manitoba

293

4fi

Moncton and Buctouche

47

Montreal and Atlantic

8,572

- 8,572

584

8,626

9,210

48

Montreal and Province Line

49

Montreal and Vermont Junction

107

2,996

3,103

.'iO

Morissev, Fernie and Michel

._ .

51

Napierville Jet. Ry 1

::::.:::; ::::::;:i::::::::

262
418

262

52

Nelson and Port Sheppard

27

445

EAILWAY STATISTICS

163

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1909 — Continued.

24

25

26

27

28

29 30 1 31

1

32

AGRICULTU RE- Continued.

PRODUCTS OF ANIMALS.

Other Prodccts of Agkiculture.

Live Stock. Dressed Meats.

1

Tonnage
Originat-
ing on
Road.

■g go
^ £ c .

c ca £
a- O u i

5M6

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

m

-.Ms

lafl

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

J |s Total
"^ = S £ 1 Freight
§; _.5.2 Tonnage.
c 0 - ^

2

24

24

6,749

679

22

204

173

639

7,388

679

87

371

173

126

227

1

30 157
227

1
2

60
167

64

87

3

....
2,559

34

2^593

8?

62

4
5

6

1

7

418

6

1,411

24,422

15,912

3,248

28,675

4,890

1,322

317,470

30

5

5,096

148

i37

3,130

52

204.559

4,228

17

2,553

167

391

37,167

4

15

98

22

12

152

104,374

11,755

58

555

56 j 56

159^489 ' ' ' 16o!367

14,014 18,009

4 2.223

8

3,136
1,463

9

10

15,076

82,696

97,772

228,981 878

20,140 3,995

3,265 2.219

11
12

13

; ..■::::

31,228

5,057

1,713

354,637

2,801
95

885

3,686
95

14
15
16

22.157

112,684

134,841

1
15

17

200

'260

4 1
30 15

18
19

20

5,194

170

12

2,314

20

10,657
25

139

10,796
2-5

71

10

127

81
127

21

22
23

. . ..

2,162

64

11

277,341

9,764

311

1.186

2 V 1,188
37i 101

24

64 64

25

11

381,715

21,519

369

26

25,442

19,48.^
6,68b

44,925
6,688

24,500
404

16,443 40,943
45,588 45,992

27
28

29

30

68

1

69

327
223
191

17
16

344 7
239 9
I9ll

31i 38
10 19

31

32

36

36

33

34

35

40' ii-i

36

1,603

167

1,770 71

37

38

39

9,625
2

1,862

11,487
2

3,307
2

538

8

12

1,026
51

3,845 1,574

8 16

2 1

12

l,732i 206

3,197

4,771
16

40
41

1

42

37 37

5| 211

43

706
8

44

•

2,935

53

45

2,935

4<i

3,643
847
153

9,646

96

13,109

40

73

13,289 16

83,898

83,914

47

43J95

943

48

43,795

13,262

469

106

49

\

50

429
33

51

47

1 47

70

70

52

206—111

164

DEPARTilEXT OF RAILWAYS AND CAWALS

9-10 EDWARD VII., A. 1910
Table 11. — Summary of Freight Traffic

17

18

19

20

21

22 1

1

23

Name of Railway.

PRODUCTS OF

Cotton.

Fklit and Vegetaisles.

c

i

Tonnage
Originat-
ing on
Road.

-O 60!-

<i> c 2

C O 0 cj

Total
Freight
Ton-
nage.

Tonnage
Origi-
Dating

on
Road.

IB c-a
Oh C = .

0 S Ti
S s 2 fc

C O O oi

Total
Freight
Ton-
nage.

58

New Brunswick Coal and Railway Co

54

New Brunswick and P. E. Island

55

Xew Brunswick Southern

New Westminster Southern

2

2

210
22

3

1,528

213

5<>

1,550

57

North Shore . .

58

Nosbonsin^ and Nipissing

.59

Nova Scotia Steel and Coal Co

6

42

635

41,539

6

fiO

Orford ^lountain

15
1il

57

fil

Ottawa and New York

276
72

2,509
2,347

2,735

776

fi"

Pere Marquette in Canada. ...

2,419; 35,384

76,923

fi8

Pliilipsburg Railway and ♦.juarry Co

fi4

Princeton Branch of Washington Co. Ry. .

i

812

812

*>5

Quebec Central

;

m

Quebec and Lake St. John ...

2,373

6

1,096

190

28

2,373
266

1,435
190

67
68
69

Quebec Railway Light and Power Co . . . .

Quebec, Montreal and Soutliern

Red Mountain

3,369

3,369

260
339

70
71

Rutland and Noyan

Salisbury and Harvev

.1 14

14

28

79,

Schouiberg and Aurora

73

Stanstead, ShefiFord and Chambly

133
i22

5,772

2^969
210

5,905

'3^091
210

74
75
76

St. Clair Tunnel

St. Lawrence and Adirondack

Sydney and Louisburg (Dom. Coal Co)

1^227

1,243

77

Spokane and British Columbia Ry

78

Teniiscouata

1

18

19

79

Temiskaming and Northern Ontario . . . .
Thim.sand Islands

868

129

4,203

1,112

868

80

80

1,918

986

209

81

8^

Toronto, Hamilton and Buffalo

Vancouver, \ ictoria and Eastern

489
12

489
12

6.121
2,098

83

Victoria and Sydney. B.C

84

Victoria Terminal and Ferry Co

Wabash Railway Co. in Canada

Wellington Colliery Co

York and Carleton

2,944

1

85

2,944 23,036

23,036
156

86

156

87

Final total

17,681

104,619

122,300i 478 «';>«

' 367,004

845,930

RAILWAY STATISTICS

165

SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1909 — Continued.

24

25

26

27

28

29

30

31

32

AGRICVLTUR^— Continued.

PRODUCTS OF ANIMALS-Co/ifmwed.

Other PRonucTS ok Agricultdre.

Live Stock.

Dressed Meats.

Tonnage
Originat-
ing on
Road.

Tonnage Received
from Connecting
Roads and Other
Carriers.

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage Received
from Connecting
Roads and Other
Carriers.

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage Received
from Connecting
Roads and Other
Carriers.

Total
Freight!
Tonnage.

53
54

170i ....

170

122| i 122

1341 452! 586

1 1

67

hlhrr

45

45

06 Kfil.^fr

!.57

1

58
59
60
61
62
63
64
65

3

5i

9,729

3

775

116

59,991

1

346 1

1,479; 77

17,266: 2,811

1

1

347

1,556

20,077

1

2

32

8,222

6 7

775

65

;-30,262

16

8

16,6Ji3

18

40

24,915

1

5,199

1,185

6,384

4,456

4,456
2,755

2,029

390

1,443

2i

23

126

726
49

245

78

5

518

518

118

3

121

4391 85
1,688 15

85 67
15fis

20

20

101

28

126

69

70

71

79

43,795

43,795

1,093

13,162

14.255

; ■ • •

7S

:... .

1

74

634

634

28

494

72

215
202

709
274

10
40

10

7^

28

4 OftO

4 100 7fi

-'"

77
78
79
8')
81
81
83
8,1

5,349
563

ii4

3,550

5,463
4,113

137

537
5,957

4;841

2,347

94

195

72

674

5,957

769

88i 97
! 3,357

185
3,357

769

1,584

313

130

29

34,960

508

4,505
604

5,013
1,050

6,425

13

13

67

446

2,060

224

224

34,960

72

11

56

" ' .5 J95
131

5,795

131

24,035

'24,035 85

87

219,138

135,697

354,835

779,594

426,627

1,206,221

93,339

461,645

554,984

166

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 11,— Summary of Freight TraflBc

33

34

35

36

37

38

39

Name of Rau.\vay.

PRODUCTS OF

Other Packing-House
Products.

Poultry, Game and Fish.

1

Tonnage
Originat-
ing on
Road.

J) " K 03

g 0 q -s

H

Total
Freight
Ton-
nage.

Tonnage
Origin-
ating

on
Road.

■3; 0 0

5 5 rt ^
c 0 0 S

Total
Freight
Ton-
nage.

1

2

Alberta Railway and Irrigation Co

Algoina Central and Hudson Bay

10

230

240

11

11

3

Atlantic and Lake Superior

4

Atlantic, C^uebec and Western

Bay of Quinte

1

1

1,477

1,477

.5

6

Bedlington and N elson

Bessemer and Barry's Bay

7

8

Brandon, Saskatchewan and Hudson Bay.
British Yukon

<»

477
'6U20

477
71,162

84

1,275

27,487

3,217

4,370

22

33

10
15,454

266
159
138

1

33

10

Brockville. Westport and Northwestern. . .

94

11

Canala Southern

9,982

16,729

27,753
3,376
4 508

^9,

Canadian Government Railways —

Intercolonial ....

18

P. E. I>land

2,229

4,025

710

'21; 663

25

1,251

119

1.471

67,275

2,254

5,276

829

1,471

88,938

14

Canadian Northern

15
16

Canadian Northern, Ontario . .

Canadian Northern, Quebec

Canadian P.acific

23

17

24,292

126

2,420

10,729

35,021
126

18

Cape Breton

19

Caraquet

40

40

2,420

9.0

Carillon and Gh'enville

?A

Central Ontario

21

21

75

1

76

?.?.

Crowsnest Southern. . .

23

Cumberland Railway and Coal Co

24
25

2fi

Dominion Atlantic

Elgin and Havelock

Eastern British Columbia

433

86

32

465
86

1,205
99

811
45

2,016
144

97

Grand Trunk

26,369

122

79

35,854
5,656

27

62,223

5,778

106

8,702

55

3,158

10,635

4,624

101

19,337
4,079
3,259

28

Grand Trunk (Canada Atlantic)

29
30

Halifax and Southwestern

Hampton and St. Martin's

31
32
33

Hereford

Inverness Railway and Coal Co

Irondale, Bancroft and Ottawa

32
42

49

5

10

si

47
10

483

7

4
660

7

34

Kaslo and Slocan

35

Kent Northern

3fi

Kettle River Valley

37
38

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

27

13
1^936

40

6

64

70

39

4^400

72

8

ieo

40
41

London and Port Stanley ,

Lotbiniere and Megan tic

2,464

232
8

4-;^

Manitoulin and North Shore

43

43
76

43

352

16
2

16

44

Massawippi Valley

276

2

45

Midland Railway of Manitoba

4(i

Moncton and Buctouche

47

48

Montreal and Atlantic

Montreal and Province Line

139

37,328

37,467

22

7,644

7,666

40

Montreal and Vermont Junction

49,641

49,641

17,543

17,543

50

Morrissev. Fernie and Michel

51

Napierville Junction Railway

Nelson and Fort Sheppard

18

18

52

RAILWAY STATISTICS

167

SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1909 — Continued.

40 41

1 '42

1
43 1 44

45 46 47 48

!

A.'STSIA.'L^— Continued.

Wool.

i
Hides .\xi) Leather. Other Pboducts of Animals.

Tonnage
Originat-
ing on
Road.

P K d.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

0 >; —
- c c .

0 - X

i nn

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

\ tm

Total
Freight
Ton-
nage.

Si

c
5

217

117

78

5

83

49 2

51

1

91

3

1

i
1

9
16

4

13
16

4

i

5

6

7

52

755

52

755

56^362

S

'

q

4

4

13,481

1,298
52

250 ^i

304

in

95
1,120

13,386
178

1,401

5,139

464

3,205

258

117

20,952

153

55

19,650

1,104

11

75

2

391

21,395

21,051

6,243
475

3,280

6,521

49,841

11
1^

52

13

3^872

14

260'

,508 1 •?-'U 9 fi.^S

15

16

2,029

3,133

5,162
3
1

42,3*-
153

55

17

3

IS

1

19

_.. _ _

•^(1

3

3

1,072

25

1 097 325

325
55

''I

55

9-7

9S

249
46

47
10

296T

56

'>A

20

20

'>5

^

1,501

2,883
2,561

4,384
2,561

22,332
1,037

81

13,787
15,307

36,119 42,462 14,625

16,3441 4,305 19,838

81

57,087
24,143

27

?9

•^s

13

85
7

5

IS 1 «i •'*

193

^1

i3

2

is

1

85

3?

1

381

38

33

34

S5

i': ■■:'::

W

6 8

14

287

432

719

37

38

. . .

1

39

79, 60

139

257
38

1,457

1,714
38

993: 489
188j

1,482

18t(

40

n

. ■

4-?

1
11

1
43

•1

2. ::::::. ::r::::::::

386 '

43

32

179 207

44

45

(

46

16 2.481 2.497

1,617 12,506 14.123

47

22

"""2^491

22
2,491

112 590
38i 16,961

1 1

702
16 999

48

' 111!lX

14,138

19

Tf»

47

47

,

51

1

1581

i.58l

52

168

DEPARTMENT OF JiAIUVAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 11. — Summary of Freight Traffic

33

34

35 36

37 38

39

Name of Railway.

PRODUCTS OF

Other Packing -House
Products.

Poultry, Game and Fish.

1

Tonnage
Originat-
ing on
Road.

III
ill

g « «

gill-

Total
Freight
Ton-
nage.

1-5 1
Tonnage ||°

Ongi- , ^ 1 g «•

nating | © b « fe

on 1 sS"?'?

Total
Freight
Ton-
nage.

53

New Brunswick Coal and Railway Co

.

.•>4

New Brunswick and P. E. Island

New Brunswick Southern

New Westminster Southern

North Shore

366
19

366

55

19
142

209

209

56
57

142

1,048

224

1,272

.53

Nosbonsing and Xipissing

■ 1 1

59
60
61
6?

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and New York

!

1 12 13

27; 62 89i 48
12,869 10,1111 22,980 37f.

5

15

7

835

5

15

55

1.210

(i.S

Philipsburg Railway and Quarrj' Co

Princeton Branch of Washington Co. Ry . .

Quebec Central

Quebec and Lake St. John

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

1

64

65

637

95

66

' '"2s
17

637

67

68

123

17

26

68

14

26

82

69

Red Mountain

70

Rutland and Noyan

1

8

8

71

Salisbury and Harvey

1

79

73
74

Stanstead, Shefford and Chambly

St. Clair Tunnel

134 49,641

49,775

260

17,N2

17,802

75

11 17

28

27
20

3,697
10

3,724

76

77

Sydney and Louisburg (Dom. Coal Co.K . .
Spokane and British Columbia Railway . .

520 520

30

7S

Teuiiscouata

75

25 ioo

78

40

118

79

Temiskaming and Northern Ontario

80

81
8->

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastern

2,603
47

811
171

3,414
218

2i9

150
202

150
421

8,S

Victoria and Sydney, B . C

Victoria Terminal and Ferry Co

84

85

Wabash Railway Co. (in Canada)

26,662

26,662
38

2,468

2,468

86

Wellington Colliery Co

38

5

5

87

York and CarJeton

ioo' 73

173

Final total

112,255

324,274

436,529

83,637 91,444

175,081

1

RAILWAY STATISTICS

169

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1909 — Continued.

40 ' 41 42 I 43

44

45

46 47

48

ANIMALS.- Concluded.

,„ XT . T ^ .^„,.„ Other Pkodccts of
Wool. j Hides ax.. Leather. Animals.

Tonnage
Originat-
ing on
Road.

III

£ =1 X- . Total
=> S X t Freight
^ = 1-^ Tonnage.

1136

'53 o o !

Tonnage j IP'S . Total i Tonnage

Originat- ^ § S £ ! ^^^J^ 1 Onginat-

mgon 3c "^.2 i t„„J^^„^ 1 ing on

Road. lili Tonnage. 1 j^|^^

'S "So

JifiC^- ' Total
■^Itt Freight
^ c "5 g , Tonnage.

S o = ee 1

J

i i 1 :

i
i

53

;■■■■. i:::;:'"'

122

122
11

!

54

3' ! 3

21' 21

11

752

752

55
56

1

57

i.

1

58

2l ^

si

3

29
1,853
8,950

59

1

1

26

726

29
1,689
1,342

;■;

552 ! 552

5,186 2,555 7,741

60

1
414

h 25
312

164
7,608

61
62
63

j

64

65
66

1

280

41

479

280
211
532

i87
140

1,354 1 1,541

5

170

140 67

53

6S

69

1 ..

159

159

70

71

1

" " 14,i38

1?.

...

2,491

2,491

154

16,957

17,111^

14,138

73

'

74

10| 72

82

831 2,505
2j 3

2, .588
5

258

570 828
i

75
76

!

1

77

2, 2

4

, 26| 46

1

72

78
79

]

SO

2
128

59
53

61
181

38
10

191
6

229
16

445
32

i,9ii

],089

2,356
1,121

8i
82
88

1...:. ...

84

1,302

1,302
20

7,165

7,165
11

6,400|

1

6,400

85

20

11

86

!

87

1

1

194,468

6,965

30,271

37,236

70,604

132,364

202,968

69,558

124,910

170

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 11. — Summary of Freight TraflSc

49

50

51

52

53

54

.55

Name ok Railway.

I

PRODUCTS

AXTHRACITK CoAL.

BiTUMiNocs Coal.

Tonnage
Originat-
ing on
Road.

HI

ill

" o S £

OJ O a: £

2 S « t
S P 9 =s

Total
Freight
Ton-
nage.

•

Tonnage
Originat-
ing on
Road.

T) be';'

.1^ -tj -»2

"§§£

S £ 5 =s

Total
Freight
Ton-
nage.

Alberta Ry. and Irrigation Co

Algonia Central and Hudson Bay . . .

Atlantic and Lake Superior

Atlantic, (Quebec and Western. . . .
Baj' of Quinte .

83
95

83
95

34,311
7,558

2,817
212

37,128
7,770

10,164

" " 10^164

9
43

1,751

25,681

80

1,474

995
193

220
370,315

8,739

331

229,198

11,906

29,939

654,415

230

50

" " 38',i2i
21,345

1,760
25,681

123

1,474

Brandon, Saskatchewan and Hudson
Bay

15

7,021

7,036

995

British Yukon

193

Brockville, Westport and North-

575
1,043,805

575
1,043,805

" " '1^627

45,974

5,679

4,276

714,674

220

370,315

Canadian Government Railways —

Intercolonial

Prince Edward Island

Canadian Northern

i,&27

1,010,781

6,450

50,690

1,646

1,019,520
6,781

4.5,974

5,541

4,276

603,207

279,888

Canadian Northern, Ontario

138

13,552
29.939

Canadian Pacific

111,467

746,984
130

9,625

1,401,399
360

125
3^542

i25
4,i94

50

Carillon and Grenville

Central Ontario

652

" ' " " 47J46
21,345

>

339,574

339,574

Dominion Atlantic

2,510

28,398

30,908

342

' 1,614,416

79,402

4,501

220

2

22

1,105

117

342

Eastern British Columbia

Grand Trunk .

' 68^539
295

' 1,'6S.5!557
70,692

' 1,754,086
70,987

17,255

60,356

129

1,158

17,255
1,674,772

Grand Trunk (Canada Atlantic) . . .

79,531
5,659

Hampton and St. Martins '

220

i64
53
40

104
53
40

256^482

2

256, 504

1,105

117

339

339

Kettle River Valley . . i

657

252

405

446

2

448

20,474

20,474

113,951

624

1,169

7

3,460

43,821

4^469

13,180
1,145

113,951

624

38

38

1,169

121,783

6

3,533
7

121,790

3.542
2,985

3,542
2,985

3,460

43,827

3,533

Montreal and Atlantic.

Montreal and Province Line (E) . . .
Montreal and Vermont Junction

67

7,184

670

7,214

7,251

670

7,214

4,476
13,180

1,145

I

RAILWAY STATISTICS

171

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1909 — Continued.

56

57

i 58

i

59

60

61

62

T53

64

OF MINES.

Coke.

Ores.

Stone, S.^nii and Other
Like Articles.

Tonnage
Originat-
ing on
Road.

-a 6cr
a B ^ t

Total
Freight
Ton-
nage.

-3 bcr
>M

Tonnage g rl
Originat- " § - £
ing on §j",i2.£
Road. • 2g||

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

a - - r
C o O -

Total
Freight
Ton-
nage.

6

s

1

1
31,498 31.499

1

174
10,555

762

9.36
10,555

1

225,220

225,220

•1

3

1 _ . J

5
706

5
3,774

4

l,024i t^n^

1,525

3,068

«

18,750

18,750

113

113

247

126,857

803

59

5,211

15

10,615

149,537

247

210
316, .550

158,075

4.961

92,536

4,966

12,272

935,057

s

9831

983

210
189,693

157,272

4,902

87,325

4,951

1,657

785,520

9

10

150,956

150,956

28,781
33

28,781

2,925

47

50,084

278

1,409,196

n

2,892

' 50^084

278

1,312,214

1''

1

729

1

729

47

13
14
1")

" 165,133

641
71,791

641

236,924

96^982

16
17

IS

1,025

1,025

1**

_

^0

96i

88,274

1,.560
97,033

2,52i
185,307

17,320

2,011

19,331

314
3,072

617

93i
3,072

21

•'3

128
40

70

198
40

27.160

7ri

27,235

'>4

•^o

683,730

8,624

2

4,980

120

46

^6

59,26:i
20

130,054
651

189,317
671

22.922

1,43S

45

234,077
426

256,999

1,864

45

82,156
80,029

765,886

88,653

2

4,980

190

46

27
28

SO

76

31

32
33

10,307

10,307

34

:::::::::::

S*)

1,977
24,6.09

1,977
24,682

36

23

67

67

38

38

39

1,436

1 436

1,.J29
37

1,529

56

207,479

16,420

13,536

1,351

1,263

27,912

30

3,781

1,175

2 640

12,901

29,321
13,536

1,351

1,522

55,594

46

3,781'
36,239

3,159
67,. 539

10

19
207,479

41

259

27,682
16

' "" 35^064
.^19

4^

43

36,856

1,587,

38,443

M

60

60

45

1

t6

4

485

489 432

3,3561

3,788:

47
18

92

921

109 67,430'

49

172

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Tablk 11. — SuMMAiiY Freight Traffic

49

50

51

52

53

54

55

PRODUCTS

Xa.mk of Railway.

ANTHKAcriE Coal.

Tonnage
Originat-
ing on
Road.

S P 9 =«

Morris.soy, Fernie and Michel

Napierville Junction Ry . . .

Nelson and Fort Sheppard

New Brunswick Coal and Ry. Co. . . .
New Brunswick and P.E. Island. . . .

New Brunswick Southern

New Westminster Southern

North Shore

Nosbonsing and Nipissing

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and New York

Pere Marquette in Canada

Philipsburg Ry. and (Quarry Co

Princeton Branch of Washington Co.

Railway

Quebec Central

Quebec and Lake St. John

Quebec Ry. Light and Power Co

Quebec, Montreal and Southern

Red Mountain

Rutland and Noyau ...

Salisbury and Harvey

Schomberg and Aurora

Stanstead, Shefford and Chamblj^ . .

St. Clair Tunnel

St. Lawrence and Adirondack....
Sydney and Louisburg (Dom. Coal

Co)

Spokane and Brit. Columbia Ry. Co.

Temiscouata

Teniiskaniing and Northern Ontario.

Thousand Islands

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastern. . . .

Victoria and Sydney, B.C

Victoria Terminal and Ferry Co. . . .

Wabash Ry. Co. in Canada

Wellington CoUierj' Co

York and Carleton

158

89,995

Totul
Freight
Ton-
nage.

Bituminous Coal.

Tonnage
Originat-
ing on
Road.

89,995

32

21,383

249

Final total.

35,065

20
27,328
85,535

190

377,788

19
32,619

20

27,328

106,918

6,557

4,939'

l,800i

4,220;

32

1.5,606

4,939

1,800

4,220

281

15,606

77,359

9,996

130

12,714

189,392

1.S7
10,049

364,412

242,597 4,357,917

130

12,714

189,392

a; C^

*■■ S 3 M

,, C « t-

5 S g £

C O O cS

Total
Freight
Ton-
nage.

8,413
380

2,815
ii,i24

406

15

14,567

517,708

2,739

29,484

7,500

19,868

11,509

2,949

111

2,642

1,790
147,713

3,303,3411

139
10,049

74

364,412

35,065

4,600,514

108

29
342,782
324,738

23

1,175

89,278

423

346,648

3,740

29

7,144,712

377,"' 88

8,413

399

32.61'.)

2,815

2

11,124

6,557

1

406

20

14,567

595,067

2,739

29,484

7,500
19,868

9,9!l6
11,509

2,949
111

2,642

1,790

147,713

3,303,341

23

1,249

89,278

423

346,648

3,848

29

29

342,782

324,738

4,.503,016 11,647,728

RAILWAY STATISTICS

173

SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1909 — Continued.

56

57

58

59

60

61

62

63

64

OF MINES— Co«^m?(fc/.

Coke

Tonntige
Originat-
ing on
Road.

■a 60 fr!

•^ -*^ -t^
« s^ =

? o tn S

g S rf S
C o O cj

Total
Freight
Ton-
age.

Ore.

Stone, Sand, and Other
Like Articles.

Tonnage
Originat-
ing on
Road.

'3 bOt-

0) C S

a; C ii

2 c «
Coo

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

TJ be J-

o C ij

fc« 2 fS

05 (3 ^ r

C 0 O c3

Total

Freight

Ton-

401
27

401
27

4,270

111
7,253

111
11,523

1,260
37

1,260
37

610

33

33

134

231

610
365

3,075

10

231
4,424

231
7,499

0

23
6,865

5
23

7,983

150
60

10

150

60

5,000

"' 22|
46^995

14i

5,000
'36

32

85

2,769

85,748

8,309

15,220
69

62,215
69

920

24

49,445

11,489

50

19,020

67,373

1,440

1,996

146

3,597

24

7,531

32

135

21,789

153,121

9,749

1,996

920 65

24 66

49,951 67

15,086.68

24l69

7,531 170

71

172

173
74
75

136

136

72

66,438

66,510

15,077 15,077

183

183

3,3631

3,363

2,830!

46,732;

31 n

115,567 115,567
120,497 120,497

6.51,402

5,998
35,790

2,830

46,732

5,998

6S7,192|

446

6,399

4,255

20,015

74

1.366

416

37,682'

4,756,

1,812
6,399
4,671
57,697
4,830

1,553

1,-553
26 26

12,832

12,832

44,545

318,238

743,531

44,545

1,061,829 2,706,273

441,214

3,147,487

2,278,055 818,361

3,096,416j

174

DErAKTMENT OF RAIIAVAYS AND VANALS<

9-10 EDWARD VII., A. 1910
Table 1 1. — Summary of Freight Traffic

05

Name ok Railway.

6G

67

68

69

70

71

PRODUCTS OF MINES- r-on.

Otiieu rRonucTs OK Mines.

Alberta Railway and Irrigation Co
Algoma Central and Hudson Bay.

Atlantic and Lake Superior

Atlantic, t^uebec and Western . .

Bay of Quinte. . .

15edlington and Nelson

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hudson

Bay

British Yukon

Brock ville, Westport and North

western

Canada Southern

Canadian Govt. — Intercolonial

M — P. E. Island

Canadian Northern

Canadian Northern, Ontario

Canadian Northern, Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville

Central Ontai'io .

Crowsnest Southern

Cumberland Railway and Coal Co. .

Dominion Atlantic

Elgin and Havelock . '.

ICastern British Columbia

Grand Trunk . ...

Grand Trunk (Canada Atlantic). . . .

Halifax and Southwestern

Hampton and St. Martin's

Hereford

Inverness Railway and Coal Co. . . .

Irondale, Bancroft and Ottawa

Kaslo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pen)broke

Klondike Mines

Liverpool and Milton

London and Port Stanley

Lotbiniere and Atlantic

Manitoulin and North Shore. . .
Maritime Coal, Rly. and Power Co.

Massawippi Valley

Midland Railway of Manitoba

Moncton and Buctouche

Montreal and Atlantic

Montreal and Province Line

Montreal and Vermont Junction

Tonnage
Originat-
ing on
Road.

44

57,723

3,852

^ xt °

S "S a

O)

ai

^ S g h
B ° ° ^

Total
Freight
Ton-
nage.

PRODUCTS OF

Lumber.

Tonnage
Originat-
ing on
Road.

.1^ -«.> 4^

4) U O

2 S g fc

S o o »-

96

140

45,446

3,126

103,169

6,978

38,245
101

43
3,205

1,942

21,658
4,100

66

4,404

47

15f

59,903
4,2G1

109
3,205

6,346
47

15

26,027' 26,027

3,340

804

5,328

1,491

8,768

60

45

519

95

10,027

352,660

13,570

720,089

60,230

41,750

2,079,631

55

14,250

27,482
18,659
19,440
82,595
9,977

595,544

254,038

74,004

5,325

17,534

421

5,452

308

S79

42

16.798

119

5,840

8,801

15,606

114

634

8,077

39

4,578

70,616

462

167

8,893

27

137

878

4,242

55

660
637

448

149,209

9,"55

114

72,718

693

10,408

489,708

47

5,375
595

2,185

1,083,98(5

64,988

711

340!

2,115

Total
Freight
Ton-
nage.

12,233

831

5,465

2,369

13,010

115

45

1,179
(537

543

159,236

361,715

13,684

792,807

60,923

52,158

2,569,330

102

14,250

32,857
19,254
19,446
84,780
9,977

6,221

26,401
148

1,404

47,418

857

76,869
13,190
36,293

1,679,530

319,026

74,715

5,325

17,874

2,536

5,452

308

879

42

23,019

119

5,840

35,202

15,754

114

2,038

55,495

896

4,578

147,485

13,6.'^2

36,4G0

RAILWAY STATISTICS

175

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1909 — Continued.

72

73

74

75

76

77

78

79

80

*

FOREST;

MANUFACTURES.

-

Othek I

RODucTs OF Forests.

Petroleum and Other Oils.

Sugar.

Tonnage
Originat-
ing on
Road.

SB'S

g <S <o
<t •^ ai fc

Total
Freight
Ton-
nage.

T

1 onnage
Originat-
ing on
Road.

" S c

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

■C to *-!

u -

5 ^ ?■

g s g t<

Total
Freight
Ton-
nage.

s

567
112,407

858

1,425

112,407

3

223
48

140

560

132

363
48
560
138
743

2,526
54

3

1,122

i5

3,648
54

is

1

2

3

3

6
743

4

1,110

608

1,718

1,944

69

1,599

5

1,944

(>

69

241

;:::,::::::: ;:::;:::::

47
303

7

1.358

47
303

700

47,848

882

119

7,320

64

41^435

8

28

720

54,786

8,465

198

6,054

60

1,792

80,821

1

65

28

720

61,384

25,261

815

16,140

610

1,792

117,250

1

65

9

70010

24,076
550,893

59,760

1,789

83,836
552,682

6,598
16,796

617
10,086

550

1,647

48,057

1,058

11,521

604

"107.602

49,495 11

48,93912
1,177 1»

18,841 14

21,929
68,628

'. 689

182
116,999

35

22,111
185,627

724

1,000

66815
. . . 1&

36,429

149,037

17
18
19
20

1,000

6C

60

28,830
1,526

2,563
150

31,393
1,676

1,515

588
119

2,103
119

1

383

384

21
22

23

7,762

255

8,017

1,564

233
95

1,797

95

2

143,349

13,374

836

1,939
29

162
124

2,101
1.53

" ' " 83,152

108,919

706

24
2.5

1,577

1,577

1,073,928

199,311

64,956

140

91,237

2,577

22,795

2

71,883

2,072

761

26

548,676

124,428

64,803

140

525,252

74,883
153

30

71,466

11,302

75

36,105
135
660

47,047

108,784

46

27
28
29
30

91,207
2,577

23

67

56

209

49

79

276

49

92
9

42
83
69

i34
92
69

31
32

22,795

.33

34

2,691

2,691
270

i

.35

270

.Sft

71

840

911

562

1,747

2,309

37

4,252

10,601

4,252

37,772
38,029
15,506
15,754

.38

37,772

39

27,428
15,506

1,465

3,260
190

i37

585

4,725

190

12

137

585

1,001

7

2

3,353
11

63

399

4,354

11

7

65

399

40
41

15,754

12

\?.

43

20,644

994

10,343

140,755
103

161,399

1,097

10,343

44

45
46

86

3,984

22

3.228

4,070

22

3,228

687

11,923

72

65,713

12,610
72

65,713

47

48

2,382

9,409

11,791

49

176

DEPARTMENT OF JiAlUVAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 11. — Summary of Freight Traffic

65

66

67

6«

69

70

71

PRODUCTS OF MINES- Con.

Other Prouvcts of Mines.

N.\ME Of R.MLW.W.

Tonnage
Originat-
ing on
Road.

-g bps-

9 C

.^ -»> -w
(DUO

S ^^
^ a a

»

.-o.S

S S c3 t-
C o O »3

Morrissey, Fernie and Michel

Napierviile Junction Railwaj'

Nelson and Fort Sheppard

New Brunswick Coal and Ry. Co. .
New Bi-unswick and P.E. Island.. .
New Brunswick Southern , . . ....

New Westminster Southern

North Shore

Nosbonsing and Nipi.ssing

Nova Scotia Steel and Coal Co

Orford Mountain ,

Ottawa and New York

Pere Marquette, in Canada

Philii'sburg Ry. and Quarry Co. . ,
Princeton Br. of Washington Co.Ry

Quebec Central

Quebec and Lake St. John

Quebec Ry. Light and Power Co . .
Quebec, Montreal and Southern ....

Red Mountain

Rutland and Noyan

Salisbury and Harvey

Schomberg and Aurora

Stanstead, SheflFord and Chambly. . .

St. Clair Tunnel. '. . . .

St. Lawrence and Adirondack

Sydney & Louisburg (Dom. Coal Co.)

Spokane and B. C. Ry. Co . .

Temiscouata

Temiskaming and Northern Ontario.

Thousand Islands

Toronto, Hamdton and Buffalo

Vancouver, Victoria and Eastern

Victoria and Sydney, B.C

Victoria Terminal and Ferry Co

Wabash Co. , in Canada

Wellington Colliery Co

York and Co

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

PRODUCTS OF

Lumber.

t; be i-
=5 s 2

Oi o o

a> CtJ

S C
g <s «

? S g s
§i;tf g

Total
Freight
Ton-
nage.

833

22

10,185'

430
22,9.55

58,322

17,74<

Final total.

205
6,622

6,654

205,745

3,521

833

461

33,140

3,521
58,322

4,811

4,811

17.74;

85

9,946

7,472

17,678

7,468

26,428

190

49,326
460

-sr

5,700
14,027

1,715
45,960

79,532

54,250

5,031

4,807

437

14,682

26,027

2,365

26,027

2,365

6,164
15

171,342

6,369
6,637

6,651

377,087

2,874

310

16

4,972

24

37

4,175

137,882

265

6,143

8,969

138

125,087

861

19,159

38,000

501
20,160

802 1
99,486
47,247

599

1,796

14,992

2,310

211!
66,066

69,806
28,160

67
4,453
2,759
6,748
13,580
1,062
3,161

6,189
.5,114,910

1,833
5

2,644,483

49,411
10,406

7,472
17,988

7,484

31,400

190

5,724

14,064

5,890

183,842

265

6,143

79,532

63,219

5,169

129,894

1,298

19,159

14,682

10,874

70, :W

48,320

802

99,553

51,700

3,358

8,544

28,572

3,372

3,372

66,066

1,833

6,194

7,759,393

RAILWAY STATISTICS

177

SESSIONAL PAPER No. 20b

Movement for the Year endine June 30, 1909 — Continued.

72

73

74

1 .

76

1

! 77

1

1 7«

1

79

80

FORESTS.

MANUFACTURES.

Other £

'roducts of ]

Forests .

Petroleim ami other Oils.

Sugar.

Tonnage
Originat-
ing on
Road.

IN

* e ss t-

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

: HI

in

m

1

i Total
1 Freight

Ton-
j nage.

Tonnage
Originat-
ing on
Road.

i

= §!£

Total
Freight
Ton-
nage.

c

s
1

i

1

50

85
29

8.0

29

21

21

51

52
53

12,935

76

13,011
2,016

866

i.753

15
16,310

2,016

866

92

88

88

92

748

600

600

641

83

83 '^'^

1,112
15

748

166

166

56
57
58
59
60
61
62
63

16,310

is

59

175

17,025

18

60

428

24,674

19

129

79

17,508

19

173

170

22,738

12,704

1,259

143,237

15

7,406
55,360

12,7i9

8,665

198,597

1

253

7,649

44

91
5,230

30,645

23;74i
182

30,645
252,767
132,333

13,682

184

4,231

434

2

856

184
4,231
434
109
856

2i8

38

3,077

423

34

ss

252,767

OO u-r

3,077;65
423'66
218167

108,592
13,500

107

1,377

7,836
103,940

9,213

103,940

5,384

69
70
71

7'>

151

151

i

5,384

(

44

9,178

9,222'

... - . .. .i

3,313

3,313

65,802

65,802

73
74
75
76
77
78
70

362

20,804

21,166

1,903
1,040

1,903
1,040

5

44,472
110

44,477
110

440

440

186; 424

247

186,424

223-

260
2.527

103
4,244

897

507
2,527

103
4,986
1,083

230

ii9

349

1

223

3,818

2,354

17

11,132

i 1

BO

886 1

2,463

11,115

4,7041

4,797

11,132

11,132

742

186

14 i
285

310

3M

285'

5l

i2
S3

22,&13

22,643: 15,354
159

15,354
73

7,93i
J

i4

1

7 931 18*^

1.59

73

' 14 J

'i

57

2,613,481

1,222,13;^

3,835,614i 176,248

288,705

464,953

228,432

472,887

701,319

206—12

178

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table No. 11 — Summary of Freight TratKc

81

82

83

84

85

86

87

Name of Railway.

MANUFAC

Naval Stores.

Tonnage
Originat-
ing on
Road.

1 Alberta Railway and Irrigation Co. .
2' Algoma Central and Hudson Bay . . .

3|Atlantic and Lake Superior

4 1 Atlantic, Quebec and Western

5 Bay of Quinte

6 Bedliugt<in and Nelson

71 Bessemer and Barry's Bay.

8 Brandon, Saskatchewan and Hudson

I Bay

9|British Yukon

10 Brockville, Westport and North -

westerji

11 Canada Southern

Canadian Govt. Railwys —

12 Intercolonial

13[ P. E. Island

14 Canadian Northern

lo'Canadian Northern, Ontario

16 Canadian Northern, Quebec

17, Canadian Pacific

18 Cape Breton

19 Caraquet'

20iCarillon and Grenville

21|Central Ontario

22 Crowsnest Southern

23 Cumberland Railway and Coal Co. .

24 Dominion Atlantic •

25 Elgin and Havelock

26, Eastern British Columbia

27 Grand Trunk

28 Grand Trunk (Canada Atlantic). .

29 Halifax and Southwestern

30 Hampton and St. Martin's

31 Hereford

32 Inverness Railway and Coal Co

33 Irondale, Bancroft and Ottawa

34 Kaslo and Slocan

35 Kent Northern

36 Kettle River Valley

37 Kingston and Pembroke

38 Klondike Mines..

39 Liverpool and Milton

40 London and Port Stanley

41 Lotbiniere and Megan tic

42 Manitoulin and North Shore

43 Maritime Coal Rly. and Power Co.

44 Massawippi Valley

45 Midland Railway of Manitoba

46 Monct<^in and Buctouche

47 Montreal and Atlantic

48,Montreal and Province Line.

49'Montreal and Vermont Junction . . .

^ c p

g ts m

S S « fc

S o <3 #

Eh

350

345

3,754

249

14,218
193

Total
Freight
Ton-
nage.

Iron, Pig and Bloom.

Tonnage
Originat-
ing on
Road.

'V bpis

O eS •

O " 00 £

2 « 5 fe

c c O i

Total
Freight
Ton-
nage.

1
2,236

350

387
10

15

14,218
201

345

4,141
10

15

2,038

108,264
381

2»)

136

28

16

26,244

687

154

3,079

65,811

2,411

684

5

89,187

610

45

294

24

10

48y
20

136
31

112,690

45

300

84

92,814
7,094

86

2,568
10

18
442

27

15,938

25

137

2,264

16

28,282

108,951

535

3,079

178,501

45

2,711

684

84

5

182,001

7,704

14

18

96

3,057
36

154
473

15,965

RAILWAY STATISTICS

179

SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1909 — Continued.

90

91

92

93

94

95

96

T!JJYiE'&— Continued.

Ikon and Steel Rails.

IOthek Castings and Machinert. Bar and Sheet Metal.

Tonnage
Originat-
ing on
Road.

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

Total
Freight
Ton-
nage.

~ '-a

Tonnage
Originat-
ing on
Road.

~ ? t

Total
Freight
Ton-
nage.

1
566

23,

1,497
'i39

42

587

l,497i

23!

139;

227

225

2,011

68

741;

397!

5,851
2,513

8o:

15

624;

225;
7,862 .
2,.t81'

821:,

31

1^^

1,525;

90,3091

459:

I

295

I

ssiosel

157

20

9,246:
1,089'

180 :

101,935

1,475

2,318

47,201

659
803

10,771'
91,3981

639 :

101, 935 i
1,770
2,318

100,287

659
9fiO

150
26,909,

240,973!

497'

9,109

444

672

65,243

382
31

167
2,473J

710'
131,926

10,784'

384

9,313

261

5,921:

98,729,

187|.
2,473;,

I
860'.
158,835:

251,757!

881i

18,422

705

6,593: .

163,972[

10,645

12,758

101

1,505

202

45

730
114,592

487

30

1,557

45

37,416

50

50

866
1,033

1,248
1,064

18

27,151

35
382

45

730
125,237

13,245 12

13113

3,062 14

247 15

16

17

18

19

20

21

22

64,567

53

382

23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
(38
139
40

:4i

'42
43
44
45
46
47
48
49

85

27,016

110

3

15

85

700

956

1,656

2

28,454

11,369

542

2

55,470

11,479

545

183
10

449

59,607
553
418

78
20

35

12

57,325

8,975

549

120

44

134

56

10

389

116,932
9,528

967

120
94

187
76
10
12
45

478

27,872!
209i

15,996
3,068

21

20

124

44

126

632
10

43,868
3,277

20

129

44

147

119
67

551
2,495

130

629

70

556j
2,495'
53
130
748'
137

1,425

229

48

84

3101

10

6,959
433

219
571
354

8,384
662
48
303;
881 1
364

96!

506
2

39

'i4i

271

135'

2,308,

602
2

27

174

2,308

1,2281
1161

1,229
116

5481

I

"23

206— 12|

7,771
12^926

8,319

159

12,9491 .

173

180

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Tahle No. 11 — Summary of Freiifht Traftic

81

82

83

84

85

86

t

87

Name of Railway.

MANUFAC

Naval Stores.

Iron, Pig and Bloom.

i
1

Tonnage
Originat-
ing on
Road.

•T3 bo '"

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

1.11

« £ S £:
S S 9 §

Total
Freight
Tonnage.

50

Morrissey, Fernie and Michel

51

Napier ville Junction Railway

16

16

5^

Nelson and Fort Sheppard

53

New Brunswick Coal and Ry. Co . , .

54

New Brunswick and P.E. Island.. . .

56
56
57
58
59
60
61
62
68

New Brunswick Southern

-

New Westminster Sourhern

North Shore

34

34

Nosbonsing and Nipissing

Nova Scotia Steel and Coal Co

Orford Mountain

17

87

104

136

136

Ottawa and New York

Pere Marquette, in Canada

Phillipsburg Railway and Quarry Co.

12
1,304

150

389

162
1,693

103
2,554

105 208
13,411 15,965

64

Princeton Branch of Washington Co.
Railway

1,116 1.116

65

Quebec Central

2,693

407

28

819

2,693

66

Quebec and Lake St. John

407

67

68

Quebec Railway, Light and Power Co
Quebec, Montreal and Southern ....

3

2

5

272

583

300
1.402

6^)

Red Alountain

70
71

72
73

74'
75'

Rutland and Noj'an

Salisbury and Harvey

Schomberg and Aurora

::.:.:::..

Stanstead, SheflFord and Chambly. . .

152

13,176

13,328

St. Clair Tunnel

St. Lawrence and Adirondack

2

617

619

643

643

76

Sydney •% Louisbiirg(Dom. Coal Co.)
Spokane and British Columbia Ry.

77

78

Teniiscouata

30

30

23

82

105

7^

Temiskaming and Northern Ontario
Thousand Islands

80
81
82
83
84
85

998

5,187

62

7^439

283

8,766

25

i

1,281

Toronto, Hamilton and Buffalo !

13,953

Vancouver, Victoria and Eastern 1

79

79
i63

87

Victoria and Sidney, B.C i

Victoria Terminal and Ferry Co

Wabash Railway Co., in Canada j

163

7,439

86

Wellington Colliery Co

1

87

Y«rk and Carleton

1

Final total '

I

5,919

16. .590

22,509

289.7.S6

304,214|

593,950

, .^ -^,.--|

RAILWAY STATISTICS

181

SESSIONAL PAPER No. 20b
Movement tor the Year endiii"- June 30, 1909 — Continued,

88

89-

90

91

92

93

I 94

1

95

1 96

1

TURES-

Contin ued.

Ikox

.AND Steel Rails.

Other Castings and AJ

[acuinery .

Bar and Sheet

Metal.

Tonnage

Ch-iginat-

ing on

Road.

Tonnage Received
from Connecting
Roads and Other
Cai-riers.

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage Koceived
from Connecting
Roads and Other
Carriers.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage Received
from Connecting
Road.s and Other
Carriers.

Total
Freight
Tonnage.

S

22

72

.tO

)

386
60

386
107

1 22

! 72

51

47

.52

53

225

36

2,615

225
205

2,777

34

20

140

2

1,375

140

36

1,395

54

169

162

55

1,.520

853

2,373

56
57

!

.58

24

29

213

2,874
370

.

237

2,903

390

13

36

589

7,443

31

115

1,292

36,340

44
151

1,881
43,783

1

166
503

2

41

716

2,642

9

42

882
3.145

59
50
61
62
63

627

808

3,929

96

3,368

32

325

627
2,308
4,956

638

4,174

42

325

64

.5,670

5,316

1

3,168

5,670

5,316

16

3,168

1,500

1,027

542

806

10

3,847

3,847

65
66

15

65

182

31

8

1,628

110

73

1.810

141

67
68

69

■ 1,808

1,808

70

71

72

'

1

73

i

74

64
• 480

64
1,400

89

3,393

3,482

2,021
112

Mi2

2.021
119

1^284

75

'.(26

7
272

76

' " 1,723

77

620

564
22,027

1.184
22,027

537

1,186

78
79

4,424

23,353

1,175

4,424

24,524

1,453

80

84
2,000

1,232
6,607

1,316
8,607

2,732
748

18,185
3,269

20,917
4,017

1,171

278

81
82
83

j

::::::.:;'::::.;;;..

84

4,004

. . j 4,004

23,891

23,891

33,188

33.188

85

86

1 1

87

;

183,136

263,542

446,678

452,267

445,.582

897,849

127,019 210,847

337,866

182

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table No. 11 — Summary of Freight Traffic

97

98

99

100

101

102

103

Name of Railway.

-

MANUEAC

Cbmeni

, Brick .\nd Lime.

Agricultural I.mplements.

1

s

s
15

Tonnage
Originat-
ing on
Road.

» CT3

(^ S S V

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

III

lis

G 0 0 S

Total
Freight
Tonnage.

1

?.

Alberta Railway and Irrigation Co.
Algoma Central and Hudson Bay . .
Atlantic and Lake Sui>erior

653
39

327

980
39

- 475

471

946

8

78

1

69

183

29

6

261

4

5

Atlantic, Quebec and Western

Bay of Quinte

Bedlington and Nelson

Bessemer and Barry's Bay

10
42,303

197

270

19

207

42,573

19

30
75

7

8
9

Brandon, Saskatchewan and Hudson

Bay

British Yukon

23

482

505

52

692

744

10
11

Brockville, Westport and North-
western

Canada Southern

2,140

7,248

82,844

1,358

23,472

1,889

42,027

469,428

40

320

67,506

12,264

259

27,184

1,534

6,408

124,100

2,460

74,754

95,108

1,617

50,656

3,423

48,435

593,528

40

87

40

4,645

1,371

651

22,813

164

65^469

1,510

41,014

5,378

47

7,215

58

517

3t>,105

7

160

1,550
45,659

12

13
14

Canadian Government-Intercolonial
Canadian Government- -P. E. Island
Canadian Northern

6,749

698

30,028

15
Ifi

Canadian Northern Ontario

Canadian Northern Quebec

222
517

17
IS

Canadian Pacific

Cape Breton

Caraquet

101,514

19

87

160

?.o

Carillon and Grenville

9A

Central Ontario

209
1,178

8,277
1,855

8,486
3,033

102

102

?.?.

Crcv.'sne.st Southern

Cumberland Railway and Coal Co. .

?.^

1

24

Dominion Atlantic

Elgin and Havelock

7,508

100

30

407,185

16,694

501

625

8,133

100

46

565,471

34,015

1,800

526
20

"30! 428
756
133

186

712
20

m

Eastern British Colimibia

ie

158,286

17,321

1,299

27
28
29
30

Grand Trunk

Grand Trunk— Canada Atlantic. . . .

Halifax and Southwestern

Hampton and St. Martins

24,263

3,246

157

54,691
4,002

290

31
32
33

Hereford

Inverness Railwaj' and Coal Co. . .
Irondale, Bancroft and Ottawa

8,189
37

4i8

233

83

8,607

270

83

I

42

5

30

44
10
30

34

Kaslo and Slocan

35
3fi

Kent Northern

Kettle Ri ver Valley

37

38

Kingston and Pembroke

Klondike Mines

342

l,83i

2,173

51

55

106

39

Liverpool and Milton i

40
41
4^

London and Port Stanley

Lotbiniere and Megantic

Manitoulin and North Shore

Maritime Coal Railway & Power Co.

Massawippi Valley

Midland Railway of Manitoba . .

5,564
88

7,6S4
19

13,248
107

176
9

750
36

926

45

43

2

249

192
641
141

194
890
141

70

44

231

70

44
4.5

99
60

143
291

40

Monoton and Buctouche

Montreal and Atlantic

47

- 3,979

302

45

'5;84i

962

2,973

9.820
1,264
3,018

454

1,014

1,468

48

Montreal and Province Line

Montreal and Vermont Junction

49

2,774

2,77

I

RAILWAY STATIf^TICS

183

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1909 — Continued.

104 105

lOfi

107

108

j 109

110

111

112

'YVKE^i— Continued.

Wauoxs, Cakri.\ges, Tools, &c. Wines, Ltqiors and Beer>

Household Goods and
fcrnitcre.

5J c r

3 c 2

-a be i-
d- c -

.S-s-s

.i.-z'z

.C *a*i

Tonnage

lis

Total

Tonnage

-2 S'a

Total

Tonnage

^ S'2

Total

< )riginat-

q2 c s .

Freight

Originat-

^ 3 i .X

Freight

Originat-

.6^^

Freight

ing on
Road.

3 a 5 t
s .^^ :5 c^

Tonnage.

ing on
Road,

Tonnage.

Road.

Tonnage.

S

s

2,316

962

3,278

4

...

4

1,045
26

486

1,531
26

1
2

i?

243
34

260
40

4,547
63

4,547

78

1,093
13

4,023
65

5,116
78

3

6

15

4

571

214

785

113

113

375

30

405

5
6

333

72

562

7

25

25

32
639

360

32
639

600

-

333

72

372

8

9

100

260

360

240

190

10

' 10,825

16,870

27,695

1,438

11,577

13,015

3,325

2,32:3

347

14,198

3,361

114

17.523

5,684

461

11
12

231

87

318

281

148

4:^

13

G,304

2,618

8,922

10,984

4.510

15,494

28,763

17,634

46,397

14

462

157

619

977

335

1,312

689

174

808

19,:344

4

110

863

15

927
6,254

927
25,170

372
51,898

13,825
22,580

14,197

74,478

380
80,268

1,188

99,612

4

110

16

18,916

17
18

40

40

200

200

19

W

1

2.^

254

32

1,045

1,077

1,327

1,047

2,374

21

68

68

5

69

74

419

419

'^V!

-

23

86

9
2

95
2

1,4.53

10

2

36,120

217
326

" " 28,854

1,670

336

2

64,974

24

10

10

25

26

11,817

13,051

24,868

30,904

21.480

52,384

27

1,387

.950

2,337

467

5.981

6,448

989

1,953

2,942

28

76

88

164

1,333

271

1.604

572

305

877

29

30

18

46

64

16

111

127

625

181

806

31

14

4

18

29

79

108

56

53

109

32

13

13

54

54

1

.53

31

87

33
34

i s: ■ ■• : : "I

i

35

1

1

36

12

34

46

128

470

598

413

63

476

37

38

■ ■ ■ "j ""■■

1 ■■■

1

39

1,204

1,205

2,409

' 876

514

' 1.390

827

794

1,621

40

4

8

12

6

1 ^

78

»

106

41
4?

17

17

50

50

71

78

149

43

183

69

252

176

151

327

3^)(t

1,052

1,412

44

127

1 127

1

42

42

110

110

45

G^ioi

6.556

" " ' 1,221

2;6r,7

' " ' 3^878

46

3;j

628

663

455

47

1 ^

42

162
2

' ' 3.099

162
3,101

48

;

4,-594

' . 4,504

49

184

DEIWRTUEM OF liAlL\YAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table No. 11— Summary of Freight Traffic

97

98

99

100

101

102

103

Xamk ok Railway.

MANUFAC

Ckmknt

, Bduk an

) LlMK.

I

Total

Freight

Tonnage.

AcKitui/

Tonnage
Originat-
ing on
Road.

PLRAL IMPLE.MENT.S.

-1

a
'A

Tonnage

Orighiat-

ing on

Road.

9 P ? «

I.sl

« " m <U

S S S fc
S 0 0 tS

Total

Freight

Tonnage.

m

Morrissey, Fernie and Michel ...

51

Napierville Junction Railway.

2,694
184

'i50

1

1,270

2,694
194

12
31

12

52

Nelson and Fort Sheppard

New Brunswick Coal and Ry. Co. . .
New Brunswick and P. E. Island. . .
New Brunswick Southern

10

222

122

31

53

54

150

223

1,392

175
2

175

55

21

23

5«

New Westminster Southern

North Shore

57

5ft

Nosbonsing and Nipissing

59

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and Ne^' York

15

3

6,753

29,057

2
455

2,068

40,126

310

225

" '3;277

419

2,900

17

458

8,821

69,183

310

225

20,728

7,801

4,430

5,853

60
fil

3

18

919

64

28
3,919

67
46

62
63

r«jie Maiquette (ni Canada)

Philipsburg Railway and Quarry Co.

Princeton Branch of Washington Co.

Railway

4,838

64

65

(Quebec Ceutral

20.728
4,524
4,011
2,953

5,385

1,436

10

28

5,385

66
67
68

Quebec apd Lake St. John

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

Red Mountain

79

1,436
89
28

69

70

Rutland and Noj-an

1,045

1,045

71

Salisbury and Harvey

72
73

Schomberg and Aurora

Stanstead. ShefFord and Chamblv. . .

41

2,935

2,976

2,774

2,774

74 St. Clair tunnel "...

75 St. Lawrence and Adirondack

32

1,220

4,604

580

4,636
1,800

504

504

76 SvdnevandLoiiisburffJDom.Coal C,c\

77

Spokane and British Columbia Ry . .

78
79
80

Teiniscouata ... " .

Temiskaming and Northern Ontario
Thousand Islands

999
5,773

3,925
6,534
682
6,934
3,323

4,924

12,307

682

9,189

3,740

36
1,437

'22; 933

7

109
2,313

3^980
241

145
3,750

81
82
83
84

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastei-n . . .

Victoria and Sidney, B.C

Victoria Terminal and Ferry Co ... .

2,255
417

26.913

218

a5

Wabash Railway Co. (in Canada). . .

Wellington Colliery Co

York and Carleton .

ToUl

50,854

50,854
32

5,376

5,376

86

32

87

1,255,665

534,329

1,789,994

159,316

147,408

306,724

RAILWAY .'<TATISriCS?

185

SESSIONAL PAPER No. 20b

Movement for the Year ending Ju le 30, 1009 — Continued.

104

105

106

107

108

ltl»

TURKS- Continiiol.

no

111

112

W.\GONs,

C'ARRtAGES, T0OL.S, &C.

Winks,

Lu^LORS ANI

Bekrs.

HoLsEHoLD Goods and Furni-

TURK.

1

50
51

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connt^cting
Road.s and i>ther
CarrieiH.

Total

Freight

Tonnage.

. "Z a 0

Tonnage ' £ I'c .

f)riginat- ' 5 ~ £
ing on §;I-S-S
Road. 5 5 S g

Total

Freight

Tonnage.

20

44

20

11.

11

154

154

44 52

5;^
54

390

17

237

390

37

237

130

5

1,449

130

20

312
39

1
258

313

297

69
12

74
1,461

55
56

57

,o8

1

i

68

142

12,579

25

281
4, .572

2

94

56

2,685

2

119

337

7,257

10

57

312

4.317

1

72

178

4,148

11

129

490

8,465

59

2

103
6,290

66
39

6,289

60
61
62
63

32

4,616

153

50

56

32

7,020
409
308
249

64

1,539

1,011

9

33

7

1

1,539

1,011

49

106

7

1

. .. .

2,884

2,970

1.533

176

1,154
597

171

4,038

3,567

1,534

360

in

2,404
256
258
193

65

40

73

6';
67
r68
69

11

11

70

71

72

4,596

4,596

60

3.116

3,176

73

74

2

206

208

6

40

2

212

. 384
32

940

390

72

2

1,152

295

82

2

212

707

761
90

1,056

172

2

518

1,950

75
76

13

126

13

194

77

68

306
1,243

78
79

80

334

255
387

589
387

81
183

695
544

776

727

215
56

295
1,937

5i6
1,993

81
82

83

84

2,501

'2,561

12,262

8

12,262

8

7,587

8

7,587
8

85

86

87

58,883

60,580

119,463

126,407

112,401

238,808

180,302

121,099

301,401

186

DEPARTMENT OF liAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table No. 11 — Summary of ^""reight Traffic-

113

114

115

116

117

118

119

Name of Railway.

1 Alberta Railway and Irrigation Co. .

2 Algoma Central and Hudson Bay. . .

3 Atlantic and Lake Superior

4 Atlantic, Quebec and Western

5 Bay of Quinte

6 Bedlington and Nelson

7 Bessemer and Barry's Bay

8 Brandon, Sask. and Hudson Bay

9 British Yukon

10 Brockville, Westport and North

western ,

11 Canada Southern

12 Canadian Gov't. — Intercolonial

13 „ „ P. E. Island

14 Canadian Northern

15 Canadian Northern, Ontario

16 Canadian Northern, Quebec , .

17 Canadian Pacific

18 Cape Breton 1

19 Caraquet

20 Carillon and Grenville

21 Central Ontario I

21 Crowsnest Southern I

23|Cumberland Railway and Coal Co. . . |

24 Dominion Atlantic

25|Elgpin and Havelock

26 Eastern British Columbia I

MANUFACTURES-CoH.

MERCHANDISE.

Other Manlfactiues.

Tonnage
Origin-
ating
on Road.

19

85,751

48,888
1,943
6,500

19

36
1,274

1,082

Grand Trunk .

Grand Trunk — Canada Atlantic.

Halifax and Southwestern

Hampton and St. Martins

Hereford

Inverness Railway and Coal Co.
Irondale, Bancroft and Ottawa. .

Kaslo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondike Mines...

Liverpool and Milton .

131,028

10,951

1,462

490

40 London and Port Stanley.

Lotbiniere and Megan tic.

Manitoulin and North Shore

Maritime Coal and Railway Co.

Massawippi Valley

Midland Ry. of Manitoba

Moncton and Buctouche

Montreal and Atlantic

Montreal and Province Line. . . .
Montreal and Vermont Junction .
Morrissey, Fernie and Michel . . .

161
5,859

14,760
'3,376

•o) o o

>- c 5 «

4) U « ®

e S ^ ^

S ? 9 =«

Total
Ton-ge.1 „toL

Tonnage
Oripn-

39

58

2,485
1,266

2861

291

r93,887

25,046

265

7,459

879,638

73,934

2,208

13,959

100

19
100

1,342

512

7,363

644

109,843

30,715

371

280

60

1,342

548

8,637

1J26!

110

1,168
765

1,170

«« £ rt t
S o o is

Total

Freight

Tonnage.

1.6151

541!

28,614
2,563

93^599

98

420

9,994
896

3,244

240,871

^1,666

1,833

280

550

128

414,788

14,067

250
8C9
310
11
799

2,757i
144

161

8,616

144

4

1,2361 15,996
2161 216
3,370

49
5,849
1,677

28,890
218
333

1,363
341

25

1,031

4Q7

6,451

2,194

' 14.6591
684

242,390

358

2,054

9,098
42t

14,330

516,3371
253,2601

1,600

1,300

262

860

12!

5,679,

12,381
654!

2,812

283

109;

2,940
671

7,215
14,197
91,900
15,102

4,10(1
L266

651

31
1,031
1,575
7,216

3,364

43,273
3,247

335,989

45«

2,474

19,092
1,316

17,574

128
931,125
267,327

1,850

2,169

572

871
811

49

11,428

1,677

41,271

872
333

4,175
624

7,324
17,137
92,571
15,102

RAILWAY STATISTICS

187

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1909 — Conlimied.

120

121

122

123

124

125 A

1

B

MISCELLANEOUS.

RECAPITULATION.

Other Commodities.

Grakd Tot.\l.

Tonnage
Originat-
ing
on Road.

*■ c g «

<« s « c

Total
Freight
Tonnage.

Tonnage
Originat-
ing
on Road.

'S u 0

Total

Freight

Tonnage.

Tonnage
Originat-
ing
on Road.

- 0 » fc<

S 0 q ce

Total

Freight

Tonnage.

1
IS

1,203

1,701

2,904

96,901.

361,950

16,238

3,975
92,403

2,053
18,864
58,995

1,754

7,579

^ 621,135

3,157,187

103.143

2,284,3(X)

175,0.j1

196,405

11 617,107

2,327

19,775

15

139,596

115,437

360,294

252,287

12,2,50

19,079

.5,441,495

.563,629

16.5,555

11,035

120,9.33

265,106

28, .575

11,414

3,909

2 355

54,084

983

21,781

9,295

49,372

447

2,505

13,663

22,199

14,334

.5,334,116

395,552

8,297

674,502

26,245

289,414

4,084, 1(J9

1,108

5,018

40

91,835

127,055

18,137

82,301

2,913

18

9,077,196

1,694,958

19,-508

.5.071

8,049

9,994

3,457

231

4,140

1.50,985

362,933

38,019

13,270

141,775

2,500

21,369

72,658

1

1

?,

7,457

3,646

11,103

3

4

24,709

3,913
105

28,622
105

578

381

5

1

6

7

207

371
.384

8

23.953

9

21,913

5,955,251

3,552,739

111.440

2.958,802

201,296

48.5,819

15,701,276

3,4.35

24,793

55

231,431

242,492

378,431

.3.^4,588

15,163

19,097

14,.518,691

2,258,587

185,063

16,106

128,982

27.5,100

32 032

10

26,398

237, 58i

74,897

4,157

59,484

259

8,143

614,006

140

263,979

358.080

33,934

3.58,244

8,213

32,573

2,160,791

1,143

n

283,183

12

29,777

13

298,760

14

7,954

15

24,430

16

1,546,785

17

1,003

1

18

•;-;::;:::::::■::::

19

10

9,127

25
4,809

775

35

13,936

1,772

20
?1

997

^

23

17,020

12,247

29,267

I

24

25

26

701,749

854,833

114,216

1,8.58

2,471

123

3,672

1,5.56,.582

183,672

6,474

2,811

173

4,257

27

69,456

28

4,616

29

340

30

50

31

585

32
33

32
3,289

• 32
3,289

11,645
8,049
2,355

84

35

36

.5,994

2,504

8,498

69,061
6,093

43,773
166,333

46,176
225.445
12.5; 097
125,238

31,776

28,540
119,024

11,950

7,055

377,788

30,421

99, 482
6,093

44,571
463,176

.52.027
2261652
129,432
404,970

95,202

28, .540
999,834

63,098

1,008,715

392,890

37

.38

798

18,883

70

798

29,505

131

59

640

22,781

1,259

798

296,843

5,851

1,207

4,335

279,732

63,426

39

10,622

40

61

41

59

4?

102

.538

11,572

868

42

11,209

43

391

....... -- - -

45

46

12,961
487

267,389

3,567

103,532

280,3.50

4,0.54

104,701

880,810

51,148

1,001,660

15,102

47
48

1.169

49

'.'.'...".'.' '.'.'..[.'.'.'.' ^

50

188

DEPARTMENT OF RAILWAYS AND CANALS

9-10 E.DWARD VII., A. 1910
Table No. 11.— Summary of Freight Traffic

113

114

115

116

117

118

119

MANUFACTURES- Co,i.

MERCHANDISE.

Othkk M.\nukaotures.

N.AMK OK Railway.

Tonnage
Originat-
ing on
Road.

^ a a .

o Js 7

*0 35 S

2 S « £:

= p o §

Total
Freiglit
Tonnage.

Napierville Junction Ry

Nelson and Fort Sheppard

New Brunswick Coal and Ry. Co. . .
New Brunswick and P. E. Island . . .

New Brunswick Southern

New Westminster Southern

North Shore

Nosbonsing and Nipissing

Nova Scotia Steel and Coal Co:

Orford Mountain

Ottawa and New York

Pere Marquette (in Canada)

Philipsburg Ry. and Quarry Co.. . .
Princeton Branch of Washington Co.

^Ry

Quebec Central

Quebec and Lake St. John

Quebec Ry., Light and Power Co. . .
Quebec, Montreal and Southern ....

Red Mountain

Rutland and Noyan

Salisbury and Harvey

Schoniberg and Aurora

Stanstead. Sheflford and Chambly. . .

St. Clair Tunnel

St. Lawrence and Adirondack

Sydney and Louisburg (Dominion
Coal Co.)

4,588

27

232

17,754

1481

2,a50

11

635

13,532

30,595

83

77jSpokane and British Columbia Ry .

78 Temiscouata

79 Temiskaming and Northern Ontario.

80 Thousand Islands

81 Toionto, Hamilton and Buffalo

821 Vancouver, Victoria and Eastern. . .

83 Victoria and Sydney, B.C

84 Victoria Terminal and Ferry Co

85| Wabash Ry. Co. in Canada

86 Wellington Colliery Co

87lYork and Carleton

Final total

17,961

840

6,256

41

44

515

7,400

17,.357
717

4,944
14,398

64,603

3,946

2,.360

197

498

145

2,299

700

43,729

232
22,342

Tonnage
Originat-
ing on
Road.

158 i
1,426!

^ S = «;

S.'-rii

o

.j88
762

2,998

94
635

18,476
44,993

64,603

21,907

3,200

6,453

5.39

145

2,299

744

••■57!.
1,345!

1,460
4^547

55

150,871

266

Total
Freight
Tonnage.

11,560

2,700l

4,651

.36,860

4,942

6,095
154

6,443

8,302
467
806

95,749

44,2441

14,884

40,676
5,220

f)4,726]

22,284 1

58^033
5,937

29
3,014
8,242!

2,5.59
14,258 i

64,726'

4,802

5,149

404

89,900

7,320
3,141

7,825

25

1,623

478,9681 1,202,110 1,681,078! 912,4891 1,480,796

746
2,188

i,46«:t

57
.5,892

321

64.659 215,530

4,651

48,420

7,642

14,397
621

80«i

102,192

29

5,573

22,500

12,122

8,290

8,229

89,900

1,648

2,393,285

RAILWAY STATISTICS

189

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1909 — Concluded.

120

121

122

123

124 125

A

B

c

MISCELLANEOUS.

RECAPITULATION.

0th

ER Commodities.

Grand Total.

Tonnage
Originat-
ing on
Road.

Sill

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

llo

2 >* X w

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

■^ be ^ I

CD C-g

me

Total
Freight
Tonnage.

1
S

3

16

6,526
437

6,542
500

2,125
28,898
46,695
26,210
11,618
34,510

6,762
16,310

5,816

30,111

34,754

965,579

8,329

160,757

162.882

51

63

12,814 4l'.712

52

19,193

8.603

512

51,352

35

65,888
34,813

53

2,410
969

2,410

1,218

8,287

5

54

249

6,181

5

12,130

85,862

6,797

16,310

55

2,106

56

57

58

1,137

fi.9.53

59

346

746

881
98,617

1,092

1,713

154,089

5,882i 35,993

90,8461 125,600

1,45.3,392] 2,418,971

5,1241 1.3.4.53

60

832

61

55,472

fi*^

63

497

11,539

11,110

311

4,051

123

236

1,000

497

14,404

34,070

2,404

5,031

151

236

1,076

150,545
128,529
109,854

150,545
594,627
320.469

61

2,865

466,098

210,615

101,465

45,332

49,055

36

38,419

65

22,960

66

2,093

5,680[ 107,145
190,414 235,746

1.

67

980

1

68

28

3.3,887 i 82,942
139,362! 139,398
5,242 i 43,661
. . . i

69

1

70

70

71

72

73

4,695

148,286

152,981

18,726

1,063,753 1,082,479

74

313

6,307
75,183

6,620
90,463

5,933

3,341,308

4,163

116,866

337,305

14,612

96,422

699,053

20,542

1,240

1,225,487

324,738

6,514

574,656 580,589
115,1.551 3.456.463

75

15,280

76

111

19,509

197,937

15,900

1,137,881

228,883

9,461

28,702

4,274

77

2,292

2,464
6,080
5,4.S3
114,097
4,429
4,956
6,166

4,756

19,783

13,344

124,018

7,496

6, .590

6,590

52,162

136,375

535,242

30,512

1,2.34,303

927,9.36

30,003

29,942

78

13,703

79

7,911

j

80

9,921

81

3,067

H'>

1,634

83

424

'

84

52,162

1,225,487
328.821

85

4,083

%

40

75

115

2,407| 8^921

1

87

3,301,529

2,932,843

6,234,372

36,075,101

30,754,918 66.830.019

1

1

190

DEPART MENT OF RAILWAYH AND CANALS

9-10 EDWARD VII., A. 1910

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192

DKrARTMKM OF liMIAVAYS AND CANALS

9-10 EDWARD VII., A. 1910

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RAILWAY STATISTICS

193

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206—13

194

DEPARTMENT OF Jx'AILWAYlS AND CANALH

9-10 EDWARD VII., A. 1910

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RAILWAY STATISTICS

195

SESSIONAL PAPER No. 20b

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206— 13.V

196

DEPARTMENT OF RAILWAYS AND CANALS

Table 13.

9-10 EDWARD VII., A, 1910
-Summary of Cars in Freicrht .Service for the Year

Name of Railway.

1 Alberta Rfiilway and Irrigation Co

2 Algonia Central and Hudson Bay

3 Atlantic and Lake Superior

4 Atlantic, Quebec and Western

5 Bay of Quinte .

6 Bedlington and Nelson

7 Bessemer and Barry's Bay

8 Brandon, Saskatchewan and Hudson Bay

9 British Yukon

10 Brockville, Westport and Northwestern

11 Canada Southern

12 Canadian Govt. Ry. — Intercolonial

13 I, <, Prince Edward Island.

14 Canadian Northern

15 Canadian Northern, Ontario

16 Canadian Northern, Quebec

17 Canadian Pacitic

18 Cape Breton

19 Caraquet

20 Carillon and llrenville

21 Central Ontario

22 Crovv«nest Southern

23 Cumberland Railway and Coal Co

24 Dominion Atlantic

25 Elgin and Havelock

26 Eastern British Columbia

27 Grand Trunk

28 Grand Trunk (Canada Atlantic)

29 Halifax and Southwestern

30 Hampton and St. Martins

31 Hereford

32 Inverness Railway and Coal Co

33 Irondale, Bancroft and Ottawa

34 Kaslo and Slocan

35 Kent Northern ...

36 Kettle River Valley

37 Kingston and Pembroke -

38 Klondike Mines

39 Liverpool and Milton

40 London and Port Stanley

41 Lntbiniere and Megantic

42 Manitoulin and North Shore

43 Maritime Coal, Railway and Power Co

44jMassawippi Valley

45- Midland Railway of Manitoba

46 M one ton and Bouctouche

47|Montreal and Atlantic

48 Montreal and Province Line

49j'VIontreal and Vermont Junction

50 Morrissey, Fernie and Michel

51 Napierville Junction Railway

52 Nelson and Fort Sheppard

53 New Brunswick Coal and Railway Co

54 New Brunswick and P.E. Island

55 New Brunswick Southern

56 New Westminster Southern

57 North Shore

58 Nosbonsing and Nipissing

59 Nova Scotia Steel and Coal Co

60 Orford Mountain

Box Cars.

97

8

1,437

6,990

313

6,317

149

509

33,542

63

2
212

10

17,063

1,800

74

1
60

8

2
26

1

7
1
30
2
1

350

5

274

46

273

3

bcO

Tons.

80

1,090

60

30

370

1,868

'200

49,130

200,665

3,130

189,510

4,470

15,140

974,560

75
1,270

40
4,655

400

463,785

49,280

2,030

20

1,800

160

40

520

12

140

105

15

810

45

40

6,950

100
5,750

820
8,190

100

160

70

120

30

Ft-AT Caus.

11

387

10
126

76

6

181

3,044

147

1,162

327

151

6,949

10

25

*'3

bpeS
0) a,

Tons.

220
13,725

Stock Cars.

300
2,820

15

181

33

219

• 6

10

4,861

344

227

6

10

29

30

2

1

43

16

12

3

24

88

2

150

38
212

23
136

1,448

120

4,200

76,5fiO

1,470

34,050

9,810

4,205

214,400

1,500

375

4,620

430

5,200

60

400

121,875

9,010

5,850

120

200

870

600

40

12

860

340

200

75

720

3,520

40

2,750

630
6,045

395
4,080

1,330
615
680

30
580
150
220

33
2

38

145

21

289

15

31

2,758

11

1.768

57

2

RAILWAY STATISTICS

197

SESSIONAL PAPER No. 20b

ending June 30, 1909, showing Number and Aggregate Capacity.

Co.\L Cars.

Tank Cars.

Refrigekatok
Cars.

!

Other Cars. Total.

s

3

(D

B

<

SI

B

3

5^

<

S>

B

3

a; a.
fib*

<

i

B

1

65

681

14

22

144

<

_5

5

50

Tons.

1,000
830

Tons.

Tons.

Tons.

Tons.

1,300 1

27

235
10
11

11,020
150
415

2H,665 2

210 3

745 4

3,190 5

i

6

177

20

1

20 6

40i 7

3, 540 1 177

1 222

55 7

1

3,-540 8

12

240

80

930

26,061

^30

4

80

4,296 9

4

20
1,731

440 10

40

3.^
40

710
1,000

55,730 11

1,683
22

143
3

68

3

4

1,055

3,950
30

2,040

90

80

29.420

50

4

1,500
40

12,095
510

8,358

313,121 12
5,210 13

522

21,280

3,000

1,075

110,820

2.55,350 14

60

50

70

921

2,000

604

19,820'l5
23,915|16

42

2,800
28,525

807

47,748

10

30

2,519

4

80

l,435,530ll7
1.500118

45019

20
^1

io

400

255
312
520
476
7

20

28,168

2,310

313

7

70

185

32

42

2

6,610

312

6,240

6,24022

485

5,805
530

(■.,27.^i23.

26

7

120

10,745 24

70:25

8C0 26

3,411

84

137,800 116

2,162

949

25

2

28,370
750

to

802.742^27

3,010

f53,550|28

7

70

1

30

8.080 29

1J0'30

2,000 31

148

4,440

5,47032

64033

14

280

840 34

24 35

36
37

2

40

52
23
13
81
27
89
8
500

1,040

445 3S

215 39

45

1,290

i

2,265
780

40
41

3,.5f>0
KiO

42

6

120

43

9.700

J4

92 1.840

92

43
525

73
442

53

1,840|45

:...

730 46

60

720
1,510

1

30

12,800 47

4

l,-27."y48

24

4

iio

1

30

13,2no]40

50

],610:.50

51
.52

21

420

21
69
45
44
37
5
59
43
12

420

10

250

1,740153

6Sn;54

880|.-i5

37

740

740156

3

75

13557

1

10

500!58

26

260

430:59

240160

198

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table 13 — Summary of Cars in Freight Service for the

Name of Railway.

Ottawa and New York

Pere Marquette— (in Canada)

Philipsburg Railway and Quarry Co

Princeton Branch of Washington Co. Railway.

Quebec Central

Quebec and Lake St. John

Quebec Railway Light and Power Co

Quebec, Montreal and Southern ...

Red Mountain

Rutland and Noyan

Salisbury and Harvey

Schomberg and Aurora

Stanstead, Shefford and Chambly

St. Clair Tunnel

St. Lawrence and Adirondack

Sydney and Louisburg (Dominion Coal Co.). . .

Sjwkane and British Columbia Railway

Temiscouata

Temiskaming and Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastern

Victoria and Sydney B.C

Victoria Terminal and Ferry Co

Wabash Railway Co. (in Canada)

Wellington Colliery Co

York and Carleton

Total.

Box Cars.

bog,

So

3
1,333

25

308

461

17

1,396

105

75

16

5

73

100

186
"2

559
5

74,479

Flat Cars.

Tons.

60i
43,630:

750

7,915

13,930

340
41,880

14

134

1

10
325
190

79

48

1,500
30

2,000

1,125

320

150

1,810

3,500

5,580
'"'40

17,640
70

2,130,145

29

53

30
66
13
57
489
1
89

15

6cO

Tons

280

3,680

10

300
7,260
4,415
1,580
1,180

150
435

860

450

1,020

390

1,240

16,670

20

2,470

300

750

190

40

21,220 584,455

Stock Cars.

35

90

5,561

hoO

Tons.

1,030

1,965
480

2,766

40
10

15

300
'306

86 2,520

150,800

RAILWAY STATISTICS

199

SESSIONAL PAPER No. 20b

Year ending June 30, 1909, showing Number and Aggregate Capacity — Concluded.

COA

L Cars.

I

Task Cars.

Refrigerator
Cars.

Other Cars.

Total.

1
1

1 >.

<

>>

||

<

1

C c3-3

.a

s

s

it

<

s
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1 Tons, 1
...i 1

Tons.

Tons.

Tons.

17
2,128

3^

713

763

110

1,544

21

59

33

Tons.

340

70,160

10

1,050

17,320

21,235

2,200

46,060

420

1,770

475

61
62
63
64

65
66
67
68
69
70
71
72
73
74

615

21,495

11

325

■

1

!" ■ I

1

6
5

180
110

87

2,300
280

14

10

300

::::.;;:i. ::::.::::(::::::::

21

420

2

80

9

135

1

20

169

3,030

:::.::::: ::.:.:::! ::;;:;;;:

105

1,4S6

26

130

599

1

285

206

17

1,575

27,075

840

3,050

20,470

20

8,350

4,120

340

1,414

25,735

75
76

8

300

1 1

78
79
80

206

4,120

82
83
84
85
86
87

94

3,720
4,370

172

5,160

933

200

4

29,790

4,720

40

17:i

9

90

11,721

379,981

197

4,012

2,465, 71,085

2,273

64,835

117,916

3,385,313

200

DEPARTMENT OF RAILWAYS AND CANALS

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9-10 EDWARD VII., A. 1910

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DEPARTMEST OF RAILWAYS ASD CAXALS

9-10 EDWARD VII., A. 1910

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■ ■rl r-l • rH

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'T

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rs

C5

C

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6

(M

E

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^

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o

t-H r-(

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^

1

i
1

1
1

!

i

c

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c
'Z

c

c

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to c8 g •

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5; ■ c «« « o

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^ : =.2•§?^ai.S>. :

3

: c t- *- I- a Jz. t^ a

c
c

f

c3 Si »

skaniing and
Kand Islands
ito, HamiUo;
ouver, Victo
ouver, Westi
ouver Coppe
)ria and Sidn
(ria Terminal
ish Railway
ington Collie
and Catletoi

St. C
St. L
Sydn
Temi
Tenii
Thou
Toroi
Vane
Vane
Vane
Vietc
Victt
iWabi
IWelli
York

•jaqumjsj

ot^xosO'—'McC'riftot^cociO

i>

t-b-

t>

X

X

XX

X

X X

X

X X

ST.

RAILWAY STATISTICS

209

SESSIONAL PAPER No. 20b

Height of

lowest
above rail.

c

o

c

s

03

"A

■J o 5

'®,2 o

;^

2 'x"^

» o o

o

gP3

cS o t-

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c s sa c

;S cS c3 d

OUOO

v3 C5 03 a fci D ^

ooooooQ

206—14

•a^jquin^^

■^^ <-, ■^ \iJ >~i r

210

DEPARTMEXT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

S o c

X 0)

"5 O p

O

■Jo 5
W -2

O

13 ^O

c c

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c3'^'^,cP5?s C-r S cj d OS .-

5 c

. — . t>-.

4J M

:^.~7^.'p.'.

•jaqtnn^

t^ X r: C — T<I :

RAILWAY STATISTICS

211

SESSIONAL PAPER No. 20b

>> 3D

ti "C fid C 1'

a*,
Q- — I
= a) cs

C 1"^
3 O o

> " 1-
J; Goa

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bc=?

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a> a>

106-

-14

- • -^ • X cc X 00 » ■» » X 00 00 ~

212

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Table 15 A. — Summary of Accidents to Persons for the

A.— AociPENTs Rksultikg from the Movement

PASSEN

172

173

174 I 175

J

176

177

178 179

1

ISO

181 182

1

Namk of Railway.

KIND OF

Col-
lisions.

Derail-
ments.

Parting

OF

Trains.

'^"orcAS"--"^--'

!>«--'• 1 OR Ca'^s.

1

JO

T3
S
l-H

1

'c

i

£
'a

1 I 1

w i H 1 3

1
s

c

1— 1

1

9

Canada Southern

Canadian Government RailwayS'-
Intercolonial

13

16

1

"i

2
6

1
3

3

4

2

1

n

Canadian Northern, (Jiiebec

Tt

Canadian Pacific

5

1

22
24

1

•

7
26

4

7

Grand Trunk (in Canada)

Grand Trunk (Canada Atlantic) . . .

1

R

q

Halifax and Southwestern . ...

4

2

1

10

Kingston and Pc'mbroke

.

11

Manitoulin and North Shore

1

T?

i

13

1

14

New Westminster Southern

13

1"i

Ifi

17

Quebec and Lake St John

1

18

Stanstead, Shefford and Chambly.

1

29

19

Temiskaming and Northern Ontario
Vancouver, Victoria and Eastern . . .
Wabash (in Canada)

?0

8
13

9^

Total

6

83

1

99

11

11

1

1 1

Note— Postal Clerks. Pullman Employees, etc.— Injured, 25.

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Year ending June 30, 1909, showing kind of Accident.

OP Trains, Locomotives or Cars.

GERS.

213

183

184

185

186

187

188

189

190

191

ir)l

193

194

ACCIDENT.

Jumping on
OR OFF Trains,

Locomo-
tives OR Cars.

t4

2
9

2

14

57

Struck by Trains, Locomotives or Cars.

At Highway

Crossings.

At Stations.

I At other
i points along
I Track.

iOxHER Causes.

i4

Total

Accidents

to Passengers.

1

1
1
3
23
4

25

36

42

76

70

1

J

2
1
1

"is

' i
1

2

29

8
15

281

214

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Table 15 B. — Summary of Accidents to Persons for tlic

A.— AcoiOKNTs Resui.tim; kkom thk

EMPLOYEES-

2

3

4

5

6

7

8

10

11

Namk ok Railway.

Kind ok

Coupling

or

Uncoupling.

Coupling. Derailments.

Killed

1 Alberta Ry. and Irrigation Co. . . .

2 Algoma Central and Hudson Bay.

3 Bay of Quinte .

4 Bessemer and Barry's Bay

Canada Southern

Canadian Gov't Railways —

6 Intercolonial

7 Prince Edward Island

Canadian Northern

9 Canadian Northern, (Quebec

10 Canadian Pacific

11 Cr jwsnsst Southern. . .

12 Dominion Atlantic

13 Grand Trunk (in Canada)

14 Grand Trunk (Canada Atlantic). .

15 Halifax and Southwestern

16 Hereford

17 London and Port Stanley

18 Manitoulin and North Shore

19 Maritime Railway and Coal Co. . .

20 Massawippi Valley

21 Montreal and Atlantic

22 Montreal and Province Line. .....

23 Montreal and Vermont Junction.,

24 Morrissey, Fernie and Michel . .

25 Moncton and Buctouche

26 Nelson and Fort Sheppard

27 j New Brunswick Southern

28 Ottawa and New York

29 Pere Marquette (in Canada)

20 Quebec and Lake St. John

31 Quebec Ry., Light and Power Co,

32 Quebec, Montreal and Southern . .

33 Red Mountain

34(Stan8tead, Shefford and Chambly

35|St. Lawrence and Adirondack

36 1 Temiscouata

37

38

39

40

In-
jured

Killed .}^^^ Killed

4
1
2

14
3

10
2

37

Temiekaming & Northern Ontario
Toronto, Hamilton and Buffalo. . .
Vancouver, Victoria and Eastern.
Wabash (in Canada) . . -

Final total

17

99

24

35

In-
jured

10

74

Parting

of
Trains.

I Locomotives
I or Cars
I Breaking

Down.

Killed!

In-
jured

Killed

15

61

In-
jured

liAILWAY STATISTICS
SESSIONAL PAPER No. 20b

Year ending June 30, 1909, showing kind of Accident.
Movement of Trai.\.<, Locomotives or Cars.
TRAINMEN.

21S

12

13 14 15

1

16

17

18

19

20

1
21 1 22

i

23

Ac-CIDENT.

Total
Accidents

to
Trainmen.

Falling from

Trains,
Locomotives

or Cars.

Jumping on or

off Trains,

Locomotives

or Cars.

Struck by

Trains,

Locomotives

or Cars.

Overhead
Obstructions.

Other Causes.

KiJlwi

Injured

1

Killed

Injured

Killed

1

Injured

1

Killed

Injured

1
Killed Injured

Killed

1

Injured

I
1
5
1
32

69
5

64

11

227

8

1

140

15
3
1
1
1
1
2

12
2
I
3

l'

1'

18
8
3
3
1
3
3
6
1
3
19
16

1

'

2

1

3

4

5' :;;::

5
3

1

1

15

28
2

17
6

65
3

1

3

5

3

59

5

1

0

1

2

6

1
•>

12

1
34

3'

• 11

1

24

1

4

l'

3

1
1
4

8
9

8

3

18

10
11

i

33
2

....

19i

6
1

1

9

2

1

8

1

l' 1

2

40
6

i9
3

13
14

1

! 1

1.5

16

1

17

18

19

1
1

i

•JO

1

1

2

2

1

'>1

1

99

1

9S

I

- i

1

^

04

1

4

1

'

i

T

"fi

1

i

''T

.1 ....

I

1

'S

1

4

5
3

1

!

oq

10

2

31

.......

i"

32

1
1

1

1
1
1

i'

S4

1

3t

i
1

2

1
2

8
8

1
1

3
5

1

36

" "2

S7

1

i 3

.... )

1

38
39

1

!

40

69

....

23

! 112

6

7

41 1

8 10

215

113

693

216

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Tabee 15 C. — Summary of Accidents to Persons for

Accidents Kkm i.tini: krom the Movkmbnt

Table 15, C. EMPLOYEES -

22

26

27

28

29

30

31

32

33

34

35

Name of Kailwav.

Kind of

Coupling

or
Uncoupling.

Collisions. jUerailnients

£

Killed

In-
jured .

Killed

juried. Killed

1

In-
jured.

Killed ji.

KiUed

in-
jured.

1

2

3

Can. Gov't. Ry.— Intercolonial'. . .

"2

4
5
6

Canadian Northern, Quebec —
Canadian Pacific

1

"i'

7
g

Dominion Atlantic

Grand Trunk

9
10
11
12
13
14
15

Montreal and Atlantic

Xelson and Fort Sheppard .....

'"'i'

i

Sydney & Loi iisburg( Dom. Coal Co)
Vancouver, Victoria and Eastern.
Wabash (in Canada)

Final total

'

1 '•

1

1

1

3

i

1

Table 15, D. EMPLOYEES -

Can. Gov't. Ry.— Intercolonial . . .

Canadian Pacific.

Vancouver, Victoria and Eastern.

Final total

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b

the Year ending June 30, 1909, showing kind of Accident.
OF Tbaixs, Locomotives or Cars.
TRACKMEN.

217

3C

37

38

39 40 41 42

43 44

45

46

47

AcoinENT.

Falling from
Trains,

Locomotives
Cars.

Jumping on or

off Trains,

Locomotives

or Cars.

Struck by

Trains,

Locomotives

or Cars.

Overhead
Obstructions.

Other causes.

Total.

.

Killed.

Injured.

Killed.

Injured.
1

Killed.

Injured.

Killed

Injured.

Kiled

Injured.
2

Killed.

1
2

1

1

26

i"

1

Injured.
3

s'

38"

3

5'

1
2

i'

io

-0

S

3

1

....

1

1

2

9

1

1

1
20

i'

1

5 ...

3

4

1

6
1

i

7.

10

2

15

•S

2

6
7

3

2

8

1
1

q

i

i'

10
11

1

!*>

1

5

24

1

2

37

13

1

I

2

14

2

15

1

12

1

9 28

20

2

5

71

STATION MP]N.

1
1

I

1

1

1

1

1

HU

6

1

2

?

3

2

1

1

1

7

2

10

218

DEPARTMENT OF RAILWAYS AND C'AXALs

9-10 EDWARD VII., A. 1910

Tahle 15 E. — Summary of Accidents to Persons for

A — AccinKNTs Resulting krom the Movement

EMPLOYEES-SWITCH TENDERS,

25

26

27

28

29

30

31

32

33

34

35

Namk of Railway.

Kind <>k

Coupling

or

Uncoupling.

Colli-sions.

i Parting
Derailments . ! of

. Trains.

Locomoti ves

or Cars

breaking

down.

1

Killed

In-
jured .

Killed

In-
jured .

J^i"^^ju^red.|KiHed

In-
jured .

Killed

In-
jured .

\

1
i . - . .

2

13
2

1

3

Grand Trunk

1

Total

15

i

1 r

1

TABLE 15, F— EMPLOYEES

1

Canada Southern

Canadian Govt. Railway —

1

>

3

....

•1

;

Total

1

TABLE 15, U-EMPLOYEES-

1 Canadian Northern, Quebec

2;Grand Trunk

3 .. (Canada Atlantic). . ,

Total .

1 Canada Souther n

Canadian Govt. Railway—

2 Intercolonial

3 Canadian Northern

4 Canadian Pacific

5 Crowsnest Southern

6 Dominion Atlantic

7 Grand Trunk

8| .. (Canada Atlantic). . .
OjPere Marquette

lO'Quebec, Montreal and Southern.
11 Vancouver, Victoria and Eastern

Total.

TABLE 15, H.-EMPLOYEES-

10

11

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b

the Year ending June 30, 1909, showing kind of Accident.
OF Trains, Locomotives or Car.s.
CROSSING TENDERS AND WATCHMEN.

219

36

37

38

1 1 i
39 40 41 : 42 43 44 45 ' 46

47

Accident.

Total Accidents
to Switch Ten-
ders, Cros.sing
Tenders, and
Watchmen.

Falling from

Trains,
Locomotives

or Cars.

Jmnping on or Struck by
off Trains, Trains,
Locomotives Locomotives
or Cars. or Cars.

1

Overhead
Obstructions.

Other

causes.

KiUed.

Injured.

KiUed.

Injured.

KiUed. [Injured.

Killed

Injured.

Killed

Injured.

KiUed.

Injured.

S

. _ _. _

1
3'

4

3

3

1

18
8

27

1

1

4

2

1
3

9

S

1

4

2

4

1

-SHOPMEN.

2

2

1

3"

1

7

1

4"

11

Ifi

1

1 .

1
5

9

1

3

2

2

........ i i

■^

1

1

1

i'

4

... ....L. .

fi

! i

1

4

1

1

3

4

1 2

6

TELEGRAPH EMPLOYEES.

■ • 1 1 I 1

- 1 1 1 2

_-_::: -::_ _::::_• —— —- L .i:::^ i^im :ii::i —— ^—\ I '

2 1 li ! 3

OTHER EMPLOYEES.

1

1

1

1

1
5

25
1
1

31
5
2
2

3

77

1

1

9

2

7

2
3

h

1
2

i

8

1
2

s

1

7

7

i

.'.'..'.. i

5

1'

4

io'

2

6

i'

3

4

5

1

7

O

1
2

10

1

13

20

11

1

2

12

12

12

ifi

16

1

l)EI'ARTMh:\T OF KAfLWAYS AXD CAXALS

9-10 EDWARD VII.. A. 1910

.5
IS

a

a

a

02

n

3

►—

.^•

»-5

■£

^

&f,

"<c

c

^

-/.

^

•^

d

H

<^

OJ

^

7.'

S

r-

Si

>^

r«

0)

s

-r

.x:

;5

^

n

5*i

-

03

35

r^

•^

c

_

^

o

3i

©

^

Cd

;ih

C

W

i-i

94

Total

Accidents to

other

Persons —

Trespassing.

!
•p.unfuj

■1 e«i w ^ 5p i-i oc —

rH S (TJ

:'- . ;^--M-'

to

T-l

1

•paiUH

— l^^Xr-CCO -i-i^Wr-— '.---1-IP5 ■ -rHrH •

1-1 S: . lo

■f

3

o

•pajnfui

• • • .-1 ; ;« ;

• • rH •

•*
«

■p^ina

.;:""*::■:

• - •«-(

:
£

O

5

aT

J)

C

'5

3

•p^anfuj

••••■•• '.-ciH

' S2

1 .-( lO Ci -^ I-I OJ • • t-» M
■P^IU3; « • ;C<5

'. ; ;c^ ! ; : . ;

N

s
•2
J

03

<

•pajnCui

. . !oo ■ ■

• ■ T-H • • . • . I-H i

O
i-i
IM

•paiira

• • -1-1 • -w '•
. . . . ,_( . .

:^^ .'-'!::::

1 "

- S>

•pajntaj

. . .ci j -I" . : : ; ; ,_^ : ■ .

2
S

•p^ms

•■-*<• -IS— 1
■ • • f-( • •

^^ iH •

t-
a

l.-i.

beg 0 c5

•pajnCuj

1-1 --H Mi-I 'lO •

1-t • •

1 to
1 5^

pi^

•p9m:»

1-1 ?q •' a; ■•' (M ■ 1-1 ••••••■ .H .'

1

li

£ p

rile

•paanfaj

^ N :: N !! M :.:::::.::: :

i

1

:2 ^^

•P^lira

i-l-'i-l-r-i'*-

•pajnCnj

0^ : :

•Paiira

: : jo j • • ; • ;.::..

1

<
s

>

§

X

-J

11

-a
§

a

1

s

c
o

i

pa

e
S

1

1 ; ;

"o • •

0 ■ •

1 : :
c • •

1— 1 • •

i -6
P3 :»
1 -^

c d c c

_d_c3 g d

■5 "5 "5 -C

cS c8 ce rt

c c = c

c3 :« S cj

oooc

■ ' '.2

; : J •

: : :<5 :
; ■ : (S ■

s=^ -Is;

X C u u _

^ s g s 5p
e 5 K g^

M ; Mai" :l ;

t, s -O .

['^<i- : :a:o :_§ :

lllilllfil

•jaqmnjsj

iH

w wv m<c

i-ii-li-lrHi-ii-liH^IM(M

RAILWAY STATISTICS

221

SESSIONAL PAPER No. 20b

1-1 so

^

iM ;■*

o

OS

I-l

iC

^ :

50

•IN

^

.- •©»

8

I-l

o
1-1

r-l i

2

C<1

'"'

Is

1

!

-: ■■

i

1
1

■ |y»

C5
I-l

!N

IS

■ c

i|

i1

— *— ^

— o c

1

c

■M M yj

T-ris -ooff^s^M I-l Oi

IS OS C-1 C<I • -H

M > i: ~ V .^
■w O C S :i —

05 C = C C.^J

'C-C'T-C-C-S
t3 cS :S c3 ci c
- C C C S ~

"^ £ -

Sill

£. ci '

I c3 c3 Cw ^ c^ -

! oooooc

— MWi-O — I— ocovo

222

DEPARTMENT OF RAILWAYS AXD CAXALS

9-10 EDWARD VII., A. 1910
Table 15K. — Summary of Accident.s to Persons for the

B. -ACCIDBN'IS ARlStXr. FROM CaLSE.S OTHER TH.^N THOSK RESULTING

EMPLOYE ES— STATION

Xamk ok Kaii.way.

Station Mkx.

Kind of Accident.

' "Sl"^ ' W^"dling
Handling Mochinerv • Supplies,
Traffic. '>iachme.>, ^^^

Getting on

or off

Locomotives

or Cars at

rest.

Other
Causes.

1

'6

j2

'6
2

s
t— 1

Killed.
Injured.

•6

"S

-6

5

Injured.
Killed.

1
'c

1— (

1

2
3

t

Algoma Central and Hudson Bay.

Bay of Quinte >

Canada Southern

Canadian Govt. Ry. —

Prince Edward Island.

'i'

" l"
1

-■■)

t;

,, ,, (Ontario)

7

11

12 3 1 (i

1

Canadian Pacific

Grand Trunk

M .1 (Canada Atlantic) . .

2

1

9

10

11

1?

i

13

11

Montreal and Vermont Junction .
Ottawa and Xew York

1 !

Ti

Ifi

1

18

Quebec, Montreal and Southern . .

Temiscouata

Toronto, Hamilton and Buffalo . .

. ;■■

■

"5"

^0

Vancouver, Victoria and Eastern.
Total

1

1

16 ^ 3 i 6

1

2

9

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Year ending June 30, 1909, showing kind of Accident.
FROM THE Movement of Trains, Locomotives, or Cars.
MEN AND SHOPMEN.

223

Shopmen.

i

Total

Accidents

to

Kind of Accident.

1
Total
Accidents
to

.Station Men.

Handling
II ji- Tools.
Handhng Machinerv,
Traftic. ^^ ■

Getting on
Handling or off
Supplies, Locomotives
&c. or Cars at
rest.

Other
Causes.

Shopmen.

— .

1

15

1
•1

j2

Injured.
Killed.

1

Killed.
Injured.

1

1

s

,2

i

"S

5

2

s

".'.'.'.

i'

30

i

9
37

1
1
1
4

i

2

2

1
59

10

50
1
9

73
2
2
1

16

i
2

2

9

!

2

1

18

3

7

1

.*i

1

4

9 ....

7

a

....

6

9

7

5 19

2

2

6
■■■3

2

"2

26
1

1

2

2

8
9

iO

n

..

9

12

I

13

2
o

2

2
26

1
9
1
2

14

i

15

1

; i ■■'

20
1
4

1
1

6

16

.... j.....

IT

5

i

5

1

18

It*

•■•• 1

1

1

1

5

20

1

' ' i

5

32

i 2 2 150

32

1 11 ; 3 74

1 ' •

269

224

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910
Table ir»L. — Summary of Accidents to Persona tor the

B.— ACCIDKNTS .\RI.SIN(; FROM C.MSKS OTHER TH.AN THOSE RESULTING

EMPLOYEES-TRACKMEN

N.^ME OF Railway.

Trackmen.

Kind of Accident.

Handling
Traffic.

Handling

Tools,

Machinery,

&c.

Handling

Supplies,

&c.

Getting on

or off

Locomotives

or Cars at

rest.

Other
Causes.

S

13

1

s
'a

i

t5

p

Killed.

Injured.

Killed.

1

s

Killed.
Injured.

1

Algonia Central and Hudson Bay.
Bay of Quinte

' 2

1 !

i

9

. . .

....

8

Brockville, Westport and North-
western . .

1

1

4

Canada Southern 1 - . .

1

9

1

i

3

5

Canadian Govt. Ry. —

Intercolonial

Prince Edward Island

•

(y

4
8

2i

i .. .

i !

4

7

Canadian Northern

•6

8

M M (Ontario)

1, 1, (Quebec)

1 i

0

1

31

1

i'

20

.... 1 1

10

Canadian Pacific

3

3

4 4 1 74

11

Crowsnest Southern

Dominion Atlantic '

8 i. . . 1 ... i 1

1 - .

IS

1

1

1

. ... ' ' 5

14

11 II (Canada Atlantic). .

1

15
16
17
18

London and Port Stanley

Massawippi Valley

Montreal and Atlantic

Montreal and Vermont Junction.
Nelson and Fort Sheppard

1

2

"i

iq

: (

1

20
21

99

New Westminster Southern '.,

Ottawa and New York ' . . .

Pere Marquette i . .

1

.::;..

" 1

98

Quebec and Lake St. John

94

Red ^lountain

?5

Teraiscouata

4

26

Temiskaming and Northern On-
tario

27

Vancouver, Victoria and Eastern.
Total

1

1

"18

1

S

4

3

55

1

82

6

5 ' 101

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Year ending June 30th, 1909, showing Kind of Accident.

FROM THE MOVEME^T OF TRAINS, LOCOMOTIVES OR CaRS.

AND OTHER EMPLOYEES.

225

Other Employees.

Total

Accidents

to

Kind of Accident.

Total

Accidents

to

other

Employees.

Trackmen.

Handb'ng tt ■,^■
TnnU Handling

^r7at°.' M.Sr.. «-g;».

Getting on

or off

LocoiDotives

or Cars at

rest.

Other
Causes.

73

5

Killed.
Injured.

'6

.3

■'d

'6
1— 1

i

'6

"a

1— 1

i

Injured.
Killed.

S

D

i

' 1(

1

1

2

1
13

1

9

i'

"l

S

1

1

2

25

1

4

6

1

5

19

''2
42
2
1
7

1

4'

3"

13

2

11

65

1

2

71

8

1

18

4

f1

8
33

3

11

""s

1

1
2

6

1

132

10

!

0

8

.. .. 3
j

■"l

16
3

1

5
3

5

3

10

11
1^

8
1

1

7
3

• 1

2

13
14

i

i'

1

1

Ti

i

4

::::;■ ;;:;:;

16

2

3
1

17

18

1
1

2

19

1
i

'"2
1

i
2

4

1
1

1

21

90

2 ... ..

21

1

1

'>'!^

1

1
18

94

4

25

9fi

1

26

1

2

^

9 j 248

39 1

41

2

'' !

15

5

110

8

233

206—15

226

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

ELECTRIC

Table 1. — Summary Statement of Description of Road, Mileage

Name of Railwaj\

1)

10
11
12
13
14
15
IG
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48

Berlin and Waterloo

Leased Line- Berlin and Bridgeport

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie

Cornwall Street

Egerton Tramway Co., N.S., now Pi ctou County

pjlectric

Gait, Preston and Hespeler

Leased Line — Preston to Berlin

Grand Valley

Gueiph Radial

Halifax Tramway

Hamilton and Diindas

Hamilton, Grimsby and Beamsvllle

Hamilton Radial

Hamilton Street

Hidl

Inteniatiotial Transit Co

Kingston, Portsmouth and Cataraqui.

Levis County

London Street

Montreal Park and Island

Montreal Street

Montreal Terminal

Xelsou Tramwaj'

Niagara Falls Park and River

Niagara, St. Catharines and Toronto

Oshawa

Ottawa

Peterborougli Radial

Port Arthur Street

Quebec Ry., Light & Power Co. (Citadel)

(Quebec Ry., Light & Power Co. (Montmorency).

Sandwich, Wind.sor and Amherst burg

Sarnia . .

Sherbrooke Street

South-western Traction .Co

St. John "

St. Stephen, N.B

St. Thomas Street

Sydney and Glace Bay '.

roronto Street

Toronto Suburban

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid

Winnipeg Street

Yarmouth Street

Tb.\ck.

Length

of Road,

First

Main Track.

3 12
2-40
23 00
77-78
11-58
34 00
400

7-90
17-81

Length

of

Second

Main Track.

13-44

1 36

38-29

600

9 -908

700

22 00

25-00

22-00

11-51

3-08

8-00

10-25

25-73

26-74

74-68

18-22

3 094

11-51

679
14-61
57 -18

4-66

Total.

1002 ,

40-06 !

4-00 I

23 40

510

9-321

17 22

30 00

35-81

8-25

700

28 -.50

12-50

700

750

20-98

49-654

9-84

72-42

36-167

61-62

2-00

988-970

9-31

20-64

6-458

6-30

Total

Length

of

Main Track.

3- 12
2-40
23 00
91-22
11-58
34 00
4-00

7-90
19-17

Leneth
of Sidings

and
Turnouts.

•38
-10

38-29

6-00

13 002

7 00

2200

25-00

22 00

23-02

3-68

800

10-25

32-52

41-35

131-86

22 -8S

6-50

53-205

215-057

19-33
40 06

4-00
4404

510
15-779
17 22
36-30
35-81

8-25

7 00
28-50
19 00

700

7-50

20-98

102-859

9-84
72-43
36-167
61-62

200

1,204 027 1

6-52
-29

2-50

■20
7-25

•19
•33

-387

2-32

•22

-73

3-72

16 11

7-34

1-42

5-56

4-83

-50

•142

•741

200

100
'i-25'

•20

33

4384

•42
8 42
3 840

83 624

RAILWAY STATISTICS

227

SESSIONAL PAPER No. 20b

RAILWAYS.

and Passengers carried for the Year endint; June 30, 1909.

10

11

12

13

Mileage.

Total

Computed

Track

as

Leased.

Single Track

3-50

2-50

2300

97-74

21 00

11-87

3400

6 50

Passengers Carried.

Passengei-

Car
Mileage.

81
26-42

Freight,
Mail and
Express

Car
Mileage.

89,987
34,400
246,915
4,647,797
321,. 570
104,623
192,284

132,887
223,725

39,141
114,934

21,932

12,882

5,023
29,251

Total

Car

Mileage.

89,987
34,400
286,0.56
4,762,731 j
.321,-570
126,555
205,166

137,910
252,976

Fare

Passengers

Carried.

590,705
128,010
247,195
2.5,183,7.39
1,524,437
257,276
.381,536

916,142

730,88a

Transfer

Passengers

Carried.

21,876

359,219

Total

Passengers

Carried.

612,581
128,010
247,195
25,183,739
1,883,656
2.57,276
381,536

916
730,

,142
880

38-48

6-33

13-389

700

22 00

25 00

2200

25-34

3 90

800

10-25

33-25

45 07

147-97

30-22

8-58

467,061
200,800
814,375
119,271
275,801
392,880

1,620,418
529,837
283,284
199,680
288,920

1,426,339

954,316

14,314,541

627,670

.^89
37,257
21,788

24,198

6,100

3,817

100.311

22,077

467.

200.

814.

119.

313.

414,
1,620,

554,

283,

199.

295,
1,426,

958,
14,414,

649,

061

800

375

860

058

668

418

035

284

680

020 I

339

1.33

852

747

693,

567,

4.162,

423,

431,

1,013,

8,076,

955,

895,

753,

1,555,

6,460,

3,438,

93,381,

1,632,

778
413
98*-.
257
699
900
511
230
198
265
775
709
693
633
158

60,564
342,210

73,000

3,789

145,872

.34,229

1,020,242

.341,266

31,577,363

115,931

7.54,

567,

4,505,

423,

431,

1,013,

8,076,

1,028,

898,

899,

1,590,

7,480,

3,779,

124,958,

1,748,

342 11

413 I 12
196 ! 13
257 1 14

699
900
511
230
987
1.37

951
9.59
996
089

004 !21

20-75
45 -62

8-83
44-54

5-242
16 520
17-22
38 -.30
35-81

9-25

7 -00
29 -75
19 00

700

7-70
21 31
107-2431
10 26
80 -85
40 00
6162

200

222

3-00

2-28

1,287-651

3.56,652

666,969

40,284

3,675,888
2.57,4.50
389.420

1,394,744
327,156
838.673
143,990
288,020
304,928
983,^48
183,960
333,032
256,193
14,8b9,474
204,344
950,200
191,130

4,279,590

81,429
17,203
1.5,000

35,611

11,154

82,803
55,220

356,652

748,398

57,487

3,690,888
257,450
389,420

1,394,744
327,1.56
838,673
143,990
28S,020
340.539
983,648
183,960
333,032
267,347
14,839,474
204,344

1,03.3,003
246, .3.50

4,279,590

1,180,882
2,31)0,107

126,999
14,216,621

622,145

18,605

6,8.59,679

1,271,622

2.911,3.58

64.5,463

734,319

497,195

3,691,809

590,717

455,480

1,937,8.80

92,850,010

891,203

3, .595,592

244,280

23,940.885

1,180,
2,378,

126,
14,216.

622,

882
712
999
621
145

3,266,000

343,324

108,951

22,259

1,318,894

2.3,389

151,820

22,220

34,951,.318

40,648

7,307,956

38 90 59,415,126

737,720

60,152,846 314,026,671

81,670,945

10,125,

1,271,

3,254,

64.5,

843,

519,

5,010.

614,

607,

1,960,

127,801,

931,

3,59.5,

244.

31,248:

679
622
682
463

270 37
4.54 38
703 I 39
106 40
300 41
100 42
328 . 43
851 44
892 I 45
280 I 46
841 ! 47
48

395,697,6161

206—151

228

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

ELECTRIC

Table 2 — Summary Statement of Capital

Name of Railwav.

lIBerlin and Waterloo . .

2 Leased Line— Berliu and Bridgeport

3] Brantford and Hamilton Electric . .

4 British Columbia

5'Cape Breton

6iChatham, Wallaceburg and Lake Erie

7; Cornwall street

Si Egerton Tramway Co. (now Pictou County) .

9^ Gait, Preston and Hespeler

10, Leased Line — Preston to Berlin

11 Grand Valley .'

12 Gu«lph Radial

13 Halifax Tramway

14 Hamilton and Dundas

15 Hamilton. Grimsby and Beamsville

16 Hamilton Radial

17 Hamilton Street

18;Hu11

19; International Transit Co

20| Kingston, Portsmouth and Cataraqiii

21 Levis County

22 London Street

23j Montreal Park and Island

24;Montreal Street

25| Montreal Terminal

26
27
28
29
30
31
32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

4

48

Stocks.

Amount
Outstanding

Nelson Tramway

Niagara Falls Park and River

Niagara, St. Catharines and Toronto

Oshawa

Ottawa

Peterborough Radial

Port Arthur and Fort William

/Quebec Ry. Light and Power Co. (Citadel)

\ Quebec Ry. Light and Power Co. (Montmorency).

Sandwich, Windsor and Amherstburg

Sarnia Street

Sherbrooke Street

Southwestern Traction Co

St. John

St. Stephen, N.B

St. Thomas Street

Sydney and Glace Bay

'I'oronto Street

Toronto Suburban

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid

*Windsor and Tecumseh

Winnipeg Street

Yarmouth Street

17,000

300,000

6,326,666

1,234.000

689,000

200,000

250,000

49,850

1,000

1,100,000

10S,000

1,400,000

100,000

235,000

111,150

205,000

292,000

150,000

83,100

382,600

550,000

1,035,900

10,000,000

1,000,000

925,000

40,000

1,247,700

100,000

3,250,000

297,000
90,000
200,000
359,100
800,000
100,000

Total 51,946,433

500,000

8,000,000

80,000

2,000,000

750,000

100,000

7,337,367

Amount

per Mile of

Line.

Proportion
to total
Railway
Capital.

100 X Col. 2

7,083
13,043
82,164
106,563
18,794
30,769
30,864

2,799
102
26,004
1»,000
140,210
14,286
10,682

4,446

9,318
22,601
40,761
10,388
37,327
16,566
22.984
142,857
33,091

23,090

4,.530

28,013

19,608

75,581

8,294
9,730
28,571
12,600
64,000
14,285

26,738
69,771
8,130
24,737
20,833

119,113

Amount
Outstanding '

Cols.
8 + 9 + 10-1-11

Col. 12.

Per cent.

87 -50
31 25
51-12
57 00
52-49

100 00

57-47

7-36

100 00
61-50

100 00
69-60
28-56

61 00
8-74

29-08
100 00
22 70
45-60
71-69
48-90
50-27
78-55

62 00

51-65
31 14
71-40
■55-67

56-19

37-74
53-86
57 -14
33-51
44 41
50 00

54 17
66 67-
35 85
56-18
50-00

54-98

Funded

101,316
2,200
660,000
6,051,214
930,000
578,500

185,000
626,852

688,800

607,200
250,000
150,000
1,160.000
500,000

512,666'
99,250

151,100

575,000
1,025,000
4,420,0(X)

613,000

600,000
866.000

88,452
500,000

79,631
461,488

2,533,899

400,000
77,100

150,000

700,000
1,000,000

100,000
62,272

42.3,000
3,998,327

143,155
1,560,000

750,000
. 189,000
5,000,000

39,658,556

'■ Cinder construction.

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
RAILWAYS,
for the Year ending June 30, 1909.

229

6

7

8

9

10

11 12

13

Debt.

Funded Debt.

Summary.

Amount
per Mile of
Liue. '

Proportion
to Total
Railway
Capital.

lOOxCol.5
Col. 12.

Designation.

Total
Railway

Amount

per Mile of

Line.

Cols. 3 + 6.

Bonds.

Miscellane-
ous
Obligations.

Income
Bonds.

Equipment

Trust
Obligations.

Capital.
Cols. 2 + .5.

5

;2i

•S
28,947

Per cent.

10000
12-50
6875
48-88
4300
47-51

42-53

92-64

38-50

.<;

101,316
2,200
660,000
6,051,214
930,000
578,500

•S

.s

.S;

a

101,316

19,200

960,000

12,377,880

2,164,000

1,217,.5'JO

200,000

4.35,000

676.702

1,000

1,788,800
108,000

2,007,0':i0
350,000
385,000

1,271,150
705.000

28,947

8,000

41,739

160,751

186,874
.35,808
30,769
53,703
37,995
102
42,292
18,000

201,470
50,tKX)
17,5iJ0
50,846
32,045
22,601

179.891
22,794
52,068
33,834
45,726

206,000
53,375

1

917

?

28 696

3

78,587
80,311

4

5

17 014

. ..

6

22,839
35,196

185,000
100,000

" " " 688,866'

S

.526,852

9

10

16,288

n

12

61 260

30-40
71-44
39 00
91-26
70-92

77-30'

54-40
28-31
51 10
49-73
21-45
38 00

600,000
250,000
150,000
1,160,000
500,000

512,000
99,250

151,100

575,000
1,025,000
4,420,000

613,000

7,000

13

35,714

14

6,818
46,400
22,727

15

16

17

202.000

18

139 130

662,000

182,350

.533,700

1,12.5,000

2,060,900

14,420,000

1,613,000

19

12 406

20

14,741
17 268

21

•>2 742

23

63,143
20,284

24

25

26

59,880
21,617
10,017
11 225

100-00
48-35
68 86
28-60
44 .33

100-00.

43-81
62-26

600,000
866.000

88,452
500,000

50,000
461,488

2,-500,000

490,000
77,100

600,000
1,791,000

128,4.52
1,747,700

179,631

461,488

5,783,899

787,000

167.100

350,000

1,059,100

1,800,000

200,000

,62,272

923,000

11,998,327

223,155

3,560,000

1,500,000

59,880
44,707
14,547
39,238
35,222
28,843

134,508

21,977
18,065
50,000
37,600

144,0(.!0

2^,570

8,303

49,.S58

104,641
22,678
44,0.32
41,666

27

28

29

.30

15 614

29,631

31

28,843

.58,927

13,683
8 335

32

10,000

23,899

33

34

35

21,429
''o 000

42-86
66-49
55 59
50-00
10000
45-83
33-33
64 15
43-82
5000

150,000

36

700,000

1,000,000

100,000

37

80 000

.38

14,285

8,303

22 6'>0

:i9

62,272

40

423,000

3,998,327

140,000

1,560,000
7.50,000
189,000

5,000,000

41

34,870
14 54S

42

3,1.55

43

19,295
20 833

44

45

289,000

46

81 168

45 02

12,337,367

200,281

47

48

38,845,747

368,910

173,899

91,604,989

'

230

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII,, A. 1910

ELECTRIC

Table 3. — Summary of Income Account

Name of Railway.

8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34

35
36
37
38
39
40
41
42
43
44
45
46

47
48
49

I Berlin and Waterloo . .

' Leased Line — Berlin and Bridgeport

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie

Cornwall Street

E^erton Tramway Co., now Pictou County.. .

Gait, Preston and Hespeler

Leased Line — Preston to Berlin

iGrand Valley

'Giielph Radial

I Halifax Tramway

'Hamilton and Dundas

Hamilton, Grimsby and Beamsville

Hamilton Radial

Hamilton Street

Hull

Earxi.vgs and Income.

Gross

Earnings from

Operation.

Operating
Expenses.

Net
Earnings

from
Operation.

S cts.

29,

5,

84.

1,410.

84,

55,

26,

43.

117.

561 53|
324 99
039 37
007 54
919 28
853 26
432 05!
770 50;
613 29

[ International Transit Co

I Kingston, Portsmouth and Cataraqui

! Levis County

I London Street ,

[Montreal Park and Island .

I Montreal Street

'Montreal Terminal

Nelson Tramway

Niagara Falls Park and River., .

Niagara, St. Catharines and Toronto

Oshawa

Ottawa

Peterborough Radial

Port Arthur and Fort \yilliam

Quebec Ry., Light and Power Co. (Citadel). .

Quebec Ry., Light and Power Co. (Montmor-
ency)

Sandwich, Windsor and Amherstburg

Sarnia Street

Sherbrooke Street

Southwestern Traction Co

St. John, N.B

St. Stephen, N.B

St. Thomas Street.

Sydney and Glace Bay

Toronto Street

Toronto Suburban . . .

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid

* Windsor and Tecumseh

Winnipeg Street

Woodstock, Thames Valley and Ingersoll

Yarmouth Street

Total .

77,221

27,847

184,927

41,192

92,305

119.224

327,702

75,731

38,071

30,625

5»,691

238,685

272,201

3,765,137

10S,615

§ cts.

22,797 711
4,880 70|
63,666 22 1
895,565 45!
53,944 55|
28,383 521
23.01.-1 4.5'

2!s.5i:!i; ai

OS.litU L'l'

S cts

6,766 82

444 29

20,373 15

514,442 09

30,974 73

27,469 74

2,516 60

15,244 11

49,423 07

Mis-
cellaneous
Income,

133,514 02
231,704 76

55,370 01
644,100 72

28,270 66
103,410 65
287,494 27

70,150 65
22,782 35

108,785 94
32,117 49
74,573 43
95,950 11

223,657 21
76,534 59
32,436 78
31,145 35
59,196 02

162,493 47

187,249 98

1,187,190 30

98,848 74

151,

171,
40,
31,
92,

163,
29.
18,
97,
3,750,
40,

328,
85,

386 05
749 85
264 36
176 38
865 83
749 78
649 30
690 58
566 65
283 72
966 01
918 76
273 06

1,008,614 36

14,811,725 97

70,.S15 30
155,9.34 48

41,727 25
417,481 46

2.5,001 01

65,986 66
196,509 09

5.
76,

9

17

23

104

76.

84

1,577

9

070 60
064 93
141 57
f 75 091
732 29,
274 41
,045 49|
802 70
,634 43 1
520 20
495 40
191 94
,951 591
,947 17]
,766 96!

lot,

102.
29.
32,
(30.

145
26
22
60,
1,870
30,

196,
61

246 87
203 61
047 23
593 72
517 81
713 14
480 11
,235 57
525 21
434 43
147 56
182 73
,818 62

517,151 22

8,885,235 70

63,198 72|
75,770 28] .
13,642 76|
226,619 26 .
3,269 65!
37,423 99 .
90,985 18 .

47,139 18 .

69,546 24'

11,217 13 .

—1,417 34 .

32,348 02! .

18,036 64i

3,169 19 1.

—3,544 99;.

37,041 44!

1,87'.»,849 29'.

10,818 45

132,736 03

23,454 44

cts.

60,921 59
6,347 47

'6,645 45

108 99
2,795 68
1,802 33

31,404 30

12,720 00

1,116 98

190 22

6,625 69

696 61

475 44

34,210 52

98,753 09

368 84

208 23
4,669 67

491,463 14 718,063 86

5,926,490 27 988,124 96

^Under construction.

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
RAILWAYS,
for the Year ending June 30, 1909.

231

6

10

11

12

13

Deductions from Income.

Gross
Incouie less
Operatin{<
Expenses.

>< cts.

G, 766 82

444 29

20,373 15

514,442 09

91,896 32

33,817 21

2,516 60

21,889 56

49,423 07

7,070 60

5,0fi4 93

76,250 56

11,870 77

19,534 62

23,274 41

104,045 49

30,601 60

18,354 43

596 78

495 40

76,382 16

84,951 59

1,577,947 17

9,76& 96

Taxes.

Other

on Funded on Floating .^^educ- ;
T\ 1 . ° tions from

Interest

Interest

Debt.

Debt.

137 87,
1,473 05

* cts.

5,338 30

110 00

39,600 00

3,315 23 43,570 83

749 07,
1,753 57 1

9,000 00
5,000 00

1,990 57i

9,240 61

1,139 68

2,440 00

3,227 26

36,355 94'

891 40i

603 16i

544 79!

766 45

4,653 52

26,075 49

14,000 00

7,500 00

68,000 00

22,500 00

4,289 88

69,824 41
75,770 2S
14,339 37
226,619 26;
3,745 091
37,423 99i .
90,985 18^ .

47,139 18 .
103,756 76'

11,217 13
—1,417 34 ,

32,348 02'

116,789 73:

3,169 19

- 3,544 99 .

37.410 28l
1,879,84!) 29

11,026 68
137,405 70j

23,454 44

2,332 09

3,509 73

261 77

17,891 18

85 20

27,720 00

1,120 00

7,579 85

26,461 58

94,327 75

."5 cts.

776 37
16,436 51

Income.

•S cts.

Total

Deductions

from

Income.

289 31

1,273 31

S cts.

5,338 30

1,024 24

57,509 56

Net
Income.

Net
Loss.

28,925 00

47,175 37
2S,925 00

cts.

1,428 52

6,984 27i

16,733 34
8,026 88

1,990 57

1,680 00
674 10,

2,159 52

34,682 91

2,600
417

30,000 00
53,428 64

4,250 00
20,000 00

2,500 00

863

1,620

524

1,209,527 00

2,608
602,642

821
4,065

613

103,454 47

6,914,615 23: 843,959 12

900 01
430 56
000 00
000 00
000 00
000 00

21,

188,

37

250 00
924 70

447 11

,500 00

3,991 62

2,491 92

23,443 39

1,312 82
7,581 29
1,467 07

714 90

1,637 42

427 30

8,443 05

20.201 45

9,999 08

295 42

250,000 00

1,213.142 24 104,573 13

36, (•■31 99

9,240 61
15,139 68

9,940 60

72,907 26

59,530 04

891 40

30,482 68

1,664 79

12,337 92

34,034 32

143,846 63

38,972 79

32,332 09
56,938 37

5,824 59
4.5,472 47

4,052 27

514,442 09

44.720 95

4,892 21

2,516 60

5,156 22

41,3a6 19

5,080 03

5,064 93

67,009 95

"9,594 02

515 45
710 20

42,
1,577,

347 84
947 'i7

579 95
37,136 41

3,268 91
49,63285

12,128 25

1,068 01

11,842 .52

37,492 32

18.831 91

8,514 78

181,146 79

58,895 04
29,205' 83

307 18

37,423 99
90,985 18

47,139 18!

77,541 85'

7,369 04

23,

791,

9,

101,

48,

858
567
.559
714
112

353,454 47

65,169 56

13,.551 60

1,088,282 24

1,467 01

35,691 17

8,054 76
3,515 29

2,354 83
3,544 93

856,072 53

24,657 95

2,198,306 481 4.962,501 52 246,192 77

232 DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

ELECTRIC

Table 3. — Summary of Income Account

4

1

2

3

4

5

6

7

8

9

10

11

12

13;

15
16
17

18^
191
20
21
22!

23:

24

25

26

27

2S

29I

30

31

32

33

34

3d

36

37

38

39

40

41

42

43

44

45

46 1

48 1
49
50
51

DEDrcTioxs KKOM Net Inoome.

Name of Railway.

Reserves

I and Special

Charges.

Dividends.

Total

Deductions

from Net

Income.

S cts.

Berlin and Waterloo

Leased Line — Berlin and Bridgeport.

Brantford Street

Brantfoid and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie.

Cornwall Street

Egerton Tramway Co., N.S

Gait, Preston and Hespeler

Leased Line— Preston to Berlin. . .. .

Grand Valley

Guelph Radial

9,141 67

Halifax Tramwaj'

Hamilton and Dundas

Hamilton, Grimsby and Beamsville. . .

Hamilton Radial

Hamilton Street

Hull....

International Transit Co

Kingston, Portsmouth and Cataraqui.

Levis County ...

London Street

Montreal Park and Island

Montreal Street

Montreal Terminal

Nelson Tramway

Niagara Falls Park and River

Niagara, St. Catharines and Toronto. .
Osha wa

cts.

S cts.

4
i

14,040 00 23,181 67

5,000 00; 5,000 00

32,711 76
18,900 00

Ottawa i

PeterVxiro Radial 1

Port Arthur and P^ort \Villiam

Quebec Railway, Light and Power Co. (Citadel) ,

Quebec Railway, Light and Power Co. (Montmorency) '

Sandwich, Wind.sor and Amherstburg j

jSarnia Street

Sherbrooke Street I

South Western Traction Co |

St. John, N,B I .

St. Stephen, N.B '.\\ . \

St. Thomas Street ....

Sydney and Glace Bay ".'.'.'.\ 5,299 97

Toronto Street | 150,000 00

Toronto Suburban . 1

Toronto and York Radial

149,697 34

4,847 18

48,000 00

32,711 76
18,900 00

149,697 34

4

4,847 18

48,000 00

10,000 00
499,803 65

15,299 97
649,803 65

Windsor, Esse.x and Lake Shore Rapid.
Wind.sor and Tecumseh

Winnipeg Street

Woodstock, Thames Valley and Ingersoll .
Yarmouth Street

Total I 164,441 64 1,397,496 03 1,561,937 67

614,496 10

614,496 10

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
RAILWAYS,
for the Year ending June 30, 1909 — Continued.

233

18

19

20

21

22

1

23 24

25

Surplus

for
Year.

Deficit

for
Year.

Surplus at
Beginning
of Year.

Deficit at
Beginning
of Year.

Profit or Loss, Ad-
justments During
Year.

Surplus

at Close of

Year.

S cts.
1,428 52

Deficit

at Close of

Year.

Credit.

Debits.

0
g

1

S cts.
1,428 52

S cts.

•S cts.

S cts.

$ cts.

S cts.

S cts.

1

579 95

579 95

2

1

3

37,136 41

3,157 65

40,294 06

4

514,442 09

514,442 09

5

21,539 28

88,392 25

109,931 53

4,892 21

2,516 60

10,539 40

41,396 19

6

4,892 21

7

2,516 60

8

156 W

10,383 18

9

41,396 19

10

11

5,080 03

5,0.-;0 03

5,064 93

67,009 95

i2

5,064 93

•

...

""i462"57
"112, 754 61

"20^661 06
""21^06 '50

13

67,0t9 95

14

3,268 91
49^ 632 85

3,304 72
39,710 27

1,138 38

15

9,594 02

4,066 71' 45,237 58

1

16

63,121 76

17

44,515 45

53,660 49
24,454 62

28,348 18 69.827 76

18

29,710 20

100 00

"3,15636

10,474 51
885 57

43,790 31
"""2,682'35

19

12,128 25

1,068 01

11,842 52

'77,795 04

12,987 24

20

21

' 28,609 12

9,863 98

22

9,636 08

19 88

4,845 00

33,420 OS

28

899,020 08

976,815 12
65^394 51

24

1,577,947 17

1,.577,947 17

25

29,205 83

36,087 66

101 02

26

37,492 32

27

37,492 32

28

18,831 91

163,285 09
44,985 58
55,299 19

182,117 GO
53,256 64
73,165 77
2,188 89
37,423 99
90,985 18
47,139 18
95,638 41
23,186 55

29

8,514 78

243 72

13,582 87

30

31,449 45

31

307 18

2,496 07

32

37,423 99

33

90,985 18

34

47,139 18

35

18,096 56
20,664 69

36

2,521 86

37

8,054 76
3,515 29

" "2,'3.54'83
3,544 99

- 8,054 76
27,848 18

22,627 82
3,544 99

38

27,721 47

3,388 58

::::::::::.; ::::::::::

39

17,169 56

101,399 89

118,569 45

40

19,672 99

41

........... ...........

42

1,748 37

82,061 12
2,371,584 40

80,312 75

2,810,062 99

1,467 01

95,080 02

43

438, 47.'^ 59

44

1,467 01

45

35,691 17

59,388 85

"" 61^114 36

46

24,657 95

36,456 41

47

........... ■■••---••--

48

241,576 43

164,489 34

706,065 77

49

50

.51

3,629,769 36

1,108,089 24

3,421,212 22

266,841 14

9,154 89 63,685 96 6,988,758 62

1,367,238 49

234

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

ELECTRIC

Tahle 4 — Summary of Gross Earnincs from

Name ok Railway.

Berlin and Waterloo

Leased Line— Berlin and Bridgeport

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie..

Cornwall Street

8 Egerton Tramway Company, N.S., now Pictou

County Electric

9|Galt Preston and Hespeler

10 Leased Line — Preston to Berlin

11 Grand Valley

12kluelph Kadial

13 Halifax Tramway

14l Hamilton and Dundas. -

15| Hamilton, Grimshj' and Beamsville

Ifi Hamilton Radial

17iHamilton Street

18;Hull

19i*lnternational Transit Co

20| Kingston, Portsmouth and Cataraqui. ......

21 1 Levis County

22:London Street

23 Montreal Park and Island

2i'Montreal Street

25 Montreal Terminal

2() Nelson Tramway .'

27 Niagara 1< alls. Park and River ...

28 1 Niagara, St. Catharines and Toronto

29 Oshawa

30
31
32
33
34
35
36
37
38
39

Ottawa

Peterborough Radial

Port Arthur Street

Quebec Ry., Ligljt and Power Co. (Citadel) . .

II 11 11 (Montmorency)

Sandwich, Windsor and Amherstburg

Sarnia

Sherbrooke Street

South Western Traction Co

St. John

40 St. Stephen, N.B

41 St. Thomas Street

42 Sj'"luey and Glace Bay

43 Toronto Street

44 1 Toronto Suburban

45 1 Toronto and York Radial .. . ,

46 Windsor, Essex and Lake Shore Rapid

47 Winnipeg Street

48 Yarmouth Street

Total.

2

Cak Earnings.

Passengers.

§ cts.

25,145 78
5,040 41
71,983 99
1,296,356 92
82,691 39
37,031 29
16,844 71

42,573 05
56,848 77

Freight.

$ ct.s.

4,720 04

34.704 10

311 80

18,094 .5'

7,091 79

1,197 45
53,074 11

73,146 68

25,710 07

184,046 89

39,400 34

63,107 58

104,143 55

324,228 88

59,204 15

36,954 48

30,625 15

54,668 27

234,7a2 59

264,398 29

3,69s,572 46

90,471 99

2,037 69
1,085 53

1,019 47

19,435 57

7,719 00

12,380 83

129,

165,

8,

616,

28,

99,

284,

1.33,

153,

29,

30,

81,

163,

29,

16,

90,

3,705,

39,

282,

73,

1,000,

605 90
579 39
796 38
427 66
270 66
112 46
124 .50
541 51
520 51
908 f<5
811 38
531 57
079 78
4!>3 30
725 23
430 47
229 01
076 06
763 02
993 81
806 30

14,080,755 63

2,567 15

175 15

851 29

29,590 47

17,744 73

57,200 52
41,901 76

1,400 89

Mail
Express.

$ cts.
1,043 091

1,029 99;

57,659 81

140 85

727 40;

Other Car
Earnings.

S cts.

287 53

100 00

622 00

12,192 83

46 00

5,883 42

187 90

5,932 70

966 36

2,532 681

690 00
1,240 00

500 00

826 71
1,031 47
3,186 76
8,091 00

1,164 79

5.509 90
3,669 26

3,203 89

800 00

4,096 60

8,182 52

2,344 28

4,102 44

44,155 74

6,045 80

92 10

386,091 67

1,503 98

2,000 00

3,390 31

277 71

110,451 70

109 73

6 50

99 00
205 00
286 75
227 65

512 65

1,483 56
6,876 01

18 70

" 109 00

3,369 77

3,450 00

394 45

30 OC

18 00
775 10

516 11

2,448 75

34,185 09

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
RAILWAYS.
Operation for the Year ending June 30, 1909.

235

10

11

12

13

14

Miscellaneous Earnings.

Total Car
Earnings.

Adver-
tising.

Rent of

Land or

BuUdings.

Rent

of

Tracks.

Rent of
Equip-
ment.

Sale

of

Power.

Other Total i Total Gross

Miscel- Miscel- | Earnings
laneous laneous j from
Earnings . Earnings . | Operation.

>! cts.

20,476 40
5,140 41
78,.S56 02
1,400,913 661
83,220 04
.55,853 20,
23,936 50

43,770 50 '
115,916 03

-S cts.
607 13

4,837 06
315 00
318 75
360 50

s cts. I

150 00

184 58

3,240 00

3.644 05

1,384 24

512 42

•S cts.

cts.

76 00

432 57

2,443 35

2,331 OOi i 3,088 13 29,564 53

I j 184 58 5,324 99

5,683 35 84.039 37

9,093 88 1,410,007 54

1,699 24 84,919 28

6,347 47| 62,200 73

2,495 55 20,432 05

5,516 30
444 05

180 20i

1,691 oo:

1,608 19

13 07

1,697 26

43,770
117,613

9
10
2511

28; 12
51113
5S14
72!i5
52 16
70;i7
8918
2119
13 20
4221
4ll22
57123
47124
7225
126
02 27
70 2S
01 29
72 30
1031
05 32
27 33
05 U
85 35
30 36
3t<37
83 3S
7^ 39
30 40
58 41
65J42
7243
0144
43!i<r**5

00 40
30 47
48

75,184 37;

20,802 10

184,046 89

40,706 91:

88,680 85

113,115 66

324,456 53'

74,117 66'

36,954 48

30,625 15

57,925 42

230,600 39

265,249 58

3,728,162 93

108,716 72

763 75
251 00
880 62
100 07

753 40

164 00

230 031

326 59|

519 73
73 5fi

54 51

350 OOi 800 00

300 00
604 00
312 50
581 22
300 00
425 00
1,266 50
500 00

,968 00]

100 08; 1,200 00

816 98! .

I

331 091

5,80S 861.
674 171.

2,474 8',

1 65
535 51'

291 96l

793 36 5,658 63

500 00

131,

230,

53,

624,

28,

101,

287,

140,

160,

37,

30,

92,

16.3,

29,

16,

90,

3,705,

39,

328,

83,

1,003,

916 17]
687 39
884 90;
537 361
270 661
787 14!
494 271
195 40l
224 86
674 7l|
841 38
053 37
079 78
,493 30
,74:^ 23
811 99
229 01
070 06
918 76
946 03
624 86

711 00

ioo 00

3,432 18

200 00

407 44

260 00

Oi 60 45 00
266 00! 106 52
700 00

1,341 00
46(; 56

36,974 54

29 42; 597 43

14,611,484 09 39,507 66

5r4 99
237 50
335 00
554 30
070 00
150 00
315 00
300 00
12,350 00
266 65
625 00

476 21

370 OOI

1 1,200 00

4,989 50

2,869 17 1 .

734 25
400 00

56 00

19,874 41 9,728 75

223 75

2,036

1,045

880

485

3,624

6,108

3,246

1,614

1,116

1,110

1,700

2,025

6,951

36,974

500

88;
18

62;

671

87

86,

17

23

73

98

00

02

99,

54 3,

00

77,221

27,847

184,927

41,192

92,305

119,224

327,702

75,731

38,071

31,742

59,091

238,085

272,201

705,137

109,210

903

788

1,995 00' 13,436

275

728 59; 427

1,597
1,017
1,485
19,563
475
1,623

10,950 00

, i 216 66;

•I

.1 6 00

10,714 44;
"lJ982'l5|
5g!

36

10,040 29

1,404 89.

432
454
29,829
218
3,310
871

11,190

11,524

2,589

335

807

670

1.56

1,947

754

45,054

1,889

4,669

1,327

4,989

133,514

231.704

55,370

044,100

28,740

103,410

287,494

151,380

171, 74i)

40.204

31,170

92,S05

163,749

29,049

18,090

97,500

1,750,283

40,900

333,588

85,270

,008,614

28,823 32' 105,478 03 213,452 4614,824,936 55

236

DEPARTilEyT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

ELECTRIC

Table 5. — Summary of Operating Expenses

Maintenance — Way and Stucctures.

Name of Railway.

Mainten-
ance

of

Track

and

Roadway.

9

10
11
12
13
14
15
16
17
is
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
3S
39
40
41
42
43
44
45
46
47
48

S cts.

Berlin and Waterloo

Leased Line — Berlin and Bridgeport

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham. Wallaceburg and L:ike Erie

Cornwall Street

Egerton Tramway Co., N.S., nowPictou County

Eif'clric

Gait, Preston and Hespeler

Leased Line — Preston to Berlin

Grand Valley

Guelph Radial

Halifax Tramway

Hamilton an i Dundas

Hamilton, Grimsbj' and Beamsville

Hamilton Radial

Hamilton Street

Hull

International Transit Co

Kingston, Portsmouth and Cataraqui

Levis County

London Street

Montreal Park and Island

Montreal Street

Montreal Tei-minal

Nelson Tramway

Niagara Falls Park and River

Niagara, St. Catharines and Toronto

Oshawa .

Ottawa

Peterborough Radial

Port Arthur Street

Quebec Ry., Light & Power Co. (Citadel)

Quebec Ry., Light & Power Co. (Montmorency).

Sand^\ach, Windsor and Amherstburg

Sarnia

Sherbrooke Street

South-western Traction Co. ...

St. John

St. Stephen, N.B

St. Thomas Street

Sydnej' and Glace Bay

Toronto Street

Toronto Suburban

Toronto and Vork Radial

Wind.sor, Essex and Lake Shore Rapid

Winnipeg Street

Yarmouth Street

Mainten-
ance
of

Electric
Line.

•S cts.

143 44

3,901 68 i

53.290 64

2,124 56

9.>4 07

1,637 00

i

2,169 59!

9,276 60

4, 467 23

1,236 12

6,265 62

2,926 98

10,524 05

9,436 30

8,025 72

8,191 27

1,133 41

1,844 74

2,555 29

13,016 07

21,843 69

3 98

1,620 35

11,322 37

1,204 28

411 15

166 85

297 83

877 88

Mainten-
ance
of

Buildings
and

Fixtures.

Total
Way and
Structures.

90S 54

272 98

1,824 84

605 4

1,523 02

1,145 33

2,543 56

2,312 75

271 81

358 28

560 99

2,220 54

2,579 39

11,494 92 2,069 23

3,249 30
15,584 69;

4,015 75'
13,749 95

1,749 25

2,706 48
2,398 46

240 18
7,304 .32

118 39

7,085 94

11,095 85
9,480 81
1,384 47
3,443 27
7,6:38 04

14,250 33
2,816 9()
1,408 17
3,464 59

54,921 29
2,907 04

22,458 68
5,363 16

24,120 01

Total I 386,646 54

3,751 72

2,430 15

3,704 CO

23 00

560 00

586 99

1,582 95

380 02

399 29

2.002 74

21,.o0() 69

1,324 75

2,175 83

1,893 26

4,056 79

8 cts.

40 47;

46 26

15,012 32

454 16

209 48

71 59|
411 62!

S cts.

1,3.55 54
187 89
5,568 29
79,625 33
3,783 00
1,574 70
1,803 85

2,539 01
10,566 10

2,229 54

9 17

200 20

217 84

867 98
386 88
191 27

240 83

633 05

2,565 19

939 31

741 29
1,783 30

547 20
2,400 34

5,375 77

1,509 10

10,320 00

3,541 62

12,247 27

10,799 47

11,437 26

10,890 90

1,596 49

2,203 02

3,357 11

15,869 66

26,98iS 27

110,642 77

14,503 46

6,697 07
19,766 45

4.803 13
23,454 61

1,867 64

137 98
875 91
798 94

900 00

407 61
152 81

102 67

14,029 (>8

58 11

529 53

271 95

1,776 84

10,975 64

14,401 91

13,985 65
1,407 47
4,903 27
8,225 03

16,240 89
3,349 79
1,807 46
5,570 00

90,4.57 66
4,289 90

25,164 04
7,528 37

29,953 64

94,249 33i 50,241 .32 643,135 50

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
RAILWAYS.
for the Year ending June 30, 1909.

237

6

7

8

9

10

11

12

Maintenance— Equipment.

Maintenance

of
Steam Plant.

Maintenance

of
Electric Plant.

Maintenance

of

Cars.

^Maintenance
, of

Electric

Equipment

of

Cars.

Maintenance

of

Miscellaneous

Equipment.

Mis-
cellaneous

Shop
Expenses.

Total
Equipment.

1
1

.$ cts.

•S cts.

•S cts.

S ct.?.

S cts. S cts.

1

•S cts.
2,722 03

1

2,362 71 2.314 35
50,099 63i 44,256 35
2,868 44 1,519 68
1,309 77 470 65
2,380 75 845 71

945 56 1 416 22

4,677 06
106,-35 16
6,581 67
3,363 34
3,577 19

1,802 94
3,771 26

3

463 53

21 93

618 48

258 60

9,052 35

1,709 06

]95 50

92 13

4447

572 38
172 95
466 99

1,790 92
289 61
301 95

4
5
6

348 54

92 62

8

850 32

2,876 47

q

10

11,106 42

11,106 42

2,200 2i5

10,850 89

1.398 84

8,509 80

11.775 46

24,499 81

14,612 30

4,125 96

1,851 96

7,741 24

27,692 57

18,974 10

297,787 54

14, i07 99

11

79 07
461 87

2,121 16
323 88

1"

1,585 74

6,343 08! 7,218 65

608 51 790 33

4,289 08 4,051 41

5,6.54 70 0,120 76

10,556 09 13,943 72

917 67

13
14

■

229 31

15

16

17

18

1,979 i5 i,678 41
1,737 49

2,828 72 2,911 39
11.007 33 8,463 67
10,031 21 8,496 96

104 07

7 11

1,208 36

546 72

445 93

364 33

402 ie

2,377 15

19

107 36

333'ni

1,267 68

-20
^1

4,030 02

22
93

?4

415 29

7,405 02 6,473 01

54 07

95

^6

139 96
632 94
353 95

31 60

53742

6,232 89

5,754 43J 3,3i2 09
5,427 02 10,401 .39
2,288 72! 1,810 37
25,280 271 24,696 18
1,585 12 938 72

129 06
734 22

140 70
641 51
193 93

9,513 84
17,837 68

5,184 39
59,003 69

2,523 84

27
28
^9

2,794 35

30

31

S>

12,916 87
4,387 29
4,340 76

6.927 99
2,203 08
2,482 36
1,026 43

158 49

20,003 35

7,301 57

9,512 36

3,043 08

6,070 09

4,261 55

18,710 81

3,306 05

2,282 20

9,036 71

302,368 30

2,184 97

23, .574 14

15,675 18

60,564 61

33

254 96
1,328 98

456 24

34

1,328 98

31 28

35

1,416 65
430 67

30

310 66! 521 00

4,158 42

650 00

37

295 80 196 00

2,705 85

1.063 90

38

2,721 91 .S4 86
285 29 22.S 95

7,839 01 6^855 41
768 24; 1,911 47

7!367 01 i',23S'93

' 138.313 00 104,4.51 21

i 1,057 83' 438 31

8,690 95 9,388 45

4,275 60; 5,. 554 (4

33,627 13 24,040 59

877 65

581 97
112 10
274 54

"'23,355'6i

483 86

334 12

940 30

2,409 31

39
40

2,007 66

47 65

7,002 56

2 55

954 63

3,835 98

'" is'ie

28,293 14

96 22

2,392 36

1,068 66

6,487 56

41

367 36

952 78

106 20

1,813 63

42
43
44
45
46

47

48

1

1S,008 6li 36,682 74

405,497 36 321,050 88

48,317 04

39,608 67

1,184,287 17

238

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

ELECTRIC

Table 5. — Summary of Operating Expenses

13

Name ok Railway.

Berlin and Waterloo

Leased Line— Berlin and Bridgeport

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg aud Lake Erie

Cornwall Street

Egerton Tramway Co., N.S., now Pictou County

Electric

Gait, Preston and Hespeler

Lrased Line— Preston to Berlin

Grand Valley

Guelph Radial

Halifax Tramway

Hamilton and Dundas

Hamilton, Grimsby and Beamsville

Hamilton Radial

Hamilton Street

Hull

International Transit Co

Kingston, Portsmouth and Cataraqui

Levis County

London Street

Montreal Park and Island

Montreal Street

Montreal Terminal

Nelson Tramway. '

Niagara Falls, Park and River

Niagara, St. Catharines and Toronto

Oshawa ...

Ottawa

Peterborough Radial

Port Arthur Street

Quebec Ry., Light and Power Co. (Citadel) . ...
Quebec Ry., Light and Power Co. (Montmorency)

Sandwich, Windsor and Amherstburg

Sarnia . . .

Sherbrooke Street

Southwestern Traction Co. . . .

St. .'bhn

St. Stephen, N. B

St. Tliomas Street

Sydney and Glace Bay

Toronto Street

Toronto Suburban

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid

Winnipeg Street.

Yarmouth Street

14

15

16

17

Tran.spoktation — Operation ok

Power
Plant
Wages.

$ cts.

3,253 79
13.012 22

1,(;05 75
1,072 18

2,922 05
4,451 45

4,189 80
1,539 93
3,047 23

2,808 74

680 26
7,535 18

Fuel

for

Power.

$ cts .

Water

for
Power.

$ cts.

Lubricants
and

Waste for
Power
Plant.

§ cts.

11,70 91

7,269 38
655 55l

!

3,905 75
13,010 27

374 01
120. 00

80 00

8,948 16

3,320 78

12,798 95

580 r,

19,291 171

74 00

4,732 90i

4,900 57

5,182 00
3,878 .83
2,850 00
7,957 46

1,006 35
6,369 57

1.314 00

6,193 25

3,927 40

942 05

2,873 41
19,116 90

10,910 09
3,642 40

Total

127,015 19

303 18
6,758 40
4,939 72

16,239 00

348 01

3,759 28
1,500 CO

1,140 00

12,313 15

13,6.52 54

5,669 58

7,243 34

11,084 84

234 94

23,232 77
8,857 68

184,719 72

150 00

578 35
371 0'
41 90

798 85

527 42
11 62

214 98
618 84

31 2 57
270 34
3.55 10

15 80
674 82

224 15

132 37
31 44
76 36

319 39

55 00
358 01

184 60

278 45
94 22

1,698 98
1.009 12

20,818 00 8,262 43

7?.4//.TT".iy STATIsTICf;

239

SESSIONAL PAPER No. 20b
RAILWAYS.

for the Year ending June 30, 1909 — Coyitinued.

18

19

20

22

24

PowKR Plant.

Traxsportatiox— Operation of Cars.

Miscellane-
ous Supplies
and
Expenses i
of Power
Plant.

Hired
Power.

Total
Operation
ot Power

Plant.

Superin-
tendence of
Transpor-
tation.

Wages

of

Conductors.

Wages

of

Motormen.

Wages of
Miscellane-
ous
Car Service
Employees.

Wagres of ^
Car House i_
Employees. ^ =

8 cts.

S cts.

-cts.

6,i'S4 49;

S cts.
81S 43

cts.

cts.

818 44

i 17,757 12

1,601 94j 122,238 42

I 10.962 27

527 2j|

55 91

21,010 91

149,352 34'

10,962 27

10,303 79

1,859 35

7,268 69
18,080 56:

1,779 74;
7.260 00
1,315 00

2,400 00
l,.")OiJ 00

2,788 38
165,656 49
7,742 72
2,924 16
4,679 97

3.301 98
5,880 60

9,449 04

1,013 21

791 26

4,173 27

11,438 07

14,8' 5 09

42,8!<0 24

7,988 30

7,000 00

4,680 73

8,978 75

'48,863 22

24 60 1,500 00

22,899 57

5,131 05

17,794 96

4,173 27

14,246 81

14,895 09

42,890 24

7,988 30

7,000 00

4,680 73

9,674 81

28,366 43

48,863 22

38.5,174 12

11,3S2 22

1,200 oo:

694 16 i
1,515 38
2, .555 99
.'>,441 95

300 00:

I

2,440 00
3,665 00

8,360 15

3,775 18

20,231 63

2,943 92

4,431 64

^,6>3 41

36,480 65

11,076 92

5,(J54 33

3,741 83

7,424 94

28.677 10

16,935 96!

2,788 38;
166,542 64
7,809 57
2,942 93;
4,679 97 i

3,224 34
5,745 36

1,933 89

13,499 25

29 48

96 21

226 59
1,874 47,

1,048 09
19,670 24

1.455 40
416 45
769 24

2,2P6
3,016

8,360 15 .

3,775 18i

20,2:^1 62

2,943 93

4,431 6ll

8,6.53 42

36,480 65

11,076 93 .

.5,656 45

3,683 79 .

7.487 13

28,701 87

16,347 79

221 24,
2,808 24.

607 06
4,341 99
2,547 07

1,968
2,0.58
272
821
1,940
4,280

1,494 601

992 50'
1,211 52:
5,885 48i

1,212
2,340
1,251
2,067
2,605

1,871 41

2^494 92

M6l'36

4.812 40

780 00

14,225 57| 13,!>79 71,

3,289 27!
860 53:

3,396
2,ii4

23 8
is 9
.10
. . Ill
72 12
1313
16 14
6U 15
So 16

59 17
..il8
6819
97 20
6121

60 22
42 23
.. 24
13 25
..26
46v7
..28
.29
90 30
00 31

.32
84 33
93 34
23 35
..|36
0037
91i;?8
. 39
4O|40
66 41

00;42

24'43
3144

02 45
54 46

03 47
..48

675 10 255 00

494 93 11,3(>4 20

270 00 2,148 0;>

2,571 52 18,240 22

640 49!

40 00

560 77
1,413 20

13,059 80

14,085 62

4,001 26

4,366 03

.0,591 45

3,944 40

192 99 4,878 48

3,473 56 243.655 60
4.962 10

1,383 37 11,303 56

945 37

40,907 34

6,244 47
16,420 59
12,102 85
37,468 20

1,500 00
13,059 80
14,085 62

5,007 61
29.074 48

.5, .591 45

1,409 00
19.425 18
lS,it93 14

6,946 23

3,944 40

16,045 02

277.796 19

5,238 94
48, .528 77
14,4.54 57
40.907 34

8,819 31
2S,590 10

2.413 44
81,507 51

.5,600 29

6.000 00

1,664 78

886 46

' .500 00
897 30

2,835 C!0
355 00

'326 00

46,836 54

600 00

4,175 00

1..540 00

20,378 25

8,830 68!
28,590 09

2,645 06
81,507 51

5,600 29i

67644 35

29.934 81

537 63

10,041
626

40.679 25
9,441 39

17,144 43
4,067 37,
3,800 00'
5,005 12;

25,074 40:
2.743 80'
4,974 261
.5,-373 83l
395,277 411
4.471 68 i

15.8.57 53

3,639 92

1.50,357 60

40,679 25
7,452 80

17,144 46
4,067 37
3,800 00
5,161 69

2.5,074 40
2,715 80
4,974 26
.5,407 89
368,767 83
4,471 69

15,857 54

3,639 92

147,252 35

2,374 20

18,359 18

396 48

3,883

7t^6

2,178

200 00
3,154 00

1,880
1,350

408 81

11.205 96
1,296 <X)
4.518 9(t

2,113

2,058

680

194,821

2,137

4,091

7,351

18,338

26,124 49 680,128 63 1,445,227 07l 130,475 58: 1,181,244 60| 1,1.50,002 771 121,009 71 . 307,351 76:

240

DEPARTMENT OF RAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

ELECTRIC

Table 5. — Summary of Operating Expenses

25

Name of Railway.

Berlin and Waterlooo

Leased Line— Berlin and Bridgeport

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham Wallaceburg and Lake Erie

Cornwall Street

Egerton Tramway Co., N.S., nowPictou County Electric.

Gait, Preston and Hespeler

Leased Line — Preston to Berlin

Grand Valley ■

Guelph Kad ial

Halifa.x Tramway

Hamilton and Dundas ,

Hamilton, Grimsby and Beainsville.

16j Hamilton Radial

17|Hamilton Street. ,

18 Hull ...

191 International Transit Co

20j Kingston, Portsmouth and Cataraqui

2l|Levi.s County

22|Lon(ion Street

23 Montreal Park and Island

241 Monti eal Street

25 Montreal Terminal

2G Nelson Tramway

27 Niagara Falls, Park and River

28 Niagara, St. Catharines and Toronto

29 O.-ihawa

30
31
32
33
34
35
3G
37
38
39
40
41
42
43

Ottawa

Peterborough Radial

Port Arthur Street

Quebec Ry., Light and Power Co. (CitadeD

Quebec Ry., Light and Power Co. (Montmorency).

Sandwich, Windsor and Amherstburg

Sarnia

Sh-rbrooke Street

Southwestern Traction Co

St. John

St. Stephen, N.B

St. Thomas Street

Sj'dnej' and Glace Bay

Toronto Street . . . . . .

44 [Toronto Suburban " ' ■ "

45'Toronto and York Radial

46 Windsor, Essex and Lake Shore Rapid

47 Winnipeg Street

48 Yarmouth Street

Total.

2G

27

28

Tkansportation-

Car

Service
Supplies.

Mis-
cellaneous
Car
Service
Supplies.

S cts.

966 07

18,225 16

225 39

357 81

384 99

2,3.52 60

11,766 87

1,000 99

384 65

1,905 04

555 05

1,013 02

1,329 17

2,338 67

804 61

161 06

287 50
1,793 85

209 82

1,077 77

341 06

781 96

2,128 82

715 93

1,619 58
"is 10

54 8:
8t;5 66

158 00

406 10

1,258 48

2,252 70

3,162 14

10,727 36

647 42

238 6'

911 .53
2,065 4

3,099 54
2,781 29
1,388 35

265 85

7,724 93
3,2.51 7W
3,167 2

1.242,81
8,644 58

256 06

221 30

2,276 85

376 60

13,344 91

1,241 30

255 28

4,387 59

236 54

53,713 15 75,940 59

Hired
Equipment.

$ cts.

1,033 15
"466' 40

2,296 61
1,427 18
3,709 38
1,048 29

3,291 99
3,796' 19

189 53

8,008 25

787 43

25,988 40

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

RAILWAYS.

for the Year endinrj June 30, 1909 — Continued.

241

29

30 31 1 32 33

34

35

36

Operation of CAna— Continued.

1 General.

Cleaning

and Sanding

Track.

1

Removal of

Snow

and Ice.

Total
Operation
of Cars.

Salaries

of General

Officers.

Salaries

of
Clerks.

Printing

and

Stationery.

Mis-
cellaneous

Office
E.xpenses.

S cts.

Store
Expenses.

$ cts.

1

.*! CtS.

$ ots.

•S ots.

5,898 98

1,654 37

15,926 14

S ots.

S ots.

•S ct-s.

1

17 50
1,235 84

115 00
1..5.56 25

538 00

3,973 44

40,984 03

2,331 68

352 00

37 65
722 33
4,396 66
.521 69
464 63
122 65

39 00
493 41

2

3

1,429 08

404,019 73 22,695 93
20,206 19 3,662 94
7,609 36 1,431 35
10,711 13! 1,041 67
12,343 97; 900 00
19,468 85 2,307 16

6,566 22
388 56
212 83
447 07
29 50
511 72

3,548 92

161 73

1 42

1,420 43

4

157 16

3 25

581 95

470 48
83 50

22458

586 58

5
6

7

230 43

306 49
6,383 35

8

9

10

16,720 30' 2,638 82
9,898 32 1,060 00
51,267 77 2,200 00
11,925 68 823 69
20,665 32 1,557 88
33,427 28| 1,942 00
98.938 24 .5,455 37
26,866 79 2 400 00

3,395 04
392 50
1,109 00
2,407 59
4,521 78
5,104 47
10,272 73
2,439 86

568 86

94 07

427 05

11

266 58
413 00
269 39
816 68
917 60
844 93
425 51
132 95
220 27
116 54
313 14
1,014 90

12

416 00

1.951 01
354 31
430 17
875 85

2,040 08

3,260 91
106 51
442 98

6,025 81
958 70

8,015 97

323 88

13
14

15

16

17

569 58
80 06

315 92
95 28

384 11
1,195 61

18

1 40

14,825 70 1,005 32
10,209 57 1,818 75
28,118 06 2,357 62
68,707 17 i 4,399 92
58,928 18 140.52 S.T

1,435 56

19

20

445 05

1,295 00

21

791 06
1,676 37

1,297 57
2,120 55

600 00

22
23

1,152,952 68

24

1,769 12

9,915 53

48,446 74

100 00

827 95

104 40

771 30

25
26

380 82
383 51

738 81
1,530 00

27,738 42
70,961 01
15,680 99
223,387 17
13,543 23

1,530 89
5,961 45
2,907 20
10,000 00
1,584 99

1,068 94
3,173 10
300 00
4,841 31
1,008 00

170 12 124 09

1,567 02 5,283 50
' 234 471 83 78

1,228 651 923 11

216 93
316 73

27
28
29

15,.583 04
133 17

460 00

30

259 86

31

32

4,080 00

19,592 65
4,360 74

125,796 08

47,4.56 43

41,633 26

8,134 74

3,561 01
2,118 60
2,600 00

1,300 00
2,545 56
1.081 50

i,860 26' 6,224 87

1,769 57' 1,255 59

146 39 1 207 84

291 44; 376 00

6(X) 66

887 48

33
34
35

2,182 00 j 468 001

36

350 00

1,650 00
61 54

12,180 00

1,500 00
3,270 00
1,873 36
1,845 00
960 00
3,233 29
21 304 18

444 00
967 30

3,509 00
165 00
420 00

1,301 40
.•^1 9S7 2fi

101 30
514 03
629 32

6 25

102 13
302 49

4,823 58

29 60

1,090 69

635 90

30 00
606 91

517 10

37

38

10,049 50 71,677 88
572 15 * ^1^ ^'^

39

98 73

40

12,007 18
14,149 81

1 m ^ nS9 SR

41

142 81
5 650 79

319 11

4 229 07

312 70

550 13
9,327 48

42
43

^SOQ ^5

212 10 ' 12,878 71

3,619 12 61,470 61

506 97 18,587 49

: 361,895 53

1^500 OOl i,'.597 11
5,. 500 00 1.964 75

128 70
908 88

44

45

1,481 12

46

7,705 49

3,230 00

4,582 32

2,940 23

1,201 72

47

48

26,703 64

100,154 28

4,331,436 14

153,665 61

154,213 14

28,157 11

32,422 53

20,133 95

206—16

242

DEI'MiT.MEST OF RAILWAYS A^ D CA^ALH

9-10 EDWARD VII., A. 1910

ELECTRIC

Table 5. — Summary of Operating Expenses

Gexeual—

Berlin and Waterloo

Leased Line— Berlin and Bridgeport

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie

Cornwall Street

Egerton Tramway Co., N.S., nowPictou County Electric.

Gait, Preston and Hespeler . ...

Leased Line— Preston to Berlin

Grand Valley

Guelph Radial

Halifax Tramway

Hamilton and Dundas

Hamilton, Grinisby and Beamsville

Hamilton Radial

Hamilton Street

Hull....

International Transit Co

Kingston, Portsmouth and Cataraqui

Levis County

L mdon Street

Montreal Park and Island

Montreal Street

^Montreal Terminal .'.

Nelson Tramway

Niagara F;dls, Park and River

Niagara, St. Catharines and Toronto

Oshawa

S cts.

281 S3
4.36 15
254 89

714 74

991 61

44 10

221 48

174 78

■, ° I cellaneous

Attractions. T,^f"f,i
Jtixpenses.

$ cts.

89 33

579 35;

8,492 59

24 19
134 03

18 25i
],605 24!

630 26
394 41

Ottawa

Peterborougli Radial

Port Arthur Street

Quebec Ry., Light and Power Co. (Citadel)

Quebec Ry., Light and Power Co. (Montmorency]

Sandwich, Windsor and Amherstburg

Sarnia

Sherbrooke Street

Southwestern Traction Co

St. John

St. Stephen, N.B

St. Thomas Street

Sydney and Glace Bay

Toronto Street

Toronto Suburban

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid

Winnipeg Street.

Yarmouth Street

1,406 46|

709 28
357 52:

277 781

442 64
4,567 77

382 531

20 131

4,718 93

113 45|

1,227 39 .
' 893 ii!

7176
80 52

432 00

398 00

1,161 01

91 12

1,639 67

2.034 17

3,061 28

81 08

16,089 51

1,190 39

300 00

1,335 38

1,314 51

59 45

210 00

519 49

1,186 65

2,267 06

6,773 99

ToUl

17,059 38

45 30

172 72

5 401

1,678 66

55,.343 96

S cts.

409 20

1,937 87

12,415 88

2,042 54

1,098 12

686 39

2,984 30

101 32

886 40

877 21

1,857 88

2,206 61

2,877 75

2,421 16

1,086 41

4,376 23

723 20

2,104 61

777 74

979 55

50 62

2,935 25

168 14

52,926 ^6

2,274 33

15,604 35

767 52

4,960 64

3,547 84

1,205 23

160 02

808 62
12,611 77

437 03
3,949 21

265 95
5,875 83

151,399 58

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
RAILWAY,
for the Year ending June 30, 1909 — Continued.

243

41

42

43

«

45

46

"

48

Continued.

Damages.

Legal

Expenses

in

Connection

with
Damages.

Mis-
cellaneous

Legal
Expenses.

Rent
of Land

and
Buildings.

Rents

of Track

and

Terminals.

Insurance.

Total
General.

Total
Operating
Expenses.

S cts.

S cts.

$ cts.

$ cts.

S cts.

$ cts.

S cts.

5,836 67
3,038 44

16,483 82
156,302 89

12,411 42
5,532 33
5,963 93
4,571 78

16,303 45

S cts.

22,797 71
4,880 70
63,666 22
895,565 45
53,944 55
28,383 52
23,915 45
28,526 39
68,190 22

1

100 00

101 00

22r64

25 00

1,540 97

4,821 75

12,666 70

79 55

208 29

506 03

13,886 88

873 34

9.

1,871 39
26,856 98

132 58

.'3i355'95
698 12
250 00

3

4

1,230 70

5

983 40

500 66

101 00

6

1,623 28

1,267 83
1,761 12
3,500 00

T

116 29

8

451 50

201 11

99 96

750 00

9

10

740 00

615 27

1,400 55
23 50

752 20
372 92

953 55

326 30

2.710 80

126 58

603 64

1,197 70

2,461 58

1,580 24

812 57

"'3^398 84
2,165 00
2,376 63

14,048 59

4,043 65

12,552 32

11,078 08

18,844 23

25,052 81

45,S9l 66

16,176 30

4,888 63

11,655 28

10,301 80

21,8o7 64

.33,496 21

240,633 19

10,108 33

70,150 65
22,782 35
108,785 94
32.117 49
74,573 43

11

r:^

1,900 00

414 00

97817

744 39
2,665 63

467 30
410 80

13

2,083 42
2,364 67

37200

3,677 78
5,272 27
8,403 05

3,469 i2

14
15

3,919 57

95,9.J0 11 16

13,666 01
2,488 30

3,179 89

223,657 21 17
76, .534 59 18

314 63

95 69

756 74
2.210 35

1 00

1306
6 00

32,436 78 19

205 18

2.52 87

9,436 14

10 00

""1,26600

30,600 56 20

59,196 02 21

162,493 47 22

9,297 93

187,249 98 23

1

2,187,190 30 24

4,523 57

1,657 22

1

1,230 78

98,848 74 25

26
27
28
'>9

931 38
1,073 92

216 19
17 55

580 34
1,702 39

239 47

10.000 00
995 12

2,159 48
6,736 62
298 74
8,513 40
1,061 72

20,121 50
30,948 75

3,955 S9
74,167 79

5,566 30
52,926 86
25.648 40
30,079 35

7,997 86
10,870 49

8,031 36
10,113 10
20,090 42

4,362 79

2.194 13

15,723 67

184,229 40

5,555 04
37,445 17

5,573 01
17,830 10

'70,315 30

1.55,934 48

41,727 25

28,991 49

'"" 25576

185 07

1

417,481 46 30

37 50

t

25,001 01 31

65,986 66 32

340 95

3,616 06

402 16

128 82

80 00

"8^52' 43
500 00

" ' 2i6'39

...... '.'.'

25 00
115 33

480 00

4,628 98
4,191 86

900 00
1,012 33

280 00
1,666 07
3,099 94
1,008 54

711 00
1,444 38

' ' ' 989 78
3.044 83
1,600 04

196,509 09 33

24 76

129 81

104,246 87 34

230 80

180 00

102,203 61 35
29,047 23 36

1,200 00
48 74

5 66

" 1^200 66

32,593 72
60,517 81
145,713 14
26,480 11
22,235 37
60,525 21
1,870,434 43
.30.147 .56

37
38
39

27 75

551 50

40

i 60

969 26
1,707 72

310 38
5,352 43

840 00

41

5.898 12

73.505 93

39 50

137

857 98
8,765 70

516 17
1,5.50 00

750 00

17,755 '94

42
43
44

5,631 73

196,182 73' 45

61,818 62i46

1

517,151 22147

1 " '

r

201,877 48

19,147 15

26,764 29

15,628 20

73,087 18

85,235 41

1,280,604 83

8,884,690 71

244

DEPARTMENT OF RAILWAYS AND CANALS

IIB JO sa«o itJiox

•8JU0 I

snoau« n'9 0 s I j^ I

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9-10 EDWARD VII., A. 1910

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RAILWAY STATISTICS

245

SESSIONAL PAPER No. 20b

MOtHMi-h — OOr-l-

; M :r M CO S5 t~ "»< •* iC «r O l^
' .-( t-H iq lO T-( i-H 50 1-HC ?Q O

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246

DEPART.]! E\r OF RAILWAYS AND CAXALS

9-10 EDWARD VII., A. 1910

I

CO

P5

Eh
O
W

o

o

eo

o>

9
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1^ <-•

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>-l?^CO'J<0:rt^X050i-HlMCO-^Owt^X(

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■3.3.2-5

RAIUVAY STATISTICS

247

SESSIONAL PAPER No. 20b

S >-l iM tS -O •*■

M © rt -T i^ c;

O rt o

00 i-i N -o » ■*

N t-M ^S'*<30

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9-10 EDWARD VII. SESSIONAL PAPER No. 20b A. 1910

i>:dex

Page.

Accidents — SumniarA- of steam railways 36-39, 212-225

electric railways 47-49

Agriculture, movement of products of 158-16.5

Aid to railways 12-15, 84-93

Average cost of running a train one mile 30

daily compensation to railway employees 34-35

haul per ton 20

journey per passenger 19

revenue from each passenger 19

ton of freight 20

per freight train mile 100-102

per passenger per mile 19, 97-99

per passenger train mile 97-99

per ton per mile 20, 100-102

Bridges — Number of 200-205

Bonds — Classification of 15, 76-83

Capital — Railway, classification of 15, 76-83

Carpenters — Number of 40

Car mileage 32, 156-157

Cars in passenger service 30, 190-192

in freight ser\-ice 30, 193-195

classification of, by capacity 32, 196-199

■ total number of. . ." " 30-32, 190-195

Characteristics of roads 200-21 1

Coal, consumption of 35-36

Collisions — Accidents caused by 37, 212-219

Commodities— Classification of .' 20, 21, 158-189

Compensation — Summary- of, paid to railway employees 41

Conductors — Number of 40

Cost of coal for locomotives 35, 36

Couphng cars — Accidents resulting from 37, 212-219

Derailments " " 37,212-219

Dominion government aid granted and paid 12, 84-93

Earnings — Gross 22-25, 94-96

Net 22, 94-96

SummarA' of, from all sources 24, 94-96

per passenger per anile 18, 97-99

per ton per mile 20, 100-102

per passenger train mile 97-99

per freight train mile 100-102

■ " per mile of road 24

■ Electric railways, summarv 48

r

250 DEl'ARTMEXT OF RAILWAYS AND CABALS

9-10 EDWARD VII., A. 1910

Page.

Kinplovecs, number of railway 40

accidents to " 37-3S, 212-219

Enginenien, number of 40

Equipment, summary of 30-32, 190-199

Expenses, general summary of 25-30, 104-149

operating per train mile 30

Express, reyenue from : 24, 97-99

J'alling from trains, accidents resulting from 212-22.5

Eatalities, total number of 39, 212-225

Firemen, total number of 40

Freight, irain mileage 32-34, 156-157

total number of tons carried 18-19, 150-155

carried one mile, tons of 19, 153-155

" carried one mile per mile of line 19

cars, bv capacity, classification of 30-32, 190-199

earnings 22-25, 153-155

reyenue 22-25, 153-155

" locomotiyes number of 31, 190-192

tonnage originating on roads 158-189

receiyed from connecting roads 158-189

Fuel for locomotiyes : 35, 36

General administration, employees assigned to 41

General expenses 26-29, 104-149

General office clerks, number of 40

Gross earnings 22-25, 94-90

Haul, ayerage per ton 20

High^yay crossings, accidents at 39, 40, 212-225

Journey per passenger, ayerage.

19

Leased cars, number of 190-195

Line of proprietary companies. . .- 62-69

Line operated under contract 62-69

lease 62-69

trackage rights 62-69

Ix)cation of raihyays 51-61

Locomotiyes, classification of 30, 31, 190-192

per mile of line 31

Machinists, number of 40

Mails — Revenue from carrying 24, 97-99

Maintenance of equipment, expenditures charged to 25-29, 104-149

Maintenance of way and structures, expenditures charged to 25-29, 104-149

Manufactures, moyement of 19, 158-189

Men employed on railways 40

^lerchandise. movement of 19, 158-189

Mileage 8,9,62-69

" classification of, by tracks 62-69

classification of, by provinces 9, 70-* 5

single track 62-69

I

INDEX 251

SESSIONAL PAPER No. 20b

Page.

Mileage second track 62-69

" all tracks 62-69

" yard tracks and sidings 62-69

Mines, ir.ovenient of products of 19, 158-189

Miscellaneous obligations 76-83

Municipal aid, granted and paid 12, 84-93

Net earnings 22, 94-96

Obligations, equipment trust 76-83

Operating expenses 25-30, 104-149

Other earnings, from freight service 100-102

from passenger service 94-99

Other employees, accidents to 38, 212-225

Overhead obstructions, accidents due to 212-225

Passengers, average journey per '19

total number carried 18, 150-152

accidents to 36, 39, 212-225

Passenger cars, number of 30, 31, 190-192

cars, classification of 190-195

earnings 23 94-96

locomotives .' 190-192

revenue 18-19, 94-96

earnings per train mile 94-96

train mileage 18, 19

Pro})rietary companies, lines of 62-69

Products of agriculture, movement of 158-189

animals, movements oT 158-189

forests, movements of 158-189

mines, movements of 158-189

Provincial government, aid granted and paid 12, 84-93

Public service of railways 17

Raihvav accidents 36-39, 212-225

•■ ' classification of '. . . 36-39, 212-225

comparative summary of 36-39

Revenue, average from each nassenser carried 19

from each ton of freight carried 20

Second track, number of miles of 62-69

Section foremen, number of 40

Sidings, yard track, mileage of 62-69

Single-track, number of miles of 8, 9, 62-69

Station agents, number of 40

Station men, accidents to 212-225

Stations, accidents at 212-225

Stocks, total amount of railway 15, 76-83

Struck by trains or cars, accidents due to 37, 212-225

Subsidies, total amount paid 12-15, 84-93

Dominion Government 12-15, 84—93

Provincial Governments 12-15, 84-93

Subsidies, municipalities 12-15^ 84-93

Summarv of statistics 1-48

252 DEPARTMENT OF PAILWAYS AND CANALS

9-10 EDWARD VII., A. 1910

Page.

Table 1 , location of railways 51-61

2, railway mileage 02-69

3, railway mileage in provinces 70-75

4, railv'ay cai)ital 70-83

5, aid to railways . ■. 84-93

6, income account 94-96

7, earnings 97-102

S, classification of operating expenses 104-149

9, simimary of passengers and tons, carried 150-155

10, train mileage 156-157

1 1 , summary of freight traffic 158-189

12, summary of etjuipment 190-195

13, sununary of cars in freight service — by capacity 196-199

14, characteristics of roads 200-211

15, summary of accidents 212-225

Taxation of railways 41-42

Telegraph operators and dispatchers, number of 40

accidents to 38, 212-225

Ton. average haul per 20

Tons carried, total number of 18-19, 150-155

one mile lS-19, 150-155

one line per mile of line 20

Trackage rights, mileage operated under 62-69

Traffic.\ 18-20

Trainmen, number of 40

accidents to ' 38, 212-225

Train, mileage, freight 32-34, 156-157

passenger 32-34, 156-157

Trestles, number of ". 200-211

Trespassing and non-trespassing, accidents due to 36, 212-226

Tunnels, number of 200-21 1

Watchmen, switch tenders, &c., number of 40

accidents to 38, 212-225

Way and structures, maintenance of, expenditures charged to 27, 104-149

Yard track and sidings, mileage of 62-69

9-10 EDWARD VII, SESSIONAL PAPER No. 20c

A. 1910

FOURTH REPORT

OF THE

BOARD OF RAILWAY COMMISSIONERS

FOR CANADA

FOR THE YEAR EXDIXG MARCH 31

1909

PRlj^TbD BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY C. H. PARMELEE, PRINTER TO THE KIXG'S MOST

EXCELLENT MAJESTY

1909

[No. 20c— 1910.]

9-10 EDWARD VII. SESSIONAL PAPER No. 20c A. 19 I J

BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Hon. J. P. Mabee, Lhief Commissioner.
D'Abcy Scott, Assistant Chief Commissioner.
Hon. M. E. Beenier, Deputy Chief Commissioner.
Jas. Mills, Commissioner.
S. J. McLean, Commissioner.

A. D. Cartwright, Secretary.

9-10 EDWARD VII. SESSIONAL PAPER No. 20c A. 1910

CONTENTS.

Page.

Amendment to the Railway Act 1

Amendment to the Railway Act as respects the constitution of the Board of

Railway Commissioners 0

Practice and Procedure 9

General Regulations affecting Highway Crossings 0

Public Sittings of the Board 10

Uniform Bill of Lading 10

Passenger Rates 12

Complaint of the Predericton, N.B., Board of Trade 1^'

Complaint of the City of Chatham 13

Interswitching 14

Winnipeg Rate Case 16

Brampton Commutation Ticket Case 17

Proposed Uniform Code for Canadian Railways, Train Rules 18

Cartier and Sarnia Tunnel. Stop-overs on Western Grain 21

Car Shortage • 22

Form of Release for Freight shipped to Flag Stations 22

Investigation of Express Companies 22

Toronto Union Station and Proposed Viaduct 25

i2e Telephone Rates 26

i2e Railway Fencing and Cattle Guards 27

Robertson and 'the Grand Trunk Railway Company 31

Protection of Highway Crossings by Electric Bells 32

Equipment of jSTon-Platform Cars with Operating Levers 32

Smoke Nuisance 32

Equipment of Cars with Air Brakes. ; 33

Equipment of Passenger Coaches with Fire Extinguishers 34

Protection of Bridges 34

Lighting of Railway Cars 35

Judgments of the Board 37

Routine Work of the Board 37

Record Department 37

Informal Complaints 38

Secretary's Department 38

Traffice Department 39

Engineering Department 39

Accident Department 39

Appointment of Inspectors to Provinces 39

Offices of the Board 40

Commission 40

vi RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

APPENDICES.

Page.

A. — Staff of the Board of Eailway Commissioners for Canada for the year

ending March 31, 1909 42

B.— Report of the Chief Traffic Officer of tlie Board 45

C. — List of Applications heard at Public Sittings of the Board covering the

Period from April 1, 1908, to March 31, 1909 55

D. — Principal Judgments delivered by the Board from February 1, 1904 to

March 81, 1909 142

Index to Appendix D 383

E. — Informal Complaints filed with Board during the year ending March 31,

1909 308

F. — List of Inspections made by the Engineering Department of the Railway

Commission, April 1, 1908, to March 31, 1909, inclusive 326

G.— Report of the Inspector of Accidents of the Board 340

H. — Rules and Regulations of the Board 358

I, — Catalogue of Books in Library of the Board of Railway Commissioners for

Canada 375

9-10 EDWARD VII. SESSIONAL PAPER No. 20c A. 1910

REPORT

OF THE

BOARD OF RAILWAY COMMISSIONERS FOR CANADA

Ottawa, March 31, 1909.
To His Excellency the Governor in Council.

Pursuant to the provisions of section 62 of the Railway Act, the Board of Rail-
way Commissioners for Canada has the honour to submit its fourth report for the
year ending March 31, 1909.

Since the submission of the Board's last report, the Railway Act has been
amended in certain important particulars under and by virtue of chapter 61-7-8,
Edward VII., entitled ' An Act to amend the Railway Act with respect to telegraphs
and telephones and the jurisdiction of the Board of Railway Commissioners'; and
also by chapter 62-7-8, Edward VII. of the Dominion statutes, entitled ' An Act to
amend the Railway Act with respect to the constitution of the Board of Railway
Commissioners.'

The following are the amendments above referred to : —

7-8 EDWARD VII.

Chap 61.

An Act to amend the Railway Act with respect to Telegraphs and Telephones and
the jurisdiction of the Board of Railway Commissioners.

Assented to 20th July, 1908.

His Majesty, by and with the advice and consent of the Senate and House of
Commons of Canada, enacts as follows : —

PART I.

1. In this part, unless the context otherwise requires. —

(a) ' Board ' means the Board of Railway Commissioners of Canada ;

(&) ' company ' means a railway company or person authorized to construct or
operate a railway, having authority to construct or operate a telegraph or telephone
system or line, and to charge telegraph or telephone tolls, and includes also telegraph
and telephone companies and every company and person within the legislative

20e— 1

2 HAIUVAY COMMISSIOyERS FOR VAXADA

9-10 EDWARD VII., A. 1910

authority of the Parliament of Canada having power to construct or operate a tele-
graph or telephone system or line, ancl to charge telegraph or telephone tolls;

(c) ' special Act ' means any Act tinder which the company has authority to
construct or operate a telegraph or telephone system or line, or which is enacted with
special reference to any such system or line, and any letters patent constituting a
company's authority to construct or operate a telegraph or telephone system or line,
granted under any Act, and the Act under which such letters patent were granted,
and includes The Telegraphs Act and any general Act relating to telegraphs or
telephones ;

(d) 'telegraph' includes wireless telegraph;

(e) 'telegraph toll' means and includes any toll, rate or charge to be charged
by the company to the public or to any person for the transmission of messages by
telegraph.

2. The board shall have jurisdiction to inquire into, hear and determine any appli-
cation by or on behalf of any party interested complaining that any company or
person has failed to do any act, matter or thing required to be done by The Eailway
Act or this Part or the special Act, or by any regulation, order or direction made
thereunder by the Governor in Council, the Minister, the Board or any other autho-
rity, or that any company or person has done or is doing any act, matter or thing
contrary to or in violation of The Eailway Act or this Part or the special Act, or
any such regulation, order or direction, or requesting the Board to make any order,
or give any direction, sanction or approval which by law it is authorized to make or
give, or with respect to any matter, act or thing which by The Eailway Act or this
Part or the special Act or by any such regulation, order or direction is prohibited,
sanctioned or required to be done.

2. The Board may order and require any company or person to do forthwith,
or within or at any specified time, and in any manner prescribed by the Board, so
far as is not inconsistent with The Eailway Act or this Part or the special Act, any
act, matter or thing which such company or person is or may be required or authorized
to do under the said Acts or any of them or this Part, and may forbid the doing or
continuing of any act, matter or thing which is contrary to the said Acts or any of
them or this Part; and shall, for the purposes of this Part, have full jurisdiction to
tear and determine all matters whether of law or of fact.

3. The Board may make orders and regulations with respect to any matter, act
or thing which by The Eailway Act or this Part or the special Act is sanctioned or
required to be done or prohibited, and generally for carrying the said Acts and this
"Part into effect

2. The Board may, by regulations, prescribe penalties when not prescribed by the
Eailway Act or this Part or the special Act, to which every company or person which
or who offends against any regulation made under this section shall be liable; pro-
vided that no such penalty shall exceed one hundred dollars.

3. The imposition of any such penalty shall not lessen or affect any other lia-
Taility which any company or person may have incurred.

4. Notwithstanding anything in any Act heretofore passed by Parliament, all
telegraph and telephone tolls to be charged by the company shall be subject to the
approval of the Board.

2, The company shall file with the Board tariffs of any telegraph or telephone
tolls to be charged, and such tariffs shall be in such form, size and style and give
such information, particulars and details as the Board, from time to time, by regu-
lation, or in any particular case, prescribes, and the company shall not charge, and
shall not be entitled to charge, any telegraph or telephone toll in respect of which
there is default in such filing, or which is. disallowed by the Board; provided that any
company, previous to the first day of May, one thousand nine hundred and eight,
charging telegraph or telephone tolls may, without such filing and approval, for a

REPORT OF THE COilMIS^^IOXERS 3

SESSIONAL PAPER No. 20c

period of four months after this Part comes into force, or for such further period as
the Board allows, charge such telegraph or telephone tolls as such company (was
immediately previous to the said date authorized by law to charge, unless in the
meantime the Board in the case of any company disallows any of such tolls.

3. Such telegraph and telephone tariffs may be dealt with by the Board in the
same manner as is provided by The Eailway Act, with respect to standard freight
tariffs; and all the provisions of The Eailway Act, except as to publication under
section 339 thereof, applicable to companies thereunder with respect to standard
freight tariffs and tolls, shall, in so far as they are applicable and not inconsistent
with this Act, apply to the company with respect to such telegraph and telephone
tariffs and tolls.

4. The Board may, by regulation or otherwise, determine and prescribe the
manner and form in which any tariff or tariffs of telegraph or telephone tolls shall
be published or kept open for public inspection.

5. When ever any company or any province, municipality or corporation, having
authority to construct and operate, or to operate, a telephone system or line and to
charge telephone tolls, whether such authority is derived from the Parliament of
Canada or otherwise, is desirous of using any long-distance telephone system or line
owned, controlled or operated by any company, in order to connect such long-distance
telephone system or line with the telephone system or line operated or to be operated
by such first mentioned company or by such province, municipality or corporation
for the purpose of obtaining direct communication, whenever required, between any
telephone or telephone exchange on the one telephone system or line and any tele-
phone or telephone exchange on the other telephone system or line, and cannot agree
with the company with respect to obtaining such u^e, connection or communication,
such first mentioned company or province, municipality or corporation may apply to
the Board for relief, and the Board may order the company to provide for such use,
connection or communication, upon such terms as to compensation as the Board deems
just and expedient, and may order and direct how, when, where, by whom, and upon,
what terms and conditions such use, connection or communication shall be had, con-
structed installed, operated and maintained.

6. Upon any such application the Board shall, in addition to any other con-
sideration affecting the case, take into consideration the standards, as to efficiency
and otherwise, of the apparatus and appliances of such telephone systems or lines, and
shall only grant the leave applied for in case and in so far as, in view of such stand-
ards, the use, connection or communication applied for can, in the opinion of the
Board, be made or exercised satisfactorily and without undue or unreasonable injury
to or interference with the telephone business of the company.

7. Where the telephone system or line operated by the company is used or con-
nected, for purposes of communication as aforesaid, with the telephone system or line
operated by another company or by any such province, mxmicipality or corporation,
whether the authority of such province, municipality or corporation to construct and
operate or to operate such telephone system or line is derived from the Parliament of
Canada or otherwise, and whether such connection or communication has been pre-
viously or is hereafter established either by agreement of the parties or under aa
order of the Board, the provisions of The Eailway Act with respect to j'oint tariffs, in
so far as they are applicable and not inconsistent with this part or the special Act,
shall apply to such company or companies and to such province, municipality or cor-
poration; and the Board shall have, for the enforcement of its orders in this respect,
in addition to all other powers possessed by it therefor, the power to order a discon-
tinuance of such connection or communication between such different telephone sys-
tems or lines.

8. All contracts, agreements and arrangements between the company and any
other company, or any province, municipality or corporation having authority to con-
struct or operate a telephone system or line, whether such authority is derived from

20e— li

4 RAILWAY COilillSSIOyERS FOR CANADA

9-10 EDWARD VII., A. 1910

the Parliament of Canada or otherwise, for the regulation and interchange of tele-
phone messages or service passing to and from their respective telephone systems and
lines, or for the division or apportionment of telephone tolls, or generally in relation
to the management, working or operation of their respective telephone systems or
lines, or any of them, or any part thereof, or of any other systems or lines operated
in connection with them or either of them, shall be subject to the approval of the
Board, and shall be submitted to and approved by the Board before such contract,
agreement or arrangement shall have any force or effect.

5. The several provisions of The Kailway Act with respect to the jurisdiction of
the Board, practice and procedure upon applications to the Board, appeal to the
Supreme Court or the Governor in Council, offences and penalties, and the other pro-
visions of the said Act (except sections 9, 79 to 243, both inclusive, 250 to 289, both
inclusive, 294 to 314, both inclusive, 348 to 354, both inclusive, 361 to 396, both inclu-
sive, 405 to 431, both inclusive), in so far as reasonably applicable and not inconsistent
with this part or the special Act, shall apply to the jurisdiction of the Board and the
exercise thereof, created and authorized by this Act, and for the purpose of carrying
into effect the provisions of -this Part according to their true intent and meaning and
shall apply generally to companies within the purview of this Part.

2. In and for the purposes of such application: —
(a) ' company ' shall mean a company as above defined ;

(6) ' railway ' shall mean all property real and personal and works forming part
of or connected with the telegraph or telephone system or line of the company;

(c) 'toll ' or 'rate' shall mean telegraph or telephone toll;

(d) ' traffic ' shall mean the transmission and other dealings with telegraphic and
telephonic messages.

6. Sections 355 to 360 of The Eailway Act, both inclusive, are repealed.

7. This Part shall come into force upon proclamation of the Governor in Council.

Part II.

8. The Eailway Act is amended by inserting the following section immediately
after section 26: —

26a. Where it is complained by or on behalf of the Crown or any municipal or
other corporation or any other person aggrieved, that any company has violated or
committed a breach of an agreement between the complainant and the company — or
by any company that any such municipal or other corporation or person has violated
or committed a breach of an agreement between the company and such corporation or
person, — for the provision, construction, reconstruction, alteration, installation, oper-
ation, use or maintenance by the company, or by such municipal or other corporation
or person, of any structure, appliance, equipment, works, renewals or repairs upon or
in connection with the railway of the company, the Board shall hear all matters relat-
ing to such alleged violation or breach, and shall make such order as to the Board may
seem, having regard to all the circumstances of the case, reasonable and expedient,
and in such order may in its discretion direct the company, or such municipal or other
corporation or person, to do such things as are necessary for the proi)er fulfilment of
such agreemei\t, or to refrain from doing such acts as constitute a violation or a
breach thereof.

' 2. The Board may take such stei>s and employ such persons as are necessary for
the proper enforcement of such order, and in pursuance thereof may forcibly or other-
wise enter upon, seize and take possession of the whole or part of the railway, and the
real and i)ersonal property of the company, together with its books and offices, and
may, until such order has been enforced, assume and take over all or any of the powers,
duties, rights and functions of the directors and officers of the company, and supervise
and direct the management of the company and its railway in all respects, including

REPORT OF TEE COMillSSIOXERS 5

SESSIONAL PAPER No. 20c

the employment and dismissal of officers and servants of the company for such time
as the Board continues to direct such management.

' 3. Upon the Board so taking possession of the railway and property of the
company, it shall be the duty of every officer and employee of the company to obey
the orders of the Board or such person or persons as it places in authority in the
management of any or all departments of the railway.

'4. The Board may, upon so taking possession of such railways and property,
determine, receive and pay out all moneys due to or owing by the company, and
give cheques, acquittances and receipts for moneys to the same extent and in as full
and ample a manner as the proper officers of such company could do if no such order
as aforesaid had been made.

' 5. Cheques, acquittances or receipts so given by the Board shall be a defence
to any action that may afterwards be brought by the company against the persons
paying over the money for which such cheques, acquittances or receipts were given.

* 6. The Board and the members thereof, and its officers and employees, shall
not be liable to any action for any act done by them under the authority of this
section.

' 7. The cost and expenses of and incidental to proceedings to be taken by the
Board under this section shall be in the discretion of the Board, and Board may
direct by whom and to what extent they shall be paid.

_ * 8. The certificate of the Board as to the amount of such costs and expenses
shall be final.'

9. Paragraph (30) of section 2 of the said Act is repealed and the following is
substituted therefor : —

' (30) ' toll ' or ' rate ' means and includes any toll, rate, charge or allowance
charged or made either by the company, or upon or in respect of a railway owned
or operated by the company, or by any person on behalf or binder authority or con-
sent of the company, in connection with the carriage and transportation of passen-
gerSj^ or the carriage, shipment, transportation, care, handling or delivery of goods,
or for any service incidental to the business of a carrier; and includes also any toll,
rate, charge or allowance so charged or made in connection with rolling stock, or
the use thereof, or any instrumentality or facility of carriage, shipment or transpor-
tation, irrespective of ownership or of any contract, expressed or implied, with respect
to the use thereof; and includes also any toll, rate, charge or allowance so charged or
made for furnishing passengers with beds or berths upon sleeping cars, or for the
collection, receipt, loading, unloading, stopping-over, elevation, ventilation, refriger-
ating, icing, heating, switching, ferriage, cartage, storage, care, handling or delivery of,
or in respect of, goods transported, or in transit, or to be transported; and includes
also any toll, rate, charge or allowance so charged or made for the warehousing of
goods, whan age or demurrage or the like, or so charged or made in connection with
any one or more of the above-mentioned objects, separately or conjointly.'

10. Section 284 of the said Act is amended by adding at the end thereof the
following subsection: —

' 8. The Board may make regulations, applying generally or to any particular
railway or any portion thereof, imposing charges for default or delay by any com-
pany in furnishing accommodation, appliances, or means as aforesaid, or in receiving,
loading, carrying, unloading or delivering traffic, and may enforce payment of such
charges by companies to any person injuriously affected by such default or delay;
and any amount so received by any i)erson shall be deducted from the damages
recoverable or recovered by such person for such def aiilt or delay ; and the Board may,
by order or regulation, determine what circumstances shall exempt any company frcmi
payment of any such charges.'

6 RAILWAY COMMISaiOyEKS FOR CAXADA

9-10 EDWARD VII., A. 1910

11. Section 314 of the said Act is repealed and the following is substituted
therefor : —

' 314. The company, or the directors of the company, by by-law, or any officer
of the company thereunto authorized by by-law of the company or directors, may
from time to time prepare and issue tariffs of the tolls to be charged in respect of
the railway owned or operated by the company, and may specify the persons to whom,
the place where and the manner in which such tolls shall be paid.

* 2. The tolls may be either for the whole or for any particular portion of the
railway.

' 3. All such by-laws shall be submitted to and approved by the Board.

' 4. The Board may approve such by-laws in whole or in part, or change, alter
or vary any of the provisions therein.

' 5. No tolls shall be charged by the company or by any person in respect of a
railway or any traffic thereon until a by-law authorizing the preparation and issue
of tariffs of such tolls has been approved by the Board, nor unless otherwise autho-
rized by this Act, until a tariff of such tolls has been filed with, and, where such
approval is required under this Act, approved by, the Board; nor shall any tolls be
charged under any tariff or portion thereof disallowed by the Board; nor shall the
company charge, levy or collect any toll or money for any service as a common
carrier, except under the provisions of this Act.

' 6. The Board may, with respect to any tariff of tolls, other than the passenger
and freight tariffs in this Act hereinafter mentioned, make regulations fixing and de-
termining the time when, the places where, and the manner in which, such tariffs
shall be filed, published and kept open for public inspection.'

12. Section 237 of the said Act is amended by inserting the words ' the railway
be carried over or under the highway or that,' immediately after the word ' that ' in
the fourth line of subsection 2 of the said section, and by inserting the words ' the
railway to be carried over or under the highway or ' immediately after the word ' or-
ders ' in the first line of subsection 5 of the said section.

13. Section 241 of the said Act is amended by inserting the words ' by which any
railway is cai-ried over or under any highway or ' immediately after the word ' struc-
ture ' in the first line of the said section.

7-S EDWARD VII.

CHAPTER 62.

An Act to amend the Railway Act as respects the constitution of the Board of
Railway Commissioners.

(Assented to July 29, 1908).

His Majesty, by and with the advice and consent of the Senate and House of
Commons of Canada, enacts as follows: —

1. Subsection 1 of section 10 of The Railway Act, chapter 37 of the Revised
Statutes, 1906, is repealed and the following subsection is substituted therefor: —

' 10. There shall be a commission known as the Board of Railway Commissioners
for Canada, consisting of six members appointed by the Governor in Council,'

2. Subsection 5 of the said section 10 is repealed and the following is substituted
therefor : —

5. One of such commissioners shall be appointed by the Governor in Council,
chief commissioner, and another of them assistant chief commissioner of the Board.

(a) Any person may be appointed chief commissioner or assistant chief commis-
sioner who is or has been a judge of a superior court of Canada or of any province of

REPORT OF THE COMMISSIONERS 7

SESSIONAL PAPER No. 20c

Canada, or who is a barrister or advocate of at least ten years' standing at the bar of
any such province.

(b) The chief commissioner shall.be entitled to hold the office of chief commis-
sioner, and the assistant chief commissioner the office of assistant chief commissioner
or that of chief commissioner, so long as they respectively continue to be members of
the Board.

(c) The assistant chief commissioner shall have all the powers of the chief com-
missioner; but such powers shall not be exercised by him except in the absence of the
chief commissioner, and whenever he has acted it shall be conclusively presumed that
he so acted in the absence or disability of the chief commissioner within the meaning
of this section.'

3. Section 12 of the said Act is repealed and the following is substituted there-
for: —

12. In case of the absence of the chief commissioner and the assistant chief com-
missioner, or of their inability to act, the deputy chief commissioner shall exercise the
powers of the chief commissioner for him or in his stead, and in such case, all regu-
lations, orders and other documents signed by the deputy chief commissioner shall
have the like force and effect as if signed by the chief commissioner.

' 2. Whenever the deputy chief commissioner appears to have acted for or instead
of the chief commissioner, it shall be conclusively presumed that he so acted in the
absence or disability of the chief commissioner and of the assistant chief commis-
sioner within the meaning of this section.'

4. Section 13 of the said Act is rei^ealed and the following is substituted there-
for:—

13. Two commissioners shall form a quorum, and not less than two commissioners
shall attend at the hearing of every case : Provided that

(a) in any case where there is no opi)osing party and no notice to be given to any
interested party, any one commissioner may act alone for the Board; and

' (b) the Board, or the Chief Commissioner, may authorize any one of the Com-
missioners to report to the Board upon any question or matter arising in connection
with the busine.ss of the Board, and when so authorized such commissioner shall have
all the powers of two commissioners sitting together for the purpose of taking evi-
dence or acquiring the necessary information for the purpose of such report, and
upon such report being made to the Board, it may be adopted as the order of the
Board, or otherwu.se dealt with as to the Board seems proper.

' 2. The chief commissioner, when present, shall preside, and the assistant chief
commissioner, iwhen present, in the absence of the chief commissioner, shall preside,
and in the opinion of either of them upon any question arising when he is presiding,
which in the opinion of the commissioners is a question of law, shall prevail.

' 3. No vacancy in the Board shall impair the right of the remaining commis-
sioners to act.'

5. Section 15 of the said Act is repealed, and the following is substituted there-
for:—

' 15. jSTo commissioner or officer of the Board shall, directly or indirectly, —

* (a) hold, purchase, take or become interested in, for his own behalf, any stock,
share, bond, debenture or other security, of any railway company subject to this Act;
or, —

' (6) have any interest in any device, appliance, machine, patented process or
article, or any part thereof which may be required or used as a part of the equip-
ment of railways or of any rolling stock to be used thereon.

' 2. If any such stock, share, bond or other security, device, appliance, machine,
patented process or article or any part thereof or any interest therein, shall come to
or vest in any commissioner or officer of the Board by will or succession for his own
benefit, he shall, within three months thereafter, absolutely sell and dispose of the
same or his interest therein.'

8 RAILWAY COMMISSIOyERS FOR CAXADA

9-10 EDWARD VII., A. 1910

6. The said Act is amended by insorting the following section immediately after
section 19: —

' 19a. The Board may hold more than one sitting at the same time.'

7. Section 18 of the said Act is amended by adding thereto the following sub-
section : —

' 2. The Governor in Council, upon the recommendation of the Minister, may
establish at any place or places in Canada such office or offices as are required for
the Board, and may provide therefor the necessary accommodation, furnishings,
stationery and equipment.'

8. Section 29 of the said Act is repealed, and the following is substituted there-
for : —

' 29. The Board may re-hear any application before deciding it, or may review,
rescind, change, alter, or vary any order of decision made by it.'

9. Subsection 1 of section 35 of the said Act is repealed, and the following is
substituted therefor : —

' 35. The chief commissioner shall be paid an annual salary of ten thousand
dollars, the assistant chief commissioner an annual salary of nine thousand dollars,
and each of the other commissioners an annual salary of eight thousand dollars.'

10. The said Act is amended by inserting the following section immediately after
section 41 : —

41a. There shall be kept in the office of the secretary of the Board a book, to be
called the agents' book, in which every railway company to which this Act in whole
or in part applies, shall enter its name and the place of its head office, and the name
of an agent at Ottawa and his place of business or some other proper place within
Ottawa where he may be served for the company with any notice, summons, regula-
tion, order, direction, decision, reix)rt or other document.

' 2. Service on the company may be effected, unless the Board otherwise
directs, by delivering the documents or a copy thereof to the person entered by the
company as its agent or at its place of residence, or to any member of his household,
or at his place of business, or such other place as aforesaid, to any clerk or adult per-
son in his employ.

' 3. Where at the time of attendance to serve any document the place of business
or other place aforesaid is closed or no one is in attendance therein for receiving
service, service of the document may be effectively made by mailing the same at any
time during the same day, addressed to the agent at such place of business or other
place, by registered letter, postage prepaid, and the service shall be deemed to have
been effected at the time of attendance for service.

'4. Where any such company has not caused the required entry to be made in
the agents' book the posting up of the document to be served in the office of the
secretary of the Board shall be effective service upon the company unless the Board
otherwise directs.

' 5. The Board may in any case give directions that the fact of service upon an
agent and the nature of the document served shall be communicated to the company
by telegraph.'

11. Section 62 of the said Act is repealed and the following is substituted there-
for:—

62. The Board shall within three months after the thirty-first day of March in
each year, make to the Governor in Council through the Minister, an annual report,
for the year next preceding the thirty-first day of March, showing briefly : —

(a) applications to the Board and summaries of the findings thereon under this
Act;

(h) summaries of the findings of the Board in regard to any matter or thing res-
pecting which the Board has acted of its own motion, or upon the request of the
Minister ;

REPORT OF THE COilillSSIOyERS 9

SESSIONAL PAPER No. 20c

(c) such other matters as appear to the Board to be of public interest, in connec-
tiou with the i)ersons, companies and railways, subject to this Act; and

(d) such matters as the Governor in Council directs.

' 2. The said report shall be laid before both Houses of Parliament during the first
fifteen davs of the then next session of Parliament.'

PKACTICE AXD PEOCEDURE.

Several changes and alterations have been made in the Eules and Regulations of
the Board and among the more important changes are the following: —

Rule 1 is rescinded and the following substituted therefor : —

1. Regular sittings of the Board will be held at the Court Room, Ottawa, at 10
a.m., on the first Tuesday of every month, for the hearing of matters, applications or
complaints.

(a) In addition to its regular sittings, the Board may appoint special sittings at
Ottawa or elsewhere.

7. Rule 7 is amended by adding thereto the following: —

' 7. (a) Any party to any matter, application or complaint pending before the
Board may set the same down for hearing at the next monthly sitting of the Board,
upon giving at least ten days, or such shorter notice as the Board may order, to all
parties interested.

(fc) When contested matters, applications or complaints are ready for hearing,
and are not at once set down by any party interested, the Secretary shall set the same
down for the first sittings commencing after the expiration of ten days (or such
shorter notice as the Board may order) from the date of such setting down.

(c) "When a matter, application or complaint is set down for hearing by the Sec-
retary, he shall give ten days' notice of hearing (or such shorter time as the Board
may order) to all parties interested.'

GENERAL REGULATIONS AFFECTING HIGHWAY CROSSINGS.

1. That, unless otherwise ordered by the Board, the width of approaches to rural
railway crossings over highways be^twenty feet road surface on concession and main
roads and sixteen feet on side and bush roads.

2. That a strong, substantial fence or railing, four feet six inches high, with a
good post-cap (four inches by four inches), a middle piece of timber (IJ inches by 6
inches), and a ten-inch board firmly nailed to the bottom of the posts to prevent snow
from blowing off the elevated roadway, be constructed on each side of every approach
to a rural railway crossing where the height is six feet or more above the level of the
adjacent ground — leaving always a clear road-surface twenty feet wide.

3. That the width of approaches to rural railway crossings made in cuttings be
not less than twenty feet clear from bank to bank.

4. That, unless otherwise ordered by the Board, the planking or paving blocks or
broken stone topped with crushed rock screenings, on rural railway crossings over
highways (between the rails and for a width of at least eight inches on the outer
sides thereof) be twenty feet long on concession and main roads and sixteen feet on
side and bush roads.

Thi Rules and Regulations sanctioned bv the Board will be found in Appendix
• H.'

10 RAILWAY COilillSi^IOyEKS FOR C AX AD A

9-10 EDWARD VII., A. 1910

PUBLIC SITTINGS OF THE BOARD.

Public Sitting-s of the Board between April 1, 1908, and March 81, 1909.

Province of Ontario —

Chatham— October 20, 21.

Fort William— July 21.

Grimsby— February 12, 1909.

Hamilton — October 13.

London — February 25, 1909.

Ottawa— April 9,22, 23,24; May 5; June 2,4,18, 23,24; July 14,15; Sep-
tember 1, 2, 3 ; October 6, 7, 8 ; November 3, 4, 19 ; December 1 ;
January 5, 11, 12, 13, 1909; February 2, 16, 1909; March 9, 18,
1909.

Toronto— May 18, 19,20, 21; November 10,11, 12,13; December 7,8, 9,10,
11,14, 15,16, 17, 18; January 14,15, 27,28, 1909.

Province of Quebec —

Montreal— May 12, 13 ; December 22, 23 ; January 5, 6, 7, 8, 1909.
Sherbrooke— March 19, 1909.

Province of New Brunswick —

St. John— January 18, 19.

Province of Manitoba —

Winnipeg— September 14, 15, 16, 17; February 1, 2, 3, 4, 5, 6, 8, 9, 1909;
March 10, 11, 1909.

Province of Saskatchewan —

Regina— February 11, 12, 1909.
Saskatoon — September 23.

Province of Alberta —

Calgary, February 17, 18, 1909.
Edmonton— February 19, 20, 1909.
Lethbridge— March 8, 1909.
Medicine Hat — February 15, 1909.

Province of British Columbia —
Nelson— March 5, 1909.
Vancouver— February 23, 24, 25, 1909.
Victoria— February 27, 1909.
Vancouver — February 27, 1909.

The total number of public sittings was 99, at which 736 applications were heard.
A list of which will be found in Appendix ' C

Among the more important matters dealt with by the Board at the Sittings above
mentioned, special attention might be directed to the following: —

UNIFORM BILL OF LADING.

This important matter has received the further consideration of the Board and
the following circular letter was sent out to the various Boards of Trade and kindred
organizations, suggesting that the shippers appoint a committee to meet the committee
of the carriers that adopted the contract submitted to them. The following is the cir-
cular : —

REPORT OF THE COMillSSIOXERS 11

SESSIONAL PAPER No. 20c

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Ottawa, Ont., April 24, 1908.
Re Bill of Lading.

' Dear Sir, — In March, 1905, complaint was made to this Board regarding the
form of bills of lading in use by the railways and which had been temporarily approved
in October, 1904. The complaint came from the Canadian Manufacturers' Associa-
tion, and was afterwards supported by the Bankers' Association, by various Boards of
Trade, merchants, and shippers throughout the country. After much delay, in Feb-
ruary, 1907, a draft bill of lading was submitted by a select committee appointed by
the railway companies, and this was printed and distributed among those interested
in the matter, the result being that the Board received from various shippers and
business parties throughout the Dominion a variety of suggestions as to changes and
modifications that should be made. The Winnipeg Jobbers' and Shippers' Association
submitted a form and afterwards requested that it be withdrawn. There does not
appear from all the mass of correspondence and suggestions, any concerted idea of
what would, from the shipi)ers' point of view, be a fair contract; on the other hand,
the proposition of the railways has been before the Board since February, 1907.

' There seems to be no reason why this matter should not be dealt with, three years
having elapsed, and not much progress made. The letters and circulars from the
shippers and those interested, from their standpoint, contain such divergent ideas that
the matter is left in a most difiicult and complicated position for the Board to deal
with.

' When the question of a uniform bill of lading was before the Interstate Com-
merce Commission, upon the complaint of the Illinois Manufacturing Association,
much the same diversity of opinion existed among the shippers, and the Commission
suggested that, the matter being one for negotiation between the various conflicting
interests, a joint committee of the carriers and shippers should be formed wih the view
of adjusting the points in dispute. The result was that a contract was ultimately
agreed upon.

' The Board is of the opinion that a similar course may produce good results in
the present instance, and suggests that the shippers appoint a committee to meet the
committee of the carriers that adopted the contract submitted by them. This should
produce —

' First, i^.nanimous agreement among the shippers as to what is deemed from their
standpoint to be a fair contract; and

' Second, adjustment of many, if not all, of the terms of the contract.

' This circular is being sent to all the persons and associations that have corres-
ponded with the Board upon the subject, with the suggestion that arrangements be at
once made between them for the appointment of a small committee to meet, with as
little delay as possible, the committee representing the railways.

' This committee of the shippers should be clothed with authority to represent all
their interests; there should be a secretary to this committee, with whom correspond-
ence with this Board may be carried on, and the delay and labour of corresponding
direct with the various persons and associations saved.

' The Board will be pleased to learn that immediate steps are taken upon the
above lines, to facilitate its dealing with this matter, and will grant a special sitting
at any time to hear the parties intei-ested, or deal with any counter siiggestions, either
from the shippers or the railways.

' Mr. W. E. Foster, of the Grand Trunk Railway Company, Montreal, is the secre-
tary of the sub-committee representing the railway interests.

' Yours truly,

' J. P. MABEE.
/ 'Chief Commissioner, B.R.C

12

RAILWAY C0J/.1//.S>70-\£'A'.V FOR CAXADA

9-10 EDWARD VII., A. 1910

As a result of this communication, a special committee reprcsenting the business
communities; that is to say, the Boards of Trade and similar bodies throughout the
Dominion, was named and after several meetings a conference was had between the
representatives of the shippers and the railways in the rooms of the Canadian Manu-
facturers Association, Toronto, on March 22 and 23, 1909, and the Board understands
that considerable progress was made towards coming to an agreement. There were,
however, certain points of difference which are to be taken up on a date to be fixed in
April next when it is hoped that sufficient progress will be made to enable the matter
to be dealt with by a special hearing as suggested in the above circular of April 24,
1908.

PASSENGER RATES.

As stated in the report of the Board for the year ending March 31, 1909, a
circular letter was sent to all the railway company's subject to the Board^s jurisdic-
tion, informing- them of the order of the Board herein, and asking if they were willing
to have their standard tariffs similarly reduced, and if not to file their objections with
the Board, The following is the list of railways on which the maximum passenger
hasis is three cents per mile.

Li^t of Eallways on ivhicJi Maximum Passenger Basis is Three Cents per Mile.

Bay of Quinte.
Boston & Maiue.
Canadian Northern.
Canadian Northern Ontario.
Canadian, Northern, Quebec.
Canadian Pacific (East).
Canadian Pacific (West), east of Ed-
monton-Calgary line.
Central Ontario.
Central Vermont.

Chatham, Wallaceburg & Lake Erie.
Elgin & Havelock.
Grand Trunk (East).
Hampton & St. Martins.
Irondale, Bancroft & Ottawa.
Maine Central.
Michigan Central.
Midland Eailway of Nova Scotia.
Moncton & Buctouche.

New Brunswick Coal & Railway Com

pany.
New York Central.
Niagara, St. Catharines i Toronto.
Pere Marquette.
Quebec Railway, Light & Power Cc.m-

pany.
St. Maurice Valley.
Salisbury & Harvey.
Schomburg & Aurora.
Tilsonburg, Lake Erie & Pacific.
Toronto, Hamilton & Bufialo,

Windsor, Essex & Lake Shore Eapi'l

Railway.
Kingston & Pembroke.
New Brunswick Southern.
Grand Valley.
Brantford & Hamilton.

No further action has been taken by the Board.

COMPLADsT OF THE FREDERICTOX, K.B., BOARD OF TRADE.

This was a complaint filed with the Board by the Board of Trade of the city of
Fredericton. in the province of New Brunswick, complaining that" the Canadian
Pacific Kailway Company and the Grand Trunk Eailway Company of Canada were
unjustly discriminating against the city of Fredericton in the rates charged on
traffic originating west of Montreal, in the province of Quebec, and in favour of the
city of St. John, in the province of New Brunswick, and applying for an order
directing that the said discrimination be removed. The complaint was heard at a
sitting of the Board held in the city of Ottawa on the 23rd of April, 1908, before the
chief commissioner, the deputy chief commissioner and Commissioner Mills, in the
presence of counsel for the Board of Trade, the Canadian Pacific Eailway Company
and the Grand Trunk Railway Company of Canada. The judgment of the Board
was delivered by the chief commissioner under date of the 2Sth April, 1908 (for the
full text of the judgment see Appendix 'D'). The judgment directed that an order
should go absolving both the Intercolonial and the Grand Trunk Railway Company

REPORT OF THE COMMISSIONERS 13

SESSIONAL PAPER No. 20c

of Canada from the agreement referred to as having been entered into between the
Intercolonial Eailway and the Grand Trunk Kailway Company, and directing the
Grand Trunk Kailway Company to restore to Fredericton the St. John rate upon all
traffic originating west of Montreal. The following is the full text of formal order
of the Board, issued pursuant to the judgment of the Board: —

Order No. 4682.

THE BOARD OF RAILWAY COMMISSIOXERS FOR CANADA.

Meeting at Ottawa, Tuesday, the fifth day of May, A.D., 1908.

Present :

Hon. J. P. Mabee^ Chief Commissioner.

Hon. M. E. Berxier, Deputy Chief Commissioner.

James Mills, Commissioner.

In the matter of the complaint of the Board of Trade of the city of Fredericton,
in the province of Xew Brunswick, hereinafter called the ' Applicant,' complaining
that the Canadian Pacific Eailway Company and the Grand Trunk Railway Company
of Canada, hereinafter called tTie ^ Grand Trunk,' were unjustly discriminating
against the city of Fredericton in the rates charged on traffic originating west of
Montreal, in the province of Quebec, and in favour of the city of St. John, in the
said province of New Brunswick; and applying for an order directing that the said
discrimination be removed;

Upon the hearing of counsel for the applicant, the Canadian Pacific Railway
Company and the Grand Trunk, the evidence adduced, and what was alleged, —

It is Ordered, That the Intercolonial Railway and the Grand Trunk be, and
they are hereby, absolved from the agreement with the Canadian Pacific Railway
Company, as the result of which the rates to Fredericton on traffic from points west
of Montreal were raised from two and one half cents (2 J cents) to eight cents (8
cents) per one hundred pounds above the rates on traffic from the same points to St.
John, New Brunswick; and that the Grand Trunk be, and it is hereby, directed to
restore to Fredericton the St. John basis of rates on traffic originating west of Mont-
real as aforesaid.

(Sgd.) J. P. MABEE,

Chief Commissioner,
Board of Railway Commissioners for Canada.

COilPLAJNT OF THE CITY OF CHATHAM.

This was a complaint filed with the Board by the City of Chatham, in the pro-
vince of Ontario, complaining that the Grand Trunk Railway Company of Canada
and the Wabash Railroad Company refused to issue passenger tickets for traffic over
the portions of the Grand Trunk Company's line of railway operated by both com-
panies which were available on the trains of either company as was formerly the prac-
tice, and applying to the Board for an order directing the companies to restore this
practice. The matter was the subject of considerable correspondence between the
Board and the railway companies aft'ected, and finally on ^lay 27, 190^. the Board issued
the following order: —

14 liAILWAY COMMISiUnn'ERS FOR CANADA

9-10 EDWARD VII., A. 1910
THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA

Meeting at Ottawa, Wednesdayj the twenty-seventh day of May, A.D., 1908.

Present :

Hon. J. P. Mabee, Chief Commissioner.

Hon. M. E. Bernier, Deputy Chief Commissioner.

James Mills^ Commissioner.

Ill the matter of the complaint of the Council of the city of Chatham, in the pro-
vince of Ontario, complaining that the Grand Trunk Railway Company of Canada
and the Wabash Railroad Company refuse to issue passenger tickets for travel over
the portions of the Grand Trunk Railway Company's line of railways, operated by both
companies which are available on the trains of either company, as was formerly the
case; and applying for an order directing the companies to restore the practice:

Upon reading the petition, and what has been alleged on behalf of the companies
respectively : —

1. The Board doth order that the said companies be, and they are hereby, re-
quired to interchange passenger tickets between all stations in the province of Ontario
through which the railways of both companies run passenger trains.

2. And the Board doth further order that each of the said companies account to
the other for the revenue earned upon the tickets so interchanged.

(Sgd.) J. P. MABEE,

Chief Commissioner,
Board of Railway Commissioners for Canada.

INTERS WITCHING.

The matter of interswitching charges generally is one that has been under the
consideration of the Board for nearly two years, during which period arguments have
been presented to the Board at sittings held in Winnipeg, Lindsay and Toronto, in
interswitching cases, with the object of suggesting standardization; and the Board
lias also had several reports from its chief traffic officer on the subject. It might
here properly be remarked that by ' interswitching ' is meant the local service per-
formed in moving local cars at and above common points by one company or by
another, without any reference to the transfer of through or interlining freight.

On the 15th January, 1908, by direction of the Board a circular letter was sent
to a number of parties who had filed complaints with the Board and to certain of
the railway companies inclosing report of the Board's chief traffic officer, dated the
18th December, 1907, together with a memorandum of judgment of the late chief
commissioner, the Hon. A. C. Killam, adopted by the full Board, on the subject of
interswitching, in order that the parties might have an opportunity of making any
observations or suggestions on the subject they might desire to make, coupled with
a statement that, on the receipt of answers, the Board would be prepared to deal
with each particular case individually. In response to this circular letter a number
of answers were received and the matter was set down for consideration at sittings
of the Board, held in Toronto on the 18th of May, 1908. Subsequently, on the 8th
of July, 1908, the Board made an order dealing with the general question of inter-
switching,, as follows : —

REPORT OF THE COMMISSIOXERS 15

SESSIONAL PAPER No. 20c

Order No. 4988.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA,

Meeting at Ottaiva, \yednesday, the Eighth day of July, A.D. 1908.

PRE.SEKT :

Hon. J. P. Mabee^ Chief Commissioner.

Hon. M. E. Berxier, Deputy Chief Commissioner.

James Mills^ Commissioner.

In the matter of the following complaints to the Board: The Canadian Manufac-
turers' Association, the Huntsville Lumber Company et al., against the Grand Trunk
Eailway Company of Canada; the W. Booth Lumber Company against the Grand
Trunk Eaihvoy Company of Canada; the Winnii>eg Manufacturers' Association against
the Canadian Paciiic Railway Company and the Canadian Northern Eailway Company ;
W. J. Levering against the Grand Trunk Eilway Company of Canada; Messrs. Leak
;;nd Company against the Grand Trunk Eailway Company of Canada; Messrs. T.
Dexter & Son against the Grand Trunk Eailway Company of Canada; the Boake
Manufacturing Company against the Grand Trunk Eailway Company of Canada;
the Peterborough Sandstone and Brick Company against the Canadian Pacific Eail-
way Company and the Grand Trunk Eailway Company of Canada ; the town of Lind-
say, Ont., against the Grand Trunk Eailway Company of Canada and the Lindsay,
Bobcaygeon and Pontypool Eailway Company, and the Canadian Pacific Eailway
Company; the Windsor, Essex and Lake Shore Eapid Eailway Company against the
Pere Marquette Eailroad Company; Messrs. Melady & Company against the Canadian
Northern Eailway Company; the Board of Trade of Niagara Falls re interswitching at
Niagara Ealls, Ont.; and J, Davy against the Niagara, St. Catharines and Toronto
Eailway Company.

"Whereas, the foregoing and many other complaints have been made to the Board
< against various railway companies regarding the charges made for interswitching;

Therefore, the Board, having heard the evidence adduced in support of some of
the said charges — certain of the same having been allowed to stand over until the
matter could be dealt with in a general manner as far as possible, with the view of
establishing some fixed basis for payment for interswitching services, and having
fully considered the views and submission of the various interests, and the report and
recommendation of its chief traffic officer, under the authority conferred upon it by
the Eailway Act, dol^ Order, Direct and Declare as follows: —

For the interpretation, application and operation of this order, —

1. (a) ' Interswitching ' shall not include the service incidental to the transfer

and continuous carriage of through or interline traffic between points
outside of and beyond the terminal limits hereinafter prescribed.
{h) * Contracting Carrier ' shall, where it is necessary, between the points of
shipment and delivery, to use the line or lines of another carrier or other
carriers than the carrier performing the interswitching service, include
such other carrier or carriers.

2. It shall be lawful for the contracting carrier to absorb the toll charged for the
interswitching of competitive traffic.

3. Upon traffic destined to consignees located upon, or reasonably convenient to,
the tracks of the contracting carrier, or to consignees who have customarily accepted
the contracting carrier's delivery, or which may be so consigned as not to indicate
clearly the delivery required, and which subsequent to shipment is ordered by the
shipper, the consignee, or the agent of either, for interswitch delivery involving an
additional service by another carrier, and which is so interswitched, the contracting

16 RAILWAY COMMISSIOXIJRs FOR C AX ADA

9-10 EDWARD VII., A. 1910

carrier may charge and collect, in addition to its freight charges (including back
charges if any), the interswitching toll of the carrier which performs such service,
which toll shall not be more than twenty (20) cents per ton for any distance not ex-
ceeding four (4) miles, nor more than three dollars ($3) as the minimum and eight
dollars ($8) as the maximum per carload.

4. Upon traffic destined to consignees located upon or reasonably convenient to
tracks other than those of the contracting carrier, or to consignees who have custo-
marily required such other carrier's delivery, the contracting carrier may for the in-
terswitching service rendered necessary for such delivery charge and collect an addi-
tional toll of not more than ten (10) cents per ton for any distance not exceeding
four (4) miles, nor more than one dollar and a half ($1.50) as the minimum, and
four dollars (^) as the maximum, per carload; and the interswitching toll of the
carrier which performs such service shall not be more than twenty (20) cents per ton,
nor more than three dollars ($3) as the minimum, and eight dollars ($8) as the maxi-
mum, per carload — provided that the contracting carrier shall not thereby be required
to reduce its revenue below eight dollars ($8) per carload.

5. Distance shall be computed to or from the nearest point of interchange.

6. The foregoing tolls shall include the empty movement of the car to or from the
point at which it was received by the interswitching carrier.

7. Traffic consigned ' to order ' shall be subject to the provisions of paragraph
three (3) and four (4) of this order as the same may apply.

8. Traffic interswitched at the point of shipment shall be subject to clause four
(4) of this order, in so far as the same may be applicable.

9. The class and commodity tariffs of all railway companies subject to the pro-
visions of the Railway Act, shall show clearly and explicitly at what points and under
what circumstances interswitching services will be performed, and at whose expense.

10. The tolls herein provided for interswitching service shall not interfere with
or supersede any lawfully published freight rates for ordinary freight service from
station to station.

11. All and every arrangement or device, such as free or assisted cartage, cartage
allowances, or the like, intended to equalize the facilities of competing companies at
common points, except such as are lawfully published in the freight tariffs of the
companies, are hereby prohibited.

(Sgd.) J. P. MABEE,

Chief Commissioner,
Board of Railway Commissioners for Canada.

This order becomes effective September 1, 1908.

A. D. CAETWRIGHT,

Secretary.

WIXXIPEG RATE CASE.

This case was the outgrowth of a complaint filed with the Board by Portage la
Prairie Board of Trade, Manitoba, against a series of special freight tariffs of the
Canadian Pacific Railway Company expressed as ' to be used on re-shipments by
Winnipeg wholesale houses only to traders doing business at or tributary to stations
specified herein.' A judgment was delivered in this latter complaint by the late Chief
Commissioner, the Hon. A. C. Killam, in which, ' inter alia,' he stated that he thought
it advisable that the Board should not in that instance determine the rates to be sub-
stituted, as much delay would be involved in making the necessary inquiries but that
it would be sufficient to disallow the tariffs referred to, allowing the company to sub-
stitute new ones which may be made the subject of complaint if found to be unjust

REPORT OF THE COilillSslOyERs 17

SESSIONAL PAPER No. 20c

to any iutt rests. Subsequently, the Canadian Pacific Railway Company substituted
new tariffs and the Winnipeg Board of Trade and the Winnipeg Jobbers and Ship-
pers' Association and the Deloraiue Board of Trade applied to the Board for an order
disallowing the tariffs of freight rates issued by the Canadian Pacific Railway Com-
pany and the Canadian Xorthern Railway Company in substitution for the traders'
tariffs, so-called, declared illegal by the Board as preferential in favour of Winnipeg.
This application was heard at Winnipeg on September 16, 17 and IS, 190S, before the
Chief Commissioner and Commissioner Mills, and at the conclusion of the hearing
the Chief Commissioner delivered judgment of the Board (for full text, see Appendix
' D ') dismissing the application. The following was the order issued by the Board
in the matter.

Order Xo.' 5153.

THE BOARD OF RAILWAY COMMISSIONERS FOR CAXADA.

lileetlng at Viinnipeg, Wednesday, Thursday and Friday, the sixteenth, seventeenth
and eighteenth days of Septeniber, A.J). 1908.

Present :

Hon. J. P. Mabee, Chief Commissioner.
James Mills, Commissioner.

In the matter of the application of the Winnipeg Board of Trade, the Winnipeg
Jobbers' and Shippers, Association, and the Deloraine Board of Trade, hereinafter
called the ' Applicants,' under section 323 of the Railway Act, for an order disallow-
ing the tariffs of freight rates issued by the Canadian Pacific and the Canadian
Northern Railway Companies, hereinafter called the 'Railway Companies,' in sub-
stitution lor the ' Traders ' tariffs, so-called, declared illegal by the board as prefer-
ential and discriminatory in favour of Winnipeg.

Upon the hearing of counsel for the Applicants and the railway companies, the
evidence adduced, and what was alleged, the cities of Regina and Portage la Prairie
being represented at the hearing: —

It is ordered that the said application be, and it is hereby, dismissed.

And it is further ordered, that the question of special commodity rates from
Winnipeg, also the adoption of a modification of the Ontario ' town ' tariffs, pre-
scribed in the order of the Board No. 325S, dated the 6th July, 1907 (Schedule A),
as a basis for special ' town ' tariffs applicable to the western provinces, as sug-
gested at the hearing, be reserved for future consideration.

(Sgd.) J. B. MABEE,

Chief Commissioner,
Board of Railway Commissioners for Canada.

BRAMPTOX COMMUTATION TICKET CASE.

This .was an application made by F. W. Wegcnast, of the town of Brampton,
Ont., under section 315 of ihe Railway Act, for an order directing the Grand Trunk
Railway Company of Canada to issue to him the fifty-five trip ticket for use between
Brampton and Toronto, similar to those in use between Oakville and Toronto, and
at the same rate at which those between Oakville and Toronto are sold. The appli-
cation was heard in Toronto at the sittings of the Board held in Toronto on the
ISth November, 1908, before the Chief Commissioner and Commissioners Mills and

20c— 2

18 RAILWAY COMMISSIOXERS FOR CANADA

9-10 EDWARD VII., A. 1910

McLean, counsel appearing for the town of Brampton, the Brampton Board of Trade,
the city of Toronto, the town of Oakville and the Grand Trunk Railway Company of
Canada, and the applicant appearing in person. The judgment of the Board (Com-
missioner !MilIs dissenting) was delivered by the Chief Commissioner under date of
the 23rd November, lOOS, refusing the application for the reasons therein stated
(for the full text of the judgment and of the dissenting judgment of Commissioner
"iMills see Appendix 'T>'). Subsequently the applicant applied for a rehearing, but
the Board refused to entertain the application on the ground of no new evidence
sufficient to warrant a rehearing having been adduced.

PROPOSED UNIFORM CODE EOR CAXADIAX RAILWAYS TRAIX
RULES— PETITION OF TRAINMEN OF ONTARIO.

A special sitting was held in Ottawa on the 24th April, 1908, for the further
consideration of the proposed uniform code of train rules for Canadian railway^,
and at the same sittings and in conjunction therewith the following matters sub-
mitted by the joint committee of the Legislative Board of the Brotherhood of Rail-
road Trainmen, Avere considered: —

1. That co-employees be allowed to attend investigations held by the Board's
Inspector of Accidents, on request of witness.

2. That witness fees to be paid at such investigations be increased.

3. That the Board order an increase in the number of men on trains for flagging
purposes.

4. That telegraph operators be not employed under the age of twenty-one and
evidence be furnished of their having one year's experience in railroad work.

5. That the Board's inspectors be required to ride on and inspect the condition
of locomotives.

6. That all engines be equipped with dump ash pans, such as will avoid the
necessity of a man going imder the engine to clean the same.

The Board also considered at the said sittings, in conjunction therewith, the
following matters presented to it by memorial ' through the Ontario Brotherhood of
Railroad Trainmen: —

1. That all brakes, dogs and ratchets be placed on the top of the car instead of
on the step at the end of the car.

2. That all cars used as caboose be equipped with air brakes, gauge, conductor's
valve, platform, steps and cupola.

3. That operating levers be placed on both sides of the draw-bar along the end
of the car.

4. That no obstructions be piled on the tops of any box cars while being hauled
by the train crew.

5. That any order requiring men to ride on the top of trains be abolished.

6. That safety handholds and steps be placed on engines.

Y. That obstructions and structures be placed not less than six feet clear of rail.

8. That not less than five men be placed on any train and not less than three
men on light engines.

9. That there be a car limit as to number.

10. That passenger brakemen have one year's experience in yard or freight ser-
vice.

11. That steps be taken to prevent the handling of crippled cars on trains, except
on wreck trains.

At this meeting there were present Mr. Harvey Hall, legislative representative
of the different labour organizations; Mr. David Campbell, representing the Order
of Railroad Telegraphers; Mr.. Geo. A. Wark. representing the Locomotive Fii'emen ;
Mr. Lawrence, representing the Brotherhood of Locomotive Engineers; Mr. Courte-

REPORT OF THE COMMISSIONERS 19

SESSIONAL PAPER No. 20c

nay, representing the Trainmen; and the following representatives of the different
railways : —

M. K. Cowan, K.C., assistant solicitor, and W. G. Brownlee, general superintend-
ent, representing the Grand Trunk Railway Company.

F. H. Chrysler, representing the Dominion Atlantic Railway.

E. W. Beatty, assistant solicitor; J. W. Leonard, assistant general manager,
and H. H. Yaughan, assistant to vice-president, representing the Canadian Pacific
Railway Company.

W. P. Torrance and R. H. L'Hommedieu, general manager, representing the
Michigan Central Railway Company.

Andrew Haydon, representing the Great Northern Railway, operating lines in
Canada.

C. H. Hibbard, representing the Q., M. and S. Railway.

T. J. Kennedy, general manager, representing the Manitoulin and North Shore
Railway.

H. W. Gays, general manager, representing the Ottawa and New York Railway.

Geo. Collins, general manager, representing the Central Ontario Railway.

J. H. Black, general superintendent T. and N. O. Railway, representing the
Temiskaming and Northern Ontario Railway.

Mr. Little, representing the Orford Mountain Railway.

F. M. Spaidal, general superintendent, representing the Canadian Northern Rail-
way Company.

J. S. Pyatt and Mr. Trump, general superintendent, representing the Pere Mar-
quette and the London and Port Stanley Railway.

J. E. Duval, representing the Canadian Car Service Bureau.

F. C. Cleaver, representing the Rutland Railway.

Dealing with the question of the proposed uniform code of train rules for Cana-
dian railways, it was agreed that the committee of Trainmen should file with the
Board, as a confidential document, their criticism of the final revision of the rules
submitted by the select committee of five representing the railway companies oper-
ating in Canada, and that upon such criticism being filed, the Board would then again
take the matter up and for that purpose the further consideration of the uniform
code of train rules stood adjourned. Subsequently a special committee of five to
consider the objections raised by the trainmen was named by the board. This com-
mittee was composed of two officers of the Board, two representatives of the railway
companies, and one representative of the men.

In connection with the memorial of the Trainmen's Association of Canada, for
the adoption of certain regulations by the Board as heretofore mentioned the Board
issued the following order: —

Order No. 5888.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Meeting at Ottawa, Wednesday, the sixteenth day of December, A.D. 1908.

Present :

Hon. J. P. Mabee, Chief Commissioner.

Hon. M. E. Bernier, Deputy Chief Commissioner.

James Mills, Commissioner.

In the matter of the memorial of the Trainmen's Association of Canada, for the
adoption of certain regulations bj' the Board, having in view the protection of
employees of the railway companies, subject to the jurisdiction of the Board: —

L'pon the report of the operating officials of the Board; and upon hearing the
representatives of the railway companies and of the employees; and in pursuance of

20c— 2J

20 RAILWAY COilillSSIOyERS FOR CANADA

9-10 EDWARD VII., A. 1910

the powers conferred upon it by sections 30 and 269 of the Railway Act, and of all
other powers possessed by the Board in that behalf, —
It is ordered that,

1. No freight train, except work or construction trains of fifteen cars or less,
now in service, shall be made up or allowed to proceed upon its journey unless at
least three-quarters of the cars composing such train have air brakes in good working
order.

2. The number of cars that may be drawn in freight trains shall be left entirely
to the judgment of the operating ofiieials of such railway companies; in all cases,
however, in which it may be found necessary to double-head, the leading engine shall
control the train.

3. Every road locomotive engine shall be equipped with a step or steps and hand-
holds on both sides of and at or near the rear ends of tenders; foot-rests shall be
provided on the pilots of every such engine, sufficiently wide for a man to stand on;
every switching or yard engine shall be equipped with foot-boards and headlights on
the front and rear ends of the engine and tender, such foot-boards to be not less than
ten inches wide; the back of such foot-boards shall be protected by a board not less
than four inches high, and if cut in the centre, the inner ends shall be protected in
like manner; and foot-boards and headlights shall be placed on the rear end of the
tender of every road locomotive used for switching service, except in case of emer-
gency; in no case, however, shall any engine be continuously used for switching pur-
poses for more than twenty-four hours without such equipment.

4. The number that shall comprise the switching engine crews shall be left
entirely to the judgment of the operating officials; on main lines light engines shall
not be run at a distance greater than twenty-five miles in any one direction without
a conductor, in addition to the engineer and the fireman; and on branch lines, the
operating officials shall determine the necessity of requiring conductors on light
engines.

5. Every locomotive engineer of such companies must have at least one year's
continuous experience as a fireman, pass a satisfactory examination in regard to the
proper care of locomotive engines, the handling of air brakes, and train rules and
regulations, be at least twenty-one years of age, and undergo an eye and ear test by
a competent examiner before being eligible for appointment as such engineer. Except
in cases of emergency, every conductor of such companies must have at least one
year's experience as a brakeman or conductor and be at least twenty-one years of age
before being eligible for appointment as such.

6. The telegraph operators of such companies required to handle train orders
shall be at least eighteen years of age, able to write a legible hand, to send and receive
messages at the rate of not less than twenty words a minute, and be thoroughly
familiar with and required to pass an examination upon train rules before a com-
petent examiner.

7. Every employee of such railway companies engaged in operating trains shall,
before undertaking such duties, be required to undergo a colour test by a competent
examiner.

8. All railway companies shall strictly conform to the rules and regulations,
from time to time approved by the Master Car Builders' Association, governing the
loading of lumber, logs and stone on open cars, and the loading and carrying of
structural material, plates, rails and girders. No material of any kind shall be
carried upon the roofs of cars.

9. All open drains crossing tracks in the yards of such companies shall be covered
for five feet on each side of the rails, except in times of flood, when temporary open
drains may be provided; semaphore and signal wires, when they cross under tracks,
shall be carried in pipes or boxes; new buildings and semaphores and poles erected
shall be placed not less than six feet from the rail of the main track; water stand

REPORT OF THE COMIIISSIOXERS 21

SESSIONAL PAPER No. 20c

supply pii3€S shall be fastened parallel with the main line; and engine-men shall be
required to see that this is done after using such pipes.

10. Every person or company offending against any of the foregoing provisions
shall forfeit and pay the sum of $50 for every such offence.

(Sgd.) J. P. MABEE,

Chief Commissioner,
Board of Bailway Commissioners for Canada.

CARTIEK AXD SAEXIA TUXXEI^STOP-OVERS ON WESTERN GRAIN.

This matter came before the Board for consideration in connection with a com-
plaint filed by the Montreal Board of Trade, Transportation Bureau. The complaint
was heard and evidence taken at the sittings of the Board held in the city of Montreal
on the 22nd of December, 1908, before the Chief Commissioner, the Assistant Chief
Commissioner and the Deputy Chief Commissioner. Mr. W. S. Tilston represented
the Montreal Board of Trade; Mr. C. B. Watts the Dominion Millers' Association;
Mr. J. E. Walsh the "Canadian Manufacturers' Association; Mr. E. W. Beatty the
Canadian Pacific Railway Company; and Mr. M. K. Cowan, K.C., the Grand Trunk
Railway Company.

The judgment of the majority of the Board (the Assistant Chief Commissioner
dissenting) was delivered on the 28th of December, 1908. (Eor the full text of judg-
ment and dissenting judgment, see Appendix ' D.')

The following was the order of the Board issued in pursuance of the said judg-
ment.

Order No. 6147.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Meeting at Montreal., Thursday, the twenty-first day of January, A.D. 1909.
Present :

Hon. J. P. Mabee^ Chief Commissioner.
D'Arcy Scott, Assistant Chief Commissioner.
Hon. M. E. Bernier, Deputy Chief Commissioner.

In the matter of the complaint of the Transportation Bureau of the Montreal
BoarJ of Trade against an additional charge of one cent per 100 pounds imposed
by the Canadian Pacific Railway Company at Cartier, Ontario, on western grain an 3
grain products, in carloads, consigned to Cartier, ' for orders,' under Supplement No.
13, effective September 1, 1908, to the company's tariff, C.R.C., No, E 678, and still
in force by Supplement No. 15 to the same tariff.

Upon the hearing of oounsel for the Transportation Bureau of the Montreal
Board of Trade, the Canadian Pacific Railway Company, the Dominion Millers'
Association and the Canadian Manufacturers' Association, the evidence adduced and
what was alleged, —

It is ordered that the said charge of one cent jier 100 pounds imposed by the
Canadian Pacific Railway Company at Cartier, Ontario, on western grain and grain
products in carloads, consigned to Cartier ^ for orders." under Supplement No. 13,
effective September 1, 1908, to the company's tariff. C.R.C., No. E 678, and still in
force by Supplement No. 15 to the same tariff; and by the Grand Trunk Railway
Company at Sarnia tunnel, on grain and grain products, in carloads, originating in
western Canada, destined to points in eastern Canada, and routed via Chicago, Chicago

22 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Junctions, or Milwaukee to Sarnia tunnel, Ontario, ' for orders,' under Supplement
"No. 3 to the company's tariff, C.E.C., No. E 1101, — be and the same is hereby disallowed,
and a ' stop-over ' charge of twenty-five (25) cents per car a day for the first forty-
eight hours, and the car service toll thereafter, substituted therefor.

And it is further ordered, that this order become effective not later than the 15th
day of February, 1909.

D'ARCY SCOTT,
Assistant Chief Commissioner,
Board of Railway Commissioners for Canada.

CAR SHORTAGE.

As stated in previous report, the equipment question would appear to have worked
out its own solution. That is to say, that there is still a considerable excess of idle
cars both in Canada and the United States, over and above the requirements for traffic
purposes.

During the past year the number of complaints made to the Board in regard to
car shortage has greatly decreased, and as will appear from statement of imiform
complaints in Appendix ' E,' filed with the Board, there were less than a dozen com-
plaints made to the Board during the year, and these were of local or minor impor-
tance.

No further action, therefore, has been taken by the Board in regard to the equip-
ment question, other than to deal with the special complaints made.

EORM OE RELEASE FOR FREIGHT SHIPPED TO FLAG STATIONS.

The matter of a form of release of responsibility for freight shipped to flag
stations upon the lines of all railways in Canada subject to the jurisdiction of the
Board having been brought before the Board in connection with the complaint of the
Winnipeg Board of Trade respecting alleged demand of the Canadian Pacific Rail-
way Company that shippers in Winnipeg sign a release form for freight shipped to
regular or flag stations, the Board having considered the matter at its meeting held in
Winnipeg on February 8, 1909, issued an order providing as follows: —

1. That hereafter the form of release of responsibility for freight shipped to flag
stations, upon the lines of all railways in Canada, subject to the jurisdiction of the
Parliament of Canada, be in the following form: —

' In consideration of the Railway Company having re-
ceived the above described property for transportation from

Station to. .; Station do hereby release said com-
pany from all loss or damage that may occur to any of the above mentioned pro-
perty after it has been unloaded from the cars at Station, the

said station being a flag station without agent.'

2. That no other form of release shall be required to be signed by any shipper of
any property to any flag station upon any line of railway in Canada until further
order (if any) regarding facilities and conveniences to be established by railway com-
panies at flag stations.

INVESTIGATION OF EXPRESS COMPANIES.

As stated in previous report, owing to the illness and death of the then Chief
Commissioner of the Board, Hon. A. C. Killam, further sittings in connection with
the above investigation had to be postponed and, as a consequence, further enlarge-

REPORT OF THE COilillSSIOyERS 23

SESSIONAL PAPER No. 20c

ments were granted by the Board, extending the time advised by Section 27 of the
Act 6 Edward VII, Cap. 37, until the first of June, 1909, within which the express
companies were required to file their tariff of tolls. After the Chief Commissioner,
Hon. J. P. Mabee. had an opportunity to read the large amount of evidence taken and
familiarize himself with the question arising therefrom, sittings of the Board were

held in Toronto on .day of December, 1908, and adjourned sittings in

Montreal commencing January 5, 1909. Previous, however, to these sittings the
Board made an order under date of October 22, 1908, order No. 5493, temporarily
approving the express classification for Canada, C.R.C. No. 1, Table of Graduation
Charges, C.R.C. Xo. 2, and Monthly Classification C.R.C. Xo. 3, filed with the Board
on July 2. 1908. At a subsequent meeting held in the city of Ottawa on January 11,
1909, the Board made an order, Xo. 6020, rescinding the said order of October 22,
1908, and directing all express companies to at once notify their agents to apply the
tariff and rules in instances prior to January 1, 1909; and in all respects to carry on
their business iri compliance with the rates and rules prior to that date, until further
order of the Board; and further providing that the cancelling of the said section and
tariff filed, should not necessarily give rise to claims for reparation as to any ship-
ments occurring within ten days from Janviary 12. 1909. but, that such claims if made
should be dealt with, regard being had to the steps taken by the companies to inform
their agents as required by the order of the Board.

JUDGMEXT OF THE BOARD— XEW CLASSIFICATIOX DISALLOWED.

The Chief Commissioxeb. — It is not denied that this classification, which came
into force on January 1, 1909, will materially increase the receipts of the express
companies. It is not an inconsiderable volume of traffic that the rates have been
increased through the charges on returned empties, and the adoption of the weight
and measurement rule. It has been shown that the movement under these heads is
large and considerable. The increase, it is said, will run up to nearly 100 per cent.
When this inquiry began, before I became a member of the Board, an undertaking
was given on behalf of the express companies that, pending the inquiry, no increase
of tolls should be made by them. I think it is the duty of the Board to requife^ that
this undertaking be carried out. When this classification was approved I understood
that such changes as were made were small, and that, upon the whole, there was a
reduction and not an increase. There was, therefore, some surprise when it was
found that these general increases had been attempted.

There was no notification of any kind given to the public of these changes, and
no opportunity to shippers to adapt their business to such changes as might be
reasonable. I can only repeat I would not have signed the order approving of this
classification upon any ex parte application of the express companies had I been in
possession of the facts now before us, but would have required public notice to be
given in order that those who have to pay these tolls should have an opportunity ^o
present their views. Many and important rules have been changed; those that I
have carefully considered are mostly changes in favour of the companies. These
have not yet had sufficient investigation, nor is the full purport of them yet under-
stood by either the public or the Board.

I am free to confess that this matter was not given the consideration it was
entitled to when the order of October was made, my understanding being that it was
for the convenience and not for the profit of the express companies, and that tolls
were not, upon the whole, being increased.

It is said the disallowance now of this new tariff and classification will be a
hardship upon the express companies, requiring reprinting the old classification, and
its distribution. I regret that this is so, but the present confusion is brought about

24 liAILWAY COMMISSIOIiERS FOR C AX ADA

9-10 EDWARD VII., A. 1910

by reason of the companies' action in filing and asking approval of a classification
that materially increases the tolls, when it was understood this should not be done,
•and if an order has inadvertently issued, that should not have been made, it is the
plain duty of the Board to recall it, and its so doing in this case only reinstates the
conditions that shippers are perfectly familiar with and upon which they have been
doing business for many years.

Complaint is made that this course casts an imputation of bad faith upon the
companies. I do not say, and have not said, that there was any bad faith, or deliber-
ate intention to deceive or mislead the Board. The traffic officers of the companies
discussed matters very fully with the chief traffic officer of the Board, who was of
opinion that, upon the whole, the proposed changes would reduce instead of raise
the receipts of the companies, but so far as the evidence given before us goes, the
contrary is the case. It is, I think, unfortunate that this proposed change in the
classification and rules had not been brought to the attention of counsel for the
government, who have had charge of this whole inquiry from its inception. Had
this course been taken, it is fair to assume that after inquiry as to the effect of the
proposed changes, approval would have been for present withheld. This omission I
regard as an oversight, and not by design.

It was represented to me that some shippers were defrauding the express com-
panies by shipping full packages by freight, and returning the empties by express,
taking advantage of the rule allowing empties to return free. To stop this, they
proposed to charge 50 per cent of the merchandise rate, and in some instances specific
charges on the returned empties. The facts now show that the effect of this upon
the business of only some 18 or 20 shippers would be to cause an increase of $25,-
000 and $30,000 in express tolls upon their volume of business in 1908. I do not
xmdertand, when approving this change, that the companies were protecting them-
selves in this way.

Many cases in the United States and England, and followed here, hold that a
long-established rate is regarded as reasonable unless shown to be too low, it would
not be proper to permit a general increase in rates through the medium of imposing
a toll upon returned enapties without requiring the companies to show affirmatively
that the outward rate was not sufficient to cover the transport of the returned empty
'free of charge. Of course, we do not at this time deal with the suggestion that the
practice involves discrimination.

The weight and measurement rule is creating a disturbance that could have all
"been avoided if public notice had been given so shippers could have adjusted them-
selves to it, if it were thought a proper rule to introduce, as to which we can say
nothing at present.

We are of opinion that the order approving this «lassification, of January 1,
1909, must be rescinded, and this classification and variation of the old rules dis-
allowed. Of course, this is not to be regarded as a final disposition of the matter,
but merely leaves everything connected with the express business as it stood prior to
January 1, and all evidence applicable to the subject given upon the inquiry will
be treated as being given for the purpose of obtaining allowance of this classifica-
tion and amended rules, some of which at present appear not to be unreasonable.

The companies must at once notify all their agencies to apply the tariff and
rules in existence prior to January 1, and in all respects carry on their business in
compliance with the rates and rules in force at and prior to that date until further
disposition of this hearing.

Cancellation of the tariff filed and above referred to shall not necessarily give
rise to claims for reparation as to any shipments occurring within the next ten days,
but such claim, ff made, shall be dealt with individually, regard being had to the
steps taken by the companies to inform agents of the above cancellation.

Further hearing of the express investigation was continued before the Chief
Commissioner to the Board at St. John, N.B., on tHe 18th of January. 1909; and bv

REPORT OF THE CO.MMISSIOyERS 25

SESSIONAL PAPER No. 20c

the Chief Commissioner and Commissioner McLean, at Winnipeg, on the 1st of
February, 1909; Eegina, the 11th of February; Medicine Hat, the 15th of February ;
Calgary, the 17th of February; Edmonton, the 19th of February; Vancouver, tlie
■23rd of February; Victoria, the 27th of February; Nelson, the 5th day of March;
Lethbridge, the 8th day of March, and Winnipeg, the lOtli of March.

Prior to the above sittings of the Board, on the dates stated forthwith, the follow-
ing notice was sent under instructions of the Board, to the secretaries of the various
boards of trade in the provinces of Manitoba, Saskatchewan, Alberta and British
Columbia, and the express companies and others directly interested, notifying them
of the sittings as follows: —

January 18, 1909.

Be Complaint against Express Companies originating in the Provinces loest of the

Province of Ontario.

Dear Sir,— I am directed to inform you that the Board of Eailway Commission-
ers for Canada will hold a sittings in the following cities and towns commencing on
the dates named, viz. : —

Winnipeg, February 1, 1909.
Eegina, February 11, 1909.
Medicine Hat, February 15, 1909.
Calgary, February 17, 1909.
Edmonton, February 19, 1909.
Vancouver, February 23, 1909.
Victoria, February 27, 1909.
During its western sittings, the Board heard numerous complaints, almost all
given, such sittings to be held in the court house, and the Board will be prepared
on the dates specified and at the places named, to hear complaints against express
companies doing business in the western provinces.

If your board of trade have any complaints to lay before the Board, you are
requested to notify the Secretary of the Board to that effect as soon as possible after
the receipt of this notice.

Yours truly,
(Sgd.) A. D. CARTWKIGHT,
Secretary, Board of Bailway Commissioners.
The Secretary, Board of Trade.

During its western sittings, the Board heard numerous complaints, almost all
of which have been held over to be dealt with when the general question of express
rates has been disposed of, and since the return of the Chief Commissioner and Com-
missioner McLean from the western sittings, arrangements have been made to con-
tinue the investigation the later part of April or early in May in Toronto, the delay
heing caused by counsel for the various interests not being able to arrange for an
earlier continuation.

TOEONTO UNION STATION AND PEOPOSED VIADUCT.

A special sittings of the Board fwas held in Toronto on the 2(>th May, 1908, and
the two following days, in connection with the settling of the plans of the Union
Station in Toronto, and matters connected therewith, and also in settling the ques-
tion whether the railway .tracks in Toronto shotdd he raised or depressed "in different
parts of the city, and whether any or what further bridges should be built for carry-

26 RAILWAY COilillSSIOyEIiS FOR CAXADA

9-10 EDWARD VII., A. 1910

ing streets over railways along- the water front. Counsel appeared .at the said sit-
tings for the corporation of the city of Toronto, for the Toronto Board of Trade, the
Grand Trunk Eailway Company of Canada, the Canadian Pacific Eaihvay Com-
pany, and for certain property owners affected by the proposed viaduct. After hear-
ing counsel, the application was adjourned until the 4th June, the Board directing
that in the interim the corporation of the city of Toronto should file and serve a
formal application on the parties interested, setting forth the character of the works
required.

At the hearing on the 4th June, objection was taken to the jurisdiction of the
Board to order the elevation of the railway companies' tracks along the Toronto
water front, and the judgment of the Chief Commissioner, concurred in by Com-
missioner Mills, was delivered on the 8th June, 1908. (For full text of the judg-
ment, see Appendix ' D.')

The Grand Trunk Eailway Company of Canada and the Canadian Pacific Eail-
way Company made application to a judge of the Supreme Court on the 24th June,
1908, for leave to appeal to the Supreme Court on the question of the jurisdiction of
the Board to entertain the application of the municipality. Mr. Justice Duff, who
heard the application, reserved judgment, and having expressed the opinion upon
the argument that there might be questions of law raised other than that of juris-
diction, and stating that as to these application would have to be made to the Board
for leave to appeal, the railway companies thereupon made au application to the
Board on the 14th July, 1908, for leave to appeal and for an opportunity to the par-
ties to give any further evidence upon the questions involved in such appeal. Upon
this last application, the Chief Commissioner, expressing the views of the Board,
stated that the Board was of opinion that the next appointment it gave should be
one to take all the evidence that any person might offer regarding the q^.iestion as to
whether an order for a viaduct or a grade crossing should be made, and that the
case should not be split up any more than it had been.

Subsequently the city applied for an appointment to proceed wnth taking the
evidence at an early date, which the Board granted, and the matter was taken up
at a sittings of the Board held in Toronto on the 8th December, 1908, before the Chief
Commissioner, the Assistant Chief Commissioner and Commissioner Mills. The
judgment of the majority of the Board was delivered by the Assistant Chief Com-
missioner, under date of the 29th December, 1908. (For the full text of the judg-
ment, see Appendix 'D.')

The Chief Commissioner wrote a separate judgment under date of the 30th
December, 1908, in which he differed from his colleagues on certain points. (For
the full text of his judgment, see Appendix ' D.')

A further hearing for the purpose of settling the terms of the order to be issued
pursuant to the judgment of the Board was had on the 12th of January, 1909, in
Ottawa; and upon the undertaking of counsel for the railway companies given to
counsel for the city of Toronto, to file complete and working plans within three
months from that date, and to furnish copies thereof to the city, it was arranged
that final settlement of the order should stand adjourned for three months.

The matter of the appeal of the railway companies to the Supreme Court of
Canada from the judgment of the Board is still pending.

Ee TELEPHOXE BATES.

As stated in the previous report, a large amount of evidence had been taken in
this connection and the late Chief Commissioner, the Hon. A. C. Killam, K.C, was
engaged in preparing a judgment at the time of his death. Since then no further
evidence has been taken, save dealing with the matter of the Bell Telephone Com-
pany and the Windsor Hotel Company, in which the following order was made : —

REPORT OF THE VOilillSSIOXERs 27

SESSIONAL PAPER No. 20c

Upon the hearing of counsel for the applicant company and the Windsor Hotel
Company, the evidence adduced, and what was alleged : —

It is ordered, that the said contract be, and it is hereby approved, subject to the
following conditions, namely: —

1. That the charge of ten cents for each connection had over any telephone
thereby leased with the Montreal Exchange subscribers of the applicant company be
subject to alteration at any time by the board.

2. That any extension of the term of the agreement after the expiration of ten
years, be subject to the approval of the Board.

The reasons for this order appear in Appendix " D.'

(Sgd.) J. P. MABEE.

Chief Commissioner,
Board of Railway Comnvissioners for Canada.

Re RAILWAY FEXCIXG AXD CATTLE GUAEDS.

The Board has been in receipt, during the past year, of a number of complaints
from farmers and settlers in the northwestern provinces, complaining of neglect or
failure on the part of the railway companies to properly fence their right of way.
Also numerous complaints in respect to cattle killed on railway tracks.

In view of these complaints, after the return of the Chief Commissioner and
Commissioner McLean from the western sittings, held by the Board during the
months of February and March, the following circular, together with memorandum
prepared by the Chief Commissioner and a draft order in connection therewith, was
mailed to all railway companies subject to the jurisdiction of the Board, and to all
secretaries of boards of trade of the principal towns of the provinces of Manitoba,
Saskatchewan, Alberta and British Columbia. The Board will, at its sittings to be
held the first Tuesday in May, hear the interested parties as intimated in the circular.

The Board feels that the subject is one which calls for its immediate attention,
and hopes by the proposed action to get rid of the cause of these complaints, or at
least greatly ameliorate the condition of affairs in this respect now existing.

The following are the documents referred to.

March 25, 1909.
Circular No, 34.

Cattle Guards, Highway Crossings and Fencing of Rights of Way.

Dear Sir^ — I am directed by the Board to inclose you a memo, and draft order
prepared by the Chief Commissioner upon the question of fencing the rights of way
of railway companies, cattle guards and highway crossings. The final settlement of
the terms of this order will be spoken to at a meeting of the Board to be held in
Ottawa on May 4 next. Any suggestions you may see fit to make either by letter
or in person at this meeting, will receive consideration.

Yours truly,

(Sgd.) A. D. CARTWRIGHT,
Secretary, Board of Railway Comyyiissioners.

28 RAILWAY COMillSSIONEfiS FOR CANADA

9-10 EDWARD VII., A. 1910

the board of railway commissioners for canada.

Present :

Hon. J. P. Mabee, Chief Commissioner.
S. J. McLean^ Commissioner.

In the matter of complaints against railway companies for non-compliance with
(he provisions of the statute regarding fences and cattle guards and public highway
crossings.

Upon hearing complaints from many individuals, public bodies and municipa-
lities that railway companies are not complying with the provisions of section 254
of the Railway Act, and that much*hardship is caused by the exemption provided for
in subsection 4 of the said section, and upon request being made that the Board
intervene, as provided for by said subsection, and upon hearing what was said upon
behalf of the railway companies, —

It is ordered, that all railway companies subject to the jurisdiction of this Board
shall, as to all railway lines completed, owned or operated by them, whether or not
the lands on either side of the railway are inclosed, settled or improved —

1. Within one year from this date erect and maintain, on each side of the right
of way (1) fences of a minimum height of 4 feet 6 inches, with swing gates, 18 feet
in width, at farm crossings, with minimum height aforesaid, with proper hinges or
fastenings; (2) cattle guards on each side of the highway at every highway crossing
at rail level. Provided that siding or hurdle gates, constructed before the 1st day of
February, 1904, and farm gates of a minimum width of 16 feet, constructed before
the 1st day of April, 1909, may be maintained.

2. The railway fences at every highway crossing shall he turned into the respec-
tive cattle guards on each side of the highway.

3. All fences, gates and cattle guards shall be suitable and sufficient to prevent
cattle and other animals from getting on the railway.

4. As to lines not yet completed or opened for traffic, or in course of construc-
tion, all such companies shall —

(1) Erect fences, gates and cattle guards as aforesaid as the line of railway
is graded.

(2) If not yet opened for traffic, then such fences, gates and cattle guards
as aforesaid shall be erected and maintained before such railway shall be opened
for traffic.

(3) Where the railway is being constructed through inclosed lands, it shall
be the duty of the railway company to at once construct such fences so that
cattle and other animals cannot escape, or injury be caused by them to crops.

: 5. Where in mountainous or other sections of the coimtry, it shall be made to
appear to the Board that no necessity exists for the fencing or other works herein-
before directed, the company or companies may apply to the Board for exemption
'from fencing and other works, and such exemptions may be made as the Board deems
proper.

6. All railways now in operation shall, within one year, construct and maintain
suitable and proper highway crossings at all such as may be opened for travel, and
additional ones at once upon such highways being from time to time open for travel.

7. All railways not yet opened for traffic, or hereafter constructed shall, before
the same are opened for traffic, construct and maintain suitable and proper highway
crossings at all such as may be opened for travel, and additional ones at once upon
such highways, being from time to time opened for travel.

8. All such crossings shall comply with the standard conditions of the Board.
which are as fellows: —

REPORT OF THE COHMISslOXERS 29

SESSIONAL PAPER No. 20c

(1) That, unless otherwise ordered by the Board, the- width of approaches
to rural railway crossings over highways be 20 feet road surface on concessions
and main roads, and 16 feet on side and bush roads.

(2) That a strong, substantial fence or railing, 4 feet 6 inches high, with a
good post-cap (4 inches by 4 inches), a middle piece of timber (IJ inches by 6
inches), and a 10-inch board, firmly nailed to the bottom of the posts to prevent
snow from blowing off the elevated roadway, be constructed on each side of every
approach to a rural railway crossing, where the height is 6 feet or more above
the level of the adjacent ground, leaving always a clear road surface of 20 feet
wide.

(3) That the width of approaches to rural railway crossings made in cut-
tings be not less than 20 feet clear from bank to bank.

(4) That, unless otherwise ordered by the Board, the planking or paving
blocks or broken stone, topped with crushed rock screenings, on rural railway
crossings over highways (between the rails and for a width of at least 8 inches
on the outer sides thereof) be 20 feet long on concession and main roads, and
16 feet on side and bush roads.

Be RAILWAY FENCmG XKD CATTLE GUARDS.

The Chiep Commissioner. — At every sitting of the Board, from "Winnipeg to Vic-
toria, complaints were made against the railway companies in connection with the
fencing, or rather the defective and non-fencing of their rights of way, and that the
law regarding cattle guards was not complied with. Claims innumerable for stock
killed, and refusal to make compensation were disclosed. Many cases appeared where
stock had been killed upon the track, and farmers were afraid to ask for compensa-
tion for fear of being involved in endless litigation.

It would seem, perhaps, that upon the whole the absence of fences along the
right of way is a more fruitful source of loss to the rancher and farmer than defec-
tive cattle guards or of their absence.

Cases were given where those in charge of the construction of railways entered
upon improved and inclosed land, threw down the fences, made no attempt to inclose
the right of way, allowing stock to get out \ipon the highways, thus injuring crops
iand in some instances these cattle were killed upon distant railway tracks. Whether
these wrong-doers were independent contractors or servants or officers of the railways
under construction, did not appear, but so far as this Board has power, it is deter-
mined that such high-handed and unreasonable conduct shall cease.

The Railway Act is clear upon the questions of fencing and cattle guards, and the
time has arrived when something must be done to compel the observance of its pro-
visions.

Section 254 provides as follows: —

' 1. The company shall erect and maintain upon the railway —

(a) Fences of a minimum height of 4 feet 6 inches on each side of the rail-
way;

(5) Swing gates in such fences at farm crossings of the minimum height

aforesaid, with proper hinges and fastenings, provided that sliding or hurdle

gates constructed before February 1, 1904. may be maintained; and

(c) Cattle guards on each side of the highway at every highway crossing at

rail level with the highway.

' 2, The railway fences at every such highway crossing shall be turned into the
respective cattle guards on each side of the highway.

'3. Such fences, gates and cattle guards shall be suitable and sufficient to pre-
vent cattle and other animals from getting on the railway.

30 RAILWAY COMMISSIOyERS FOR CAXADA

9-10 EDWARD VII., A. 1910

' 4. Wherever the railway passes through any locality in which the lands on either
side of the railway are not inclosed and either settled or improved, the company shall
not be required to erect and maintain such fences, gates and cattle guards, unless the
Board otherwise orders or directs.'

There has been no order of the Board respecting fencing through uninclosed or
unimproved lands, and the practice of the companies, so far as I can learn, has been
to leave their rights of way entirely unfenced, until the adjacent owner or owners had
erected side fences, when such owner or owners would be expected to call upon the
company to erect its fences. Cases, however, were presented where the side fences
had been long since erected, but yet the railway fences had not been erected.

We have been furnished with no information by the railwaj-- companies of the
amounts paid by them for cattle killed upon their lines, or of the number of claims
they have disputed, but from the large number of cases that were brought to the
attention of the Boai'd where compensation has not been made, the better opinion
perhaps is that the disputed claims vastly exceed those in which settlements have
been made, if not, the companies have been paying out very large sums that would
have been much better spent in protecting their rights of way.

Xow, the statute dehnes clearly the kind of fence and cattle guard that must be
provided; the fence must be at least -4 feet 6 inches high, and it and the cattle guards
must be ' suitable and sufficient to prevent the cattle and other animals from getting
on the railway.

It is just as incumbent upon the companies to fence against hogs as it is against
horses, yet it is not pretended that any attempt has been made to do so, and instances
were given where farmers had so many hogs killed that they were compelled to
abandon any attempt to raise them.

It seems to be the practice in Manitoba. Saskatchewan, some parts of Alberta
and British Columbia to remove the cattle guards entirely in the winter time. This
is done, it was said, to facilitate the operation of the snow ploughs. It is not shown
by any railway exj^ert that this practice is necessary, but it was shown by many
Saskatchewan farmers that it was more important to them to have the cattle-guards
.in pla e during winter than any other season, as during the other seasons their cattle
were mostly pasturing in the hills in charge of herders. At any rate, these cattle
guards have been removed during the winter months without authority, and unless
a great deal more can be shown than has yet appeared, the practice must cease. Fur-
-thermore, the railway companies must establish and maintain cattle-guards that will
prevent cattle and other animals from getting upon the railways. This is the require-
ment of the law, and I know of no reason why it should not be complied with.

The provisions of clause -4 have been abused, and this statutory exemption from
fencing has been used by the companies to free themselves from making compensa-
tion in innumerable cases of meritorious claims. This condition of affairs camiot
be permitted to continue; it works great hardship upon the public, and is of little
or no benefit to the railway companies. The conditions in the west have greatly
changed since this exemption was granted to the companies, and as they are com-
jielled at some stage of the undertaking to erect fences, I am clearly of the opinion
that no hardship will be imposed if that stage is made the initial one,

I am aware that in various parts of the country no necessity now exists and pos-
sibly never will, for the erection of fences. The formal order may contain a provision
that railway companies, the lines of which have already been constructed, may apply
to exempt certain sections of the road from the operation of the order, when, if con-
ditions are shown that such course will entail no hardship upon the public, the Board
may so declare. The like course may be taken where railways are in course of con-
struction, and as to such latter, when application is made to open the road for traffic,
the fences, cattle-guards, highway and farm crossings and gates shall all form part of
the work necessary to be complete according to the statute and the Board's regulations

REPORT OF THE COMMISSIONERS 31

SESSIONAL PAPER No. 20c

before ijermission is given to operate the road. I am couvinced that this course will,
in the end, be less expensive for the railway companies, as the erection of fences,
gates, (fcc, can all be carried on at the time of construction at less cost than later on,
to say nothing of saving liability for daiiiage claims for stock killed and law costs in
defending, even if successful.

Many complaints were made that in the constructiou of the railway lines the high-
way crossings were left in an impassable state, causing endless inconvenience and
trouble to the public. I confess I am at a loss to understand such disregard of the
rights of others, and such selfish and inconsiderate conduct upon the part of those
constructing the railways, or responsible for their construction. If these works are
let out to contractors, the railway companies may as well at once understand that they
must make some provision in their contracts that will comiiel their contractors to treat
the public with ordinary decency. This Eoard has no control over the contractors and
can only deal with the railway companies. These highway crossings can be constructed
at less expense when the grading is being done than later on, after the road is com-
pleted ; and with respect to roads not yet completed, they will not be opened for traffic
until every highway crossing opened for travel is put into the condition called for by
the Board's regulations. As to these railways now in operation, all highway cross-
ings, opened for travel, must be put into the condition called for by the regulations
within one year from this date.

A draft order embodying the foregoing may be sent to all the companies, and its
settlement spoken to by them at the May meeting of the Board at Ottawa.

March 23, 1909.

ROBERTSON AND THE GRAND TRUNK RAILWAY C0:MPANY.

This was an application of W. N. Robertson, to the Board under Section 26 of
the Railway Act, to compel the Grand Trunk Railway Company of Canada to issue
third class tickets at the rate of one penny per mile for each mile travelled and to run
third class passenger carriages attached to one train per day each way, throughout the
length of its line. The application was heard by the Hon. A. C. Killam, late Chief
Commissioner, Deputy Chief Commissioner and Commissioner Mills and pursuant to
the judgment of the Chief Commissioner an order was made directing the Grand
Trunk Railway Company of Canada to run every day throughout the length of its
line of railwaj' between the city of Toronto in the province of Ontario to the city of
Montreal in the province of Quebec, at least one passenger train having in it third
class carriages for passenger traffic; and that the fare or charge for each third class
passenger by any train on the said portion of its railway do not exceed two cents for
each mile travelled ; and the company was ordered forthwith to file with the Board
passenger tariffs for the aforesaid portion of its railway embodying the said rate of
two cents per mile for third class passengers.

The Grand Trunk Railway Company were granted leave to appeal to the Supreme
Court of Canada, and the order of the Board was stayed pending the appeal. The
Supreme Court of Canada affirmed the order of the Board and dismissed the appeal.

Further appeal was taken to the Judicial Committee of the Privy Council in
England, in which appeal the Grand Trunk Railway Company were unsuccessful.
Subsequently the Grand Trunk Railway Company filed with the Board a new tariff
for third class passenger traffic between the stations, Montreal and Toronto inclusive,
effective on April 1, 1909, being C. R. C. No. ' E ' 95S ; and otherwise conformed to
the order of the Board.

32 RAILWAY lOMML^SlOM:h\s FOR C.I. V.IDA

9-10 EDWARD VII., A. 1910

PROTECTION OF IirOIIWAY ("H0S8INCS BY ELECTRIC BELLS.

Orders liave been issued by the Board from time to time providing for the instal-
lation and maintenance of electric bells at highway crossings where the highway is
crossed by the railway and the Board having received from time to time complaints
alleging that the bells were not kept in satisfactory order by the railway companies,
after due consideration of the matter, and pursuant to the powers conferred upon it
by sections 30 and 269 of the Railway Act, issued on the 3rd November, 1908, an
order providing as follows : —

1. Every electric bell upon the line of any railway company subject to the legis-
lative authority of the parliament of Canada, installed for the purposes of protec-
tion, shall be inspected every morning by the sectionman in whose division or section
such bell is, and tested by placing a wire across the rail, upon each side of the cross-
ing or by establishing electric connection by any other device or method which will
indicate whether or not the bell is in good working order, and that if the bell fails
to ring, or rings continuously, a flagman at once be placed at such crossing, whose
duty it shall be properly to protect the same until such bell is repaired; and that
notice of such non-repair be at once given to the station agent nearest to such bell,
whose duty it shall be to report the matter at once to the department having charge
of the operation and repair of such bells.

2. That failure to comply with the provisions of this order shall subject the
defaulter to a fine of $50, payment of which may be ordered by the Board upon proof
of the offence.

EQUIPMENT OF NON-PLATFORM CARS WITH OPERATING LEVERS.

The Board, having had under consideration the question of the equipment of
non-platform cars with operating levers, and having had the matter investigated and
reported upon by one of its officers, pursuant to the powers conferred upon it by sec-
tPons 30 and 269 of the Railway Act, issued an order under date November 25, 1909,
as follows: —

1. Every railway company subject to the legislative authority of the parliament
of Canada, operating a railway by steam power, shall equip, within the time herein-
after mentioned, each of its non-platform cars, as for example, ordinary box and mail
or baggage cars, with the proper operating lever for uncoupling cars, and dispense with
the operating wheel where in use on the ends of such cars for that purpose.

(a) In cars to be constructed in the future for use in their said railways,
before they are so used.

(fe) In cars under construction or in shops undergoing repairs, within three
"months from the date of this order;

(c) In cars at present in use on their respective railways, within six months
from the date of this order.

2. Every such railway company shall be liable to a penalty of a sum not exceed-
ing fifty dollars for every failure to comply with the foregoing regulations within the
time for their coming into force and thereafter.

SMOKE NUISANCE.

The Board having been in receipt of complaints from several of the principal
cities in the Dominion of Canada in regard to what is termed the smoke niiisance
as applied to railwnv locomotives, and having at several sittings heard evidence in

REPORT OF THE COMMISSIOyERS 33

SESSIONAL PAPER No. 20c

this connection, upon consideration of such evidence and the reports of certain of
its officers, and pursuant to the powers conferred on it by sections 30 and 269 of the
Railway Act, issued on Xovember 25, 190S, an order containing the following pro-
visions : —

' 1. Every locomotive steam engine operated in the province of Ontario by any
railway company subject to the legislative authority of the parliament of Canada,
shall be equipped so as to prevent the imnecessary and unreasonable omission there-
from to the atmosphere of dense or opaque smoke and every such locomotive steam
engine shall, subject to clauses 2, 3, 4 and 5, while passing through or being oi)erated
within any city, town or village, be so operated as not to permit the unnecessary and
unreasonable emission to the atmosphere of dense or opaque smoke.

2. Where it is necessary to clean out the fire-box or build a new fire, the neces-
sary and reasonable emission of dense or opaque smoke within any city, town or
village may be permitted for a period not to exceed six minutes in any one hour.

3. The necessary and reasonable emission of dense or opaque smoke from a loco-
motive steam engine standing at stations or in station yards in cities, towns or vil-
lages, may be permitted for a period of one minute in" any ten minutes of any one
hour.

4. This order shall apply to and be in force only in such cities, towns and villages
in Ontario that have passed or may hereafter pass, by-laws for the control, regulation
or prohibition of dense or opaque smoke from stationary steam engines, or a by-law
or by-laws to the like effect.

5. In the ascent of the Scarboro grade easterly out of Toronto, or the grade
east and west out of Hamilton, the necessary and reasonable emission of dense or
opaque smoke may be jjermitted for a period not to exceed ten minutes in any one
hour.

6. Every company or person offending against the foregoing regulations, or any
of them, shall be subject to a penalty of twenty-five dollars for every such offence.

7. This order shall take effect on January 1, A.D. 1909.

EQriP:\IEXT OF CAES WITH AIR BRAKES.

The Board having had under consideration the question of equipment of cars
with air brakes, and having had the matter investigated and reported upon by one of
its officers, pursuant to the powers conferred upon it by sections 30 and 269 of the
Railway Act issued under date of Xovember 25, 1908, an order containing the follow-
ing provisions : —

(1) Every railway company subject to the legislative authority of the parliament
of Canada is, and it is hereby forbidden to handle freight cars in through main line
passenger trains, unless such freight cars are equipped with air-brakes, steel tired
wheels and special trucks designed for use in through-passenger train service.

Provided, however, that every such company shall be at liberty to use such freight
cars in its through-passenger service when its baggage cars, or freight cars, especially
equipped as aforesaid, become disabled or unfit for use while in transit, and such cars
only are available to receive the baggage or freight, as the case may be, to avoid un-
necessary delay in forwarding the same. In this event, the cars must not be loaded
beyond their marked capacity, and the speed of the train must not exceed thirty-five
miles an hour.

(2) Every such railway company failing to comply with the foregoing require-
ments shall be liable to a penalty of not exceeding fifty dollars for every such offence.

20c— 3

34 " RAILWAY COMMIS8I02fERS FOR CANADA

9-10 EDWARD VII., A. 1910

EQUIPMENT OF PASSENGER COACHES WITH EIRE ETINGUISHERS.

The Board having had under consideration an application of the Canadian Paci-
fic Railway Company to amend order of the Board No. 3238, dated July 3, 1907, re-
quiring the railway companies in Canada subject to the jurisdiction of the Board to
equip passenger coaches with two fire extinguishers, upon the report and recommenda-
tion of its Inspector of Railway Equipment and Safety Appliances, issued an order
under date of May 5, 1908, varying order No. 3238, aforesaid, by permitting the rail-
way companies to equip their passenger coaches with one fire extinguisher instead of
two. The order also provides that unless the Board further directs, the equipment of
said passenger coaches with one fire extinguisher shall be taken to be, and deemed, a
compliance with the said order No. 3238.

PROTECTION OF BRIDGES.

The question of the protection of wooden trestles from fire during the months
of the year in which fires were likely to occur having received a good deal of con-
sideration at the hands of the Board, more particularly in connection with accidents
the result of wooden trestles or wooden bridges having been burnt, the Board, pur-
suant to the powers conferred upon it by sections 30 and 269 of the Railway Act,
issued the following order: —

Order No. 5103.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Thursday, the thirtieth day of July, A.D. 1908.

Present :

Hon. J. P. Mabee^ Chief Com<missioner.

Hon. M. E. Bernier, Deputy Chief Commissioner.

James Mills, Commissioner.

In pursuance of the powers conferred upon it by sections 30 and 269 of the
Railway Act, and of all other powers possessed by the Board in that behalf, —

The Board doth order and direct, that every railway company subject to the
legislative authority of the parliament of Canada, operating by steam power any
railway or railways, any part or parts of which is or are constructed of or upon
wooden trestles, do, during the months of May, June, July, August, September and
October of each year, provide, place and keep a watchman, track-walker, fire alarm
signals, ballast flooring, or fire-proof paint, as hereinafter directed, for the purpose of
protecting the said trestles from fire, and thereby preventing trains from being
burned, derailed or otherwise damaged at or on such trestles, each such company
"being allowed the option of adopting any one of the said foregoing methods of pro-
tection : —

1. Every such company shall place and maintain at each end of every wooden
trestle on its line or lines of railway a barrel of a capacity not less than forty-five
gallons; and on every such trestle over 200 feet in length, every such company shall
place and maintain barrels of similar capacity at distances of not less than 150 feet —
provided, however, that pile trestles over streams or other bodies of water need not
be furnished with any such barrels.

2. Every such company shall keep and maintain the said water barrels in good
repair and good condition for holding water, and see that they are kept full of water
at all times.

REPORT OF THE COMMISSIONERS 35

SESSIONAL PAPER No. 20c

3. Every such company shall remove all brush and dead grass from beneath and
around every such trestle, and keep the -whole width of its right of way under and
along every such trestle free from all kinds of combustible material.

4. Every such special watchman or track-walker, on or in the neighbourhood of
timber lands and in localities distant from settlement, shall carry a pail or satisfy
liimself that a pail is at each of the different trestles under his care, in such a place
that it cannot be taken away or used for any other purpose than that for which it
was provided.

5. Where the protection provided is by a track-walker, all trestles, long and
short, shall be regularly inspected, two inspections to be made every twenty-four
hours on main lines, and one every twenty-four hours on branch lines.

6. Every such special watchman or track-walker, whenever any such trestle is
injured by fire, shall, as soon as possible thereafter, report the same to the roadmaster
on whose division he is working; and in the event of any such barrel or pail not
being in good and efficient condition for the holding of water, every such special
watchman or track-walker having charge of the same shall promptly report such con-
dition to the said roadmaster; and whenever the height of water in any such barrel
is lowered by evaporation or otherwise, say ten inches from the top of the barrel,
every such special watchman or track-walker shall promptly report such condition to
the said roadmaster.

7. Every such railway company failing or neglecting to comply with any of the
foregoing regxilations shall be subject to a penalty of thirty dollars.

8. Every such special watchman or track-walker failing or neglecting to make
inspection of any such trestle in accordance with the foregoing regulations, or fail-
ing or neglecting to make any of the reports hereinbefore required of him and as so
required, shall be subject to a penalty of fifteen dollars for each such failure or neglect.

9. That the order of the Board No. 3239, dated the 3rd day of July, A.D. 1907, be
and the same is hereby rescinded.

(Sgd.) J. P. MABEE,

Chief Commissioner,
Board of Railway Commissioners for Canada.

LIGHTING OF RAILWAY CAES.

The Board after having given considerable care and consideration to the question
of the lighting of cars, and having had the matter investigated and reported upon by
certain of its officers, pursuant to the powers conferred upon it by sections 30 and
269 of the Eailway Act, issued an order, effective on and after the first of January,
1909, relative to the lighting of railway cars, providing as follows: —

1. That every railway company subject to the legislative authority of parlia-
ment of Canada, operating a railway by steam power, cause, subject to any exception
or exceptions hereinafter contained in this order, the equipment of each and every
car requiring lighting used on the railway or portion of railway operated by it, with
one of the following lighting systems, namely : —

(a) The Pintsch Compressed Oil-Gas System.

(h) Acetylene gas, under what is known as the ' Absorbent or Commercial
Acetylene System.'

2. That the Pintsch Compressed Oil-Gas System may be used subject to and
upon the terms and conditions following, namely : —

(o) That the tanks be tested and tight at three hundred (300) pounds pres-
sure to the square inch; and that they stand such tests without distortion: Pro-
vided that where, at the original date of issuance of this order, any railway com-
pany may have had in use tanks tested to a pressure not exceeding two hundred
20c— 3^ '^

36 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

and ninety-four (294) pounds to the square inch, it shall be sufficient that the
tanks be tested and tight at two hundred and ninety (290) pounds pressure to the
square inch, and that they stand such tests without distortion;

Provided, further, that when, at any date subsequent to the original date of
issuance of this order, any railway company instals the Pintsch system on its
cars, or where any railway company already using the Pintsch system instals new
tanks, the said tanks shall, in each and every case, meet the requirement that
they be tested and tight at three hundred (300) pounds pressure to the square
inch, and that they stand such tests without distortion,

(fc) That the maximum working pressure be one hundred and fifty (150)
pounds to the square inch.

(c) That every gas tank attached to a railway car, be equipped with an
extra heavy stud valve securely fastened to every such tank.

(d) That the equipment necessary for the installation of the said system be
provided with —

(dl) A pressure gauge with a dial reading either from one pound to
three hundred pounds, or reading by atmospheres from zero to fifteen atmos-
pheres, to show the exact pressure of gas carried.

(d2) A recharging valve to attach to the charging station hose.

(d3) A regulating valve, to reduce the pressure of gas contained in the
tank before it enters the main line piping and lamps on the car.

(e) That all piping between the regulating valves and stud valves be of
extra heavy seamless steel or iron tubing; and that all elbows or tees be of extra
heavy fitting, provided that heavy flange brass fittings may be used in lieu of such
equipment.

(f ) That the high pressure piping and fittings be carefully threaded before
being screwed together — ^the pipe thread to be carefully tinned after being screwed
up, and the piping to be sweated to the fittings.

(g) That standard tubing be used to connect the low pressure side of the re-
gulating valve with the lamps of the cars; and that a main line cock, to turn on
and off the gas, be placed on the inside of each car in a convenient and con-
Epicuous location.

(k) That, in order to locate leakages, soap suds be used; and that lighted
patches or torches be not used for this purpose.

(i) That printed regulations defining and explaining the use of the system
e posted inside of each car, in close proximity to the main line cock; and that
' tank stud valve key, a main line cock key, and such other keys as may be neces-
ary for the use and operation of this equipment, be supplied to and always car-
ried by all conductors and brakemen while on duty in charge of any train or cars
provided with this equipment; and that the regulations required by this section
to be posted up, shall state that such keys are in the possession of the conductor
and brakeman or brakemen of the said trains or cars.

(;■) That every car lighted by this system be placed under the charge of a com-
petent and reliable employee of the railway company Tising such system —
every such employee to be specially instructed in regard to the proper working and
operating of the same.

3. That the acetylene, or what is known as the ' Absorbent or Commercial Acety-
lene Storage System,' may be used, subject to and upon the following terms and con-
ditions, namely: —

(a) That the tanks used in connection with the said system be properly safe-
guarded against the possibility of explosion, and to be tested and tight at four
times the maxinnmi working pressure, and be able to stand such test without
distortion; and that the sf^id tanks be protected by an effective and durable pre-
ventative of rust.

REPORT OF THE COMMISSIOXERS 37

SESSIONAL PAPER No. 20c

(&) That the service tank pressure do not exceed one hundred and fifty
(150) pounds to the square inch.

(c) That the acetylene gas be compressed; and that where tanks are charged
elsewhere than at the generating station, plans showing in detail the location of
all appliances used in connection therewith, including intended location of cars,
he submitted to the Board for its approval, all gas to be thoroughly dried and
purified.

(d) That car equipment be inspected and tested at least once every sl:^
months.

(e) That generators, charging apparatus and other details, be under expert
supervision at all times.

(f) That acetylene gas generators be not installed in or upon cars or other
railway rolling stock, except by leave of the Board.

(g) That every gas tank attached to a railway car be equipped with an extra
heavy stud valve securely fastened to every such tank.

(h) That the equipment necessary for the installation of the said system be
provided with —

(1) A pressure gauge with a dial reading from one pound to 300 pounds
to the square inch, to show the exact pressure of gas carried.

(2) A recharging valve, to attach to the charging station hose.

(3) A regulating valve, to reduce the pressure of gas contained in the
tank before it enters the main line piping and lamps on the cars.

And it is ordered and directed. That every such railway company may vise free
acetylene as a lighting medium, providing the same is not used under a pressure
greater than ten pounds to the square inch; every such equipment to be submitted
for and subject to the approval of the Board.

That these regulations neither prohibit the lighting of cars by electricity nor
prevent or affect the lighting with what is known as ' Mineral Seal Lamp Oil.' On
application the Board may, after a test has been conducted by the Board's Inspector
of Kailway Equipment and Safety Appliances, authorize the use of other oil or oils
for car lighting. Any railway company or companies making application for such
authorization must, at the time when such application is made, furnish samples of
the said oil or oils to the said inspector for testing purposes.

That every railway company committing any breach of or failing to comply with
any of the foregoing provisions be, for each such offence, liable to a penalty of one
hundred dollars.

That every railway official or employee charged with any duty in respect of any
of the matters aforesaid, who shall commit any breach of, or shall neglect to comply
with the foregoing provisions, be liable to a penalty of twenty dollars for each such
offence.

That these regulations take effect on and after the first day of January, 1909.

JUDGMENTS OF THE BOARD.

A summary of the principal judgments delivered by the Board for the year end-
ing ^farch 31, 1908, prepared by the law clerk, Mr. A. G. Blair, will be found under

Appendix ' D.'

«

EOUTINE WOKK OF THE BOARD.

RECORD DEPARTMENT.

Since the publication of the last report, this department has been placed under
the charge of Mr. E. W. McNeill, who assumed his duties as Record Officer on March
1, 1909. Previous to Mr. McNeill's appointment, the department was under the

33

RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

supervision of the Secretary of the Board, who, under the Board's authority, had
delegated the working out of all details in this connection to Mr. A. E. Ecclestone, his
secretary. Owing, however, to the large increase in the work of the Commission in
connection with the secretary's department, it was found impossible for either the
secretary or for Mr. Ecclestone to give that care and attention which is absolutely
essential in connection with the proper keeping of the Board's records. Before taking
over his duties as Record Officer the Board deemed it desirable, on the suggestion of
the secretary, that Mr. McNeill in company with Mr. Ecclestone should make a per-
sonal inspection of the system of keeping records adopted by the State Commissions
of Maine and the State of New York and the Interstate Commerce Commission at
Washington and authorized their visiting Boston, New York snd Washington, in the
month of IMarch last, which they accordingly did, deriving therefrom much informa-
tion of use to them in this work. By reference to the subjoined table, it will be seen
that the number of applications and filings received and orders issued for the past
year have materially increased, more particularly the orders, which have increased
approximately 25 per cent.

With regard to the cases heard by the Board at sittings during the year covered

by this report, it might be mentioned that. folios of testimony were taken

by the Board at these sittings. The following is a table of formal applications (in-
cluding informal complaints) received under the Act, documents filed and orders issued
by the Board, compared with those for the year ending March 31, 1908.

Applications, including 464 informal complaints

Filings (including outgoing letters)

Orders issued . •

April 1, '07

to

March 31, '08.

3,125

45,425

1,787

April 1, '08

to

March 31, '09.

3,479

51,913

2,249

Increase.

3 54

6,488

462

The outgoing letters numbered 23,530.

It will be noted that the above does not include correspondence or filings of the
other departments of the Board, such as the Traffic Department, for which see Appen-
dix B.

INFORMAL COMPLAINTS.

It is desirable to call attention to the large number of informal complaints dealt
with by the Board. These number some 464. The applications heard at the public
sittings of the Board, and so disposed of, number some 737, deducting this number
from the total of 3,479 applications filed with the Board, it will be noted, that approxi-
mately 2,742 applications including the informal complaints, were disposed of without
the necessity of a hearing.

SECRETARY S DEPARTMENT.

Since the publication of the last Annual Report, the office of Assistant Secretary
to the Board has been created by the appointment of Mr, E. A. Primeau, formerly
registrar and accountant, to this position, by virtue of order in council dated the
first day of July, 1908.

It was considered desirable that there should be an assistant secretary to the
Board, having a thorough knowledge of French, whose chief duty would be to deal
with all French correspondence connected with the Board. In addition to the duties
assigned to him by the Board, Mr. Primeau has still charge of the Accounting De-
partment.

REPORT OF THE COMMISSIONERS 39

SESSIONAL PAPER No. 20c

TRAFFIC DEPARTMENT.

No increase has been made in the staS of this department since the publication
of the last report. One resignation has taken place, namely, that of Mr. C. N. Ham,
and the vacancy caused by his resignation has not yet been filled. The Board has,
however, made recommendation to the Governor in Council to fill the vacancy. The
statement of the freight, passenger, telephone and express schedules filed with the
Board between April 1, 1908, and March 31, 1909, will be found in conjunction with
the report of the Chief Traffic Officer of the Board under Appendix ' B.'

ENGINEERING DEPARTMENT.

As stated in the last annual report, the Board had under consideration the
appointment of an additional engineer, and Mr. N. Cauchon was appointed to the
position under date of an order in council, 1st day of May, 1908, as assistant engi-
neer with headquarters at Ottawa. A list of the examinations and inspections made
~bj the engineering department for. the year ending March 31, 1909, will be found
under Api)endix ' F.'

ACCIDENT DEPARTMENT.

As stated in the previous report, the Board has had under consideration the
reorganization of this department, with the two-fold object in view of, first, securing
greater promptness in dealing with accidents, and, secondly, of reducing expenses in
connection with the holding of investigations. The Board, therefore, passed a regu-
lation allotting certain provinces of the Dominion to certain inspectors, who should
report to and be under the immediate supervision of a Commission. The following
was the apportionment made : —

The province of Ontario, not including Port Arthur or west of Port Arthur, to
he assigned to Inspectors Jas. Ogilvie and Jas. Clarke, having their headquarters at
Ottawa, and to be under the supervision of the Assistant Chief Commissioner, D'Arcy
Scott.

The province of Quebec and the maritime provinces to be assigned to Inspector
E. C. Lalonde, having his headquarters at Montreal, and to be under the supervision
of the Deputy Chief Commissioner, the Hon. M. E. Bemier.

The provinces of Manitoba and Saskatchewan and Ontario, from and including
Port Arthur westward, to be assigned to Inspector W. S. Blyth, having his head-
quarters at Winnipeg, and to be under the supervision of Commissioner S. J. McLean.

The provinces of Alberta and British Columbia to be assigned to Inspector M.
J. McCaul, having his headquarters at Calgary, Alta., and to be under the super-
vision of Commissioner Jas. Mills.

It was also provided that no expense for witness fees or detention of witnesses
is to be incurred unless by direction of a Commissioner, and that in the absence from
Ottawa of the Commissioner having supervision of the particular district, such direc-
tion might be given by any member of the Board. It was further directed that the
Board or a Commissioner might at any time require any inspector or insj)ectors to
make any special report upon any question or matter without reference to the assign-
ment of the inspector to the particular province or district. Each Commissioner was
authorized to deal with all reports upon matters in the provinces assigned to him, or
to refer the same to the Board, In addition to dealing with accidents, the inspectors
are to report on railway equipment and rolling stock. This arrangement came into

40 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

force in the month of December, 1908, and it is expected • that satisfactory results
will follow the arrangement outlined. The report of accidents investigated, covering
the year ending March 31, 1909, will be found under Appendix ' G.'

OFFICES OF BOARD,

Owing to the increase in the number of the Commissioners from three to six, and
the consequent increase in the staff of the Board, the Board finds that its present
quarters, which were inadequate and ill-adapted, particularly as regards light and
ventilation for offices, before such increase, are now very much more so, causing the
Board a good deal of inconvenience and also militating against the effective carrying
on of the work of the Board, which has largely increased during the last two years. It
is, therefore, very necessary that the Board should have increased accommodation at
an early date, in fact, in order to meet the present requirements of the Board, and
to provide for the future requirements, double the accommodation now at the Board's
disposal is required.

The Board, therefore, trusts that this matter will receive early attention at the
hands of the government, and a suitable suite of offices provided.

COMMISSION.

As will be noted by reference to the first portion of the report dealing with amend-
ments to the Railway Act, the number of the Commissioners has been increased from
three to six. One of the Commissioners thus created, was designated Assistant Chief
Commissioner, and having all the powers of the Chief Commissioner, with the limita-
tion, that such lowers shall not be exercised by him except in the absence of the Chief
Commissioner. The following were the appointments made by the Governor in Coun-
cil to fill the positions so created.

That of Assistant Chief Commissioner was filled by the appointment of Mr.
D'Atcv Scott, barrister, Ottawa, by order in council, dated the ITth day of Septem-
ber, 1908. Mr. Scott, was at the time of his appointment, senior member of the firm
of Scott & Curie, barristers of Ottawa, and mayor of the city of Ottawa, which office
he resigned after his appointment to the Board. Mr. Scott received his education at
Ottawa University, Ottawa, and Osgoode Hall, Toronto, Ont.

That of Commissioner, by the appointment of the Hon. Thomas Greenway of
Crj-stal City, Manitoba, by order in council, dated the 17th day of September, 1908.

That of Commissioner, by the appointment of Simon James McLean, M.A.,
L.L.B., Ph.D., by order in council, dated the 17th day of September, 1908. Mr. Mc-
Lean was, at the time of his appointment, professor in that branch of the Department
of Political Economy in Toronto University having special reference to transportation
and commerce. In 1901, he was appointed by the Dominion government, a Commis-
sioner to report on railway rate grievances, and investigated the rates complained
against in Canada, his report being published in the year 1902; and it was on the
basis of the recommendations set forth in his report that the legislation providing for
the organization of the Board of Railway Commissioners was drafted and embodied in
the Railway Act, 1903. He also acted in an advisory capacity to Mr. A. S. White,
K.C., ex-Attorney General of New Brunswick, now Judge of the Supreme Court of
New Brunswick, who was commissioned by the Dominion government to draft the Bill
embodying the provisions of the Railway Act, 1903. It should also be mentioned that
Mr. McLean, during the years 1899 and 1901, prepared a report to the late Hon. A. G.
Blair, who held at that time the portfolio of Minister of Railway and Canals, on rail-
way commissions and their work, in England and the United States.

REPORT OF THE COMMISSIONERS 41

SESSIONAL PAPER No. 20c

The Commissioners took office shortly after their appointment with the exception
of the Hon. Thomas Greenway, who, on his arrival in the city of Ottawa, was taken
ill and died within a short time afterward, his death, under the circnmstances, being
peculiarly sad. The vacancy caused by his death has not been filled by the appoint-
ment of a successor.

J. P. MABEE,

Chief Commissioner.

D'AKCY SCOTT,

Assistant Chief Commissioner.

M. E. BERNIER,

Deputy Chief Commissioner.

JAMES MILLS,

Commissioner.

S. J. McLEAN",

Commissioner.

March 31, 1909.

42

RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

APPENDIX A.

STAFF OF THE BOAED OF EAILWAY COMMISSIONERS FOR CANADA
FOR THE YEAR ENDING MARCH 31, 1909.

TRAFFIC DEPARTMEXT.

Name.

James Hardwell
A. F. Dillinger. .

G. A. Brown

C. E. McManus.
C. C. Routhier..

C. N. Ham.

H. W. Messinper

J. S. Allen

G. T. Riddell...

F. Lalonde

J. R. Usher

C. Chapman . . .

Occupation.

Traffic expert. .
Operating assistant.

Chief clerk

Clerk

Appointment.

June

April

Oct.

Sept.

Aug.

Oct.

July

May

April

22, 1904.

6, 1907.

3, 1904.

1, 1904.
14, 1906.

3, 1904.

K, 1904.

6, 1907.

1, 1905.

6, 1907 .

6, 1907.
11, 1907.

Amount.

S cts.

3,800 00

1,800 00

2,000 00

1,050 00

1,050 00

1,000 00

950 00

900 00

800 00

900 00

750 00

600 00

15,620 00

ENGINEERING DEPARTMENT.

G. A. Mountain
T. L. Simmons.
H. A. K. Drury

N. Cauchon

John Murphy . . .
J. R. Foulds....

Engineer June

Assistant engineer jOct.

II June

..July

Electrical engineer May

Clerk :Oct.

30.

1904..

4,800 00

a,

1904..

2,500 00

25,

1906..

2,500 00

1,

1908..

2,500 00

15,

1906..

1,500 00

14,

1906..

800 00

RECORD DEPARTMENT.

E. W. McNeill.

Record officer

Feb.
Sept.
May
Aug.
May

.July

Aug.

8, 1909 .

1, 1904..

1, 1905..
14, 1906..

6. 1907..

6, 1907..
20, 1904..
14, 1905..

1,500 00

J. W^. Thompson ....

Clerk

1,150 00

C. S. Huband

900 00

W. A. Janiieson

„

750 00

J. E. Martin

700 00

T. G. Britton

700 00

D. I. Langelier

650 00

F. R. Demers

600 00

REPORT OF THE COMMISSIONERS

SESSIONAL PAPER No. 20c

SECRETARY'S DEPARTJIENT.

43

Name.

Occupation.

Dale

of

Appointment.

Amount.

E. A. Primeau

A. E. Ecciestone

J. B. Arbick

Assistant secretary May 7,1904..

Secretary to secretary ' Aug. 14, 1906 . .

Clerk ' Dec. 23,1904..

Clerk and stenographer -Jan. 2, 1908 . .

Dec. 31, 1908..

Clerk Afav fi. 1007

S cts.

2,500 00

1,100 00

700 00

G. F. Perley

A. Larocque

A. Lapointe

600 00
700 00
700 00

B. Che\Tier (Miss) .. .

Stenographer

.July 20,1904..
May 8,1907..

900 00

E. A. H. Barber (Miss)

550 00

ACCIDENT AND EQUIPMENT DEPARTMENT.

E. C. Lalonde .Inspector July

.Tas.jOgilvie „ I May

M. J. McCaul.
W. S. Blythe .
Jas Clarke . . .

-0, 1904..

2,200 00

4, 1907 .

2,200 00

6, 1907..

2.100 00

6, 1907..

2,100 00

6, 1907.

1,800 00

LAW DEPARTMENT.

A. G. Blair

Law clerk I«Tuly 20,

Stenographer and librarian iMay 1,

1904..
1905..

2.500 00

R. Larose (Miss)...

750 00

PRIVATE SECRETARY TO CHIEF COMMISSIONER.

R.»Richardson. .

1

May 1,

1905..

1,600 00

STENOGRAPHERS.

E. N. Cameron (Miss)

M; Hache(Miss)

L. J. Lewis (Miss)

G. M. O'Connoi (Miss).
N. Casey (Miss)

July

20,

1904..

700 00

Dec.

31.

1907..

500 00

May

7

1904..

750 00

Dec.

31,

1908..

550 00

.1

31,

1908.

700 00

MESSENGERS.

T. Chandler

J. Dionne

Chief messenger and court usher

Messenger

May 15,1904..

27,1907..
Dec. 31,1907..

31,1907..

800 00
500 00

T. D. Latour

500 00

E. S. Barbeau

.

500 00

CAR 'ACADIA.'

Geo. Tavlor.

Cook.

720 00

44

RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910
APPROPRIATIONS, EXPENDITURES AND RESOURCES.

Appropriations.

Amount allowed by statute for salaries of members of com-
mission and secretarj' S 55,000 00

Amount voted by parliament for maintenance and operation

of the board . 103,000 00

Amount voted by parliament to pay expenses in connection

with reference to cases before Railway Commission 10,000 00

Expenditure

during

12 months

from April ],

1908.

Unexpended
Balance.

S cts.

39,499 16

94,623 72

2,846 29

S cts.
15,500 84
8,376 28
7,153 71

Certified correct,

EUG. A. PRIMEAU,

Assistant Secretary.

Ottawa, April 1, 1909.

REPORT OF THE COMMISSIONERS 45

SESSIONAL PAPER No. 20c

APPENDIX B.

EEPOET OF THE CHIEF TEAFFIC OFFICEE OF THE BOAED.

Ottawa, May 21, 1909.

Sir, — I have the honour to submit the report of the traf6.c department of the
Eailway Commission to March 31, 1909.

Subjoined is a statement of the freight, passenger, express and telephone schedules
filed with the Board between iSTovember 1. 1904, when, by the order of the Board,
under the authority of section 311 of the Eailway Act, 1903, the railway companies
commenced filing their tariffs, and March 31, 1909, and from April 1, 1908, to March
31, 1909, inclusive:—

GRAXD TOTAL OF ALL SCHEDULES RECEIVED FROM NOVEMBER 1, 1904, TO AND

INCLUDING MARCH 31, 1909.

Fretfjht—

Local tariffs 3,030

Supplements 4,120 7,150

Joint tariffs 5,886

Supplements. 13,276 19,162

International tariffs 20,884

Supplements 52,519 73,403

99,715

Paisenger-

Local tariffs 2,580

Supplements 1,671 4,251

Joint tariffs 1,150

Supplements. 1,262 2,412

International tariffs 5,015

Supplements 3,812 8,827

15,490

Express —

Local tariffs 2,119

Supplements ;.. , 10,477 12,596

Joint tariffs 1,010

Supplements 4,547 5,557

International tariffs 1,541

Supplements 474 2,015

20,168

Telephonc-

Local tariffs 673

Supplements 396 1,069

Long distance tariffs 1,121

Supplements .... 444 1,565

International tariffs 304

Supplements. 1,604 1,908

4,542

Combined totals, all schedules 139,915

46 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

TARIFFS AND SUPPLEMENTS RECEIVED FROM APRIL 1, 1008, TO AND INCLUDING

MARCH 31, 1909.
Freight —

Local tariffs

Supplements

Joint tariffs

Supplements

International tariffs

Supplements 13,850

Passenger-

Local tariffs

Supplements

Joint tariffs

Supplements

International tariffs 1,283

Supplements

Express —

Local tariffs

Supplements

Joint tariffs

Supplements . . .
International tariffs.

Supplements. . . .

Telephone —

Local tariffs

Supplements.
Long distance tariffs.

Supplements . .
International tariffs. .

Supplements . .

664

1,164

1,828

1,803

4,551

6,354

4,349

L3,850

18,199

788

730

1,518

315

670

985

1,283

1,439

2,722

451

6,621

7,072

313

3.251

3,564

109

205

314

18

24

42

35

80

115

4

733

737

26,381

5,225

10,950

■ 894

Combined totals, all schedules 43,450

The following are the more important orders and regulations relating to traffic
issued by the Board to March 31, 1909, namely:

March 9, 1904. — Order permitting railway companies to continue their reduced
fares to clergymen; also to students of universities, colleges and schools, to and from
their homes.

June 28, 1904. — Reduction ordered in the rates on oiled clothing in carloads
from Toronto to Halifax, Winnipeg and Calgary.

July 16, 1904. — Canadian Freight Classification No. 12, with supplement No. 1
and ruling circular No. 1, approved.

July 30, 1904. — Order reducing rates on cooperage stock in carloads.

July 30, 1904. — Railway companies ordered to cease charging prohibitive rates
on cedar lumber, ties, &c., and to substitute tolls which shall not discriminate between
cedar and other woods; also to amend the Canadian Freight Classification by includ-
ing rails, fence posts, telegraph poles and ties with other forest products, instead of
carrying these commodities, as formerly, by ' special contract ' only.

July 30, 1904. — Railway companies directed to reduce their rates on glass bottles,
in carloads, from Wallaceburg, Ont., to Toronto, Hamilton, Berlin, London and
Montreal.

October 3, 1904. — Order regarding special rates on material and machinery for
new industries. Companies directed to report applications to the Board, which will
deal with each on its merits.

October 3, 1904. — Application of Grand Trunk Railway Company for permission
to charge a less rate on coal to Cobourg, Ont., for manufacturing purposes than
charged to ordinary consumers and dealers declined.

REPORT OF THE COMMISSIONERS 47

SESSIONAL PAPER No. 20c

October, 1904. — Eeduction ordered in the rates on coal from the Niagara and
Detroit frontiers to Almonte.

October 10, 1904. — Application of the United Factories for a special rate on logs,
Penetangnishene to Xewmarket, Ont., declined.

October 10, 1904. — Order revising and reducing the classification of fruit, and
prescribing a maximum charge for icing fruit cars in transit.

October 10, 1904. — Order reducing rate on split peas, for export, to the same basis
as flour, for exjxjrt.

October 31, 1904. — Eailway companies directed to desist from charging higher
rates on cedar lumber from the mills in British Columbia than charged on pine, fir
and spruce.

December 29, 1904. — Disallowance of certain advanced freight tariffs on grain
products from Ontario to the maritime provinces, which had been issued vrithout legal
notice. Companies directed to make restitution to shippers.

February 9, 1905. — Conditions prescribed under which railway companies may
make and report to the Board special rates in certain cases, under section 275 of the
Eailway Act, 1903.

February 9, 1905. — Order prescribing under what circumstances the Board will
receive telegraphic notices of proposed changes in freight rates under emergency con-
ditions.

February 9, 1905. — Canadian Northern Eailway Company aiuthorized to carry
material and machinery for new industrial works at Fort Frances, Ont., at reduced
rates.

llarch 6, 1905. — Lower rates ordered on cattle from Ontario jwints to Montreal,
St. John, West St. John and Portland, for export, so as to bring them more into har-
mony with those paid by United States shippers.

April 15, 1905. — Eailway companies ordered to discontinue charging higher rates
on grain between local points in Ontario and Quebec than charged on flour and other
grain products between the same points.

June 2, 1905. — Preferential coal rates from Port Stanley and Eondeau, Ontario,
ordered discontinued.

July 5, 1905. — Eestoration ordered of rates formerly charged on metallic shingles,
the increase of which had checked shipments.

July 13, 1905. — Cartage and other allowances by railway companies to shippers to
offset disadvantages of location ordered discontinued, unless published in the com-
panies' tariffs.

July 25, 1905. — Grand Trunk Eailway Company ordered to provide reasonable
and proper facilities for the interchange of traffic at London, Ont., and its tolls pre-
scribed for switching traffic to and from the Canadian Pacific Eailway.

July 25, 1905. — Eeduction ordered in rates from Ontario on all freight traffic to
Montreal, Quebec and the Atlantic seaboard, for export.

September 5, 1905. — Eailway companies required to place their rates on coal from
frontier ports of entry and lake ports to interior points in Ontario on an equal mile-
age basis.

1905. — Equalization of freight rates ordered to ix)int3 between North
Bay and Sault Ste. Marie, Ont., as between Toronto and Collingwood shippers.

September 19, 1905. — Order reducing rate charged at New Westminster, B.C., for
switching grain to the distillery at Sapperton, and prescribing switching tolls within
the New Westminster terminals.

October 14, 1905. — Eeduced rates prescribed on stone from Manitoba quarries to
Winni-peg.

October 17, 1905. — Canadian Pacific and Canadian Northern Eailway Companies
ordered to interchange carload freight without transhipment at Winnipeg and St.
Boniface, Man., for shipment from or delivery at those points.

48 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

October 31, 1905. — Eeduced rates ordered on beams, in carloads, from shipping
points in Ontario.

November 15, 1905. — Provision made for the fair distribution of empty cars at
Lake Huron and Georgian Bay ports, for the movement of Northwest grain during
car shortage.

November 28, 1905. — Interchange facilities ordered at Lindsay, Ontario, between
the Grand Trunk and Canadian Pacific Railways, and tolls prescribed for switching
local traffic.

December 14. 1905. — Eeduced rates prescribed on extra compressed hay and fod-
der in carloads, from Grand Trunk and Canadian Pacific Railway stations in Quebec
to Atlantic ports north of and including Boston, for export.

December 14, 1905. — Ordered that rates on grain and grain products, in carloads,
from points west of Montreal to and including Cornwall and Finch, Ont., and south
of the St. Lawrence in the counties of St. Johns, Laprairie and Napierville, Chateau-
guay and Huntingdon, to points east of Levis, province of Quebec, shall not exceed
the rates from Montreal to the same points by more than 2 cents per 100 pounds, nor
by more than the differences existing at date of order.

January 6, 1906. — New car service or ' demurrage ' rules, more favourable to the
public than the old, promulgated by the Board for use on all railways subject to its
jurisdiction.

February 14, 1906. — Order reducing the rate charged by the Red Mountain Rail-
way Company for switching ore at Rossland, B.C., for the Trail smelter.

February 14, 1906. — Reduction ordered in the rate on grain, in carloads, from the
Canadian Pacific Company's elevator at Owen Sound to unloading sidings within the
company's terminals at the same place.

February 19, 1906. — Canadian Northern Railway Company directed to replace
the siding to Messrs. Robinson & Son's coal and wood yard at Winnipeg, which had
been removed.

March 24, 1906. — Reduced minimum carload weights prescribed for freight loaded
in box cars longer than the standard length of 36 feet 6 inches.

March 24, 1906. — Additions ordered to the articles which may be shipped in mixed
carloads at carload rates.

March 24, 1906. — Reductions in minimum chargeable weight for light and bulky
articles requiring platform cars for carriage.

May 21, 1906. — Promulgation of additional regulations relating to the publication
and filing of freight and passenger tariffs.

June 6, 1906. — The minimum carload weight of charcoal authorized by the Cana-
dian Freight Classification not to be exceeded in commodity tariffs. Revision of com-
modity rates from Sault Ste. Marie ordered accordingly.

June 29, 1906. — Reduced rates ordered on packing house products, in carloads,
from packing point in Ontario to Montreal, for export.

July 18, 1906.^Tolls prescribed to be charged by the Canadian Pacific Railway
Company for switching traffic interchanged with the Grand Trunk Railway Com-
pany for loading or unloading at London, Ont.

July 19, 1906. — Authority granted the Dominion Atlantic Railway Company to
charge the express rate on fresh fish on special freight trains making express time,
Halifax to Yarmouth, N.S., for export to Boston; when so consigned, and in quan-
tities beyond the handling capacity of the express company.

^ July 31, 1906. — Renewal of the Montreal to Toronto westbound rate ordered on
wall paper from Toronto to Montreal and Ottawa, and as the maximum to intermediate
points, with corresponding reductions to points east of Montreal.

August 1, 1906. — Order supplementing order of July 30, 1904, requiring the car-
riage of railway ties to Canadian points at rates not exceeding the non-competitive
•special tariff rates on common lumber; also to United States joint rate points. Order

REPORT OF THE COMMISSIONERS 49

SESSIONAL PAPER No. 20c

of July 30, 1904, against the Kingston and Pembroke Kailway Company made applic-
cable to all railway companies.

August 11, 1906. — Eailway companies ordered to abolish the additional arbitrary
rate of 5 cents per 100 pounds hitherto charged to British Columbia coast points on
transcontinental trafSc from eastern Canada ; also to substitute the minimum carload
weights of the Canadian Freight Classification for the higher minima previously
charged on the said traffic when loaded in cars longer than the standard car of 36
feet 6 inches ; also to reduce the weight allowance on lumber used for bracing or other-
wise safeguarding carload shipments of the said transcontinental traffic requiring
such protection, to the basis allowed elsewhere in Canada.

October 13, 1906. — Supplement No. 7 to Canadian Freight Classification No. 12,
approved.

October 13, 1906. — Nelson and Fort Sheppard and Canadian Pacific Eailway Com-
panies ordered to furnish adequate and suitable accommodation and facilities for the
carriage and interchange of lumber, shingles, &c., from Salmo and Ymir, B.C., to
eastern Canadian points.

November 9, 1906. — Rates reduced and prescribed on freight traffic to rail points
and lake ports of call in the district of Kootenay and Yale, B.C.

November 12, 1906. — Supplement No. 8 to Canadian Freight Classification No.
12, approved.

November 13, 1906. — Express companies' forms of contract temporarily approved,
pending inquiry.

November^ 16, 1906. — Order amending order of February 14, 1906, regarding
switching tolls to be charged by the Red Mountain Eailway Company at Eossland,
B.C.

November 19, 1906. — Promulgataion of regulations relating to the publication
and filing of express tariffs.

November 19, 1906. — Grand Trunk and Canadian Pacific Railway Companies
authorized, under certain conditions, to refund to exporters of cheese the tolls col-
lected for cartage to the Montreal wharfs^during the season of navigation, 190^, on
joint application of the said railway companies and exporters.

December 6, 1906. — Promulgation of regulations relating to the publication and
filing of tariffs of telephone tolls.

February 15, 1907. — Grand Trunk and Canadian Pacific Eailway Companies
authorized, under certain conditions, to refund to exporters of cheese the tolls col-
lected for cartage to the Montreal wharfs during the season of navigation, 1906, on
joint application of the said railway companies and exporters.

March 13, 1907.^ — Eeduced rate prescribed on logs, in carloads, from Brule Lake,
Ont., to Eenfrew, Ont.

March 18, 1907. — Canadian Pacific and Grand Trunk Eailway Companies ordered
to reduce their passenger rates on all their lines in Canada, east of and including the
line of the Calgary and Edmonton Eailway Company, to a maximum basis of 3 cents
per mile.

April 11, 1907. — Approval of Supplement No. 8 to Canadian Freight Classifica-
tion No. 12.

April 12, 1907. — Telephone companies directed to file particulars of any free ser-
vice or tolls lower than the published tariff tolls allowed by the Board, granted by them ;
also particulars of cases in which the service of the companies is given wholly or in
part for considerations other than monetary pajmients.

April 24, 1907. — Extending the time fixed in order of December 18, 1906, to July
1, 1907, for the filing and approval of tariffs of express tolls.

May 22, 1907. — Granting leave to the St. John Ice Company, to institute legal
proceedings against the New Brunswick Southern Eailway Company for permitting

20c— 4

50 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

W. E. Scully to obtain lower rates of transportation than authorized or in force, and
for transporting ice at less than the published tolls, in violation of the Eailway Act.

May 23, 1907. — Further extending time for the filing and approval of express com-
panies' tariffs until August 1, 1907.

May 23, 1907.— Time fixed by order of November 13, 1906, extended to August 1,
1907, authorizing the use of contracts, conditions, by-laws and regulations of express
companies.

May 30, 1907. — Authorizing the Canadian Pacific Eailway Company to grant re-
duced rate from British Columbia points to Montreal and return to members of Bisley
team.

June 4, 1907. — Authorizing the Niagara, St. Catharines and Toronto Eailway Com-
pany to reissue its Standard Freight Tariff with such additional mileages as are re-
quired to cover extensions to Welland and Niagara-on-the-Lake, and dismissing appli-
cation of the company to conform to the Canadian Freight Mileage Tariff by advanc-
ing certain of the rates previously in force on the older lines.

June 7, 1907. — Extending the time for the approval of the Bell Telephone Com-
pany's tariffs of tolls until August 13, 1907.

June 11, 1907. — Additional extension of time for approval of tariffs of express
companies to November 1, 1907, authorized.

June 22. 1907. — Approving form of general certificate of concurrence by express
companies in Canada in joint tariffs of international express freight rates from points
in the United States.

June 25, 1907. — Directing the Grand Trunk Eailway Company to furnish cars
and all proper facilities for receiving, loading and transporting import traffic received
over the wharfs at Montreal, irrespective of cartage companies through whom the
traffic is offered.

June 29, 1907. — Approving Canadian Freight Classification No. 13 (See Appen-
dix ).

July 2, 1907. — Ordering that the rate on imported iron and steel, in carloads, from
Montreal harbour to Simplex Eailway Appliance Company at Bluebonnets be 2i cents
per 100 pounds, including the service of cheeking the goods from the carter to the car.

July 3, 1907. — Approving Supplement No. 9 to Canadian Freight Classification
No. 12.

Jvily 4, 1907. — Eequiring railway companies to furnish the Board with certain
information regarding junction points and joint tariffs, preparatory to the consider-
ation of joint tariffs generally.

July 5, 1907. — The Grand Trunk Eailway Company ordered to issue third-class
tickets at 2 cents per mile, and to rvm third-class carriages daily between Toronto and
Montreal.

July 6, September 23, November 13, 1907. — International Eate Order. The Grand
Trunk, Canadian Pacific, Michigan Central, Pere Marquette, Wabash, Toronto, Hamil-
ton and Buffalo and Canadian Northern Ontario Eailway Companies ordered to re-
vise and republish their special local class freight tariffs (known as ' town tariffs ')
in the territory east of and including North Bay, and east of the Georgian Bay, Lake
Huron and the St. Clair and Detroit rivers, and south of the Ottawa river, on a uni-
form and modified mileage scale prescribed by the Board; also to revise and republish
their through freight rates from central and western Ontario to eastern Canadian
points, the maximum rates from Canadian points on the Detroit and St. Clair river
frontier to all points east to the Atlantic and north to the Ottawa river not to exceed
the rates on international traffic from Detroit and Port Huron to the same points : the
revised rates to become effective not later than January 1, 1908. (See Appendix D).

July 6, 1907. — Eequiring the railway companies to furnish to the Board various
particulars relating to their traffic operations, not covered by section 375 of the Eail-
way Act.

REPORT OF THE COMMISSIONERS 51

SESSIONAL PAPER No. 20c

July 17, 1907. — Authorizing the Canadian Pacific Railway Company to provide
rates to British Columbia coast terminals on grain and mill stufis, for export to Asia,
by the issue of special rate notices.

July 26, 1907. — Standard passenger rate of Alberta Railway and Irrigation Com-
pany reduced to 4 cents per mile. Company also required to furnish return tickets for
transportation of passengers at one and two-third times single fare.

August 6, 1907. — Vancouver, Westminster and Yukon Railway Company and tho
Canadian Pacific Railway Company ordered to furnish adequate and suitable accom-
modation and facilities for the carriage of trafiic from points on the Vancouver, West-
minster and Yukon Railway to points on the Canadian Pacific Railway.

August 6, 1907. — Crowsnest Southern Railway Company and the Canadian
Pacific Railway Company ordered to furnish adequate and suitable accommodation
and facilities for the carriage of traffic from points on the Crowsnest Southern to
points on the Canadian Pacific Railway.

November 1, 1907. — Extending to March 1, 1908, the time for the filing and
approval of the Bell Telephone Company's tariffs of tolls.

November 1, 1907. — Further extension of time to May 1, 1908, authorizing the
use of existing contracts, conditions, by-laws and regulations of express companies.

November 1, 1907. — Extending the time for the filing and approval of the tariffs
of tolls of the express companies, March 1, 1908.

November 1, 1907. — Extending the time for the filing and approval of the North
American Telegraph Company's tariffs of tolls to March 1, 1908.

November 4, 1907. — The Grand Trunk Railway Company ordered to reduce its
rates from Rouse's Point, New York, to Coteau Junction and St. Polycarpe, province
of Quebec, to 80 cents per gross ton on anthracite and 70 cents on bituminous coal.

November 21, 1907. — Requiring the Grand Trunk Railway Company to change
its tariff, C.R.C. No. E 425, so that the tolls to be charged upon the class of paper
covered by said tariff from Merritton, St. Catharines and Thorold to Montreal shall
not be greater than the rates published therein from Brantford to Montreal.

November 22, 1907. — Temporarily approving the bills of lading, contracts, &c.,
of the National and American Express Companies until March 1, 1908.

November 22, 1907. — Temporarily approving the bills of lading, contracts, &c.,
of the United States and Great Northern Express Companies until March 1, 1908.

December 10, December 28, 1907, January 15, January 30, 1908. — Orders relating
to arrangements for proper connections for passenger and mail traffic at Brockville,
to be furnished by the Grand Trunk and Canadian Pacific Companies.

December 17, 1907. — Temporarily approving the Pacific Express Company's con-
tract forms until March 1, 1908.

December 19, 1907. — Approving certain traffic forms of the Maritime Express
Company until March 1, 1908.

December 19, 1907. — Approving forms of contract for the transportation of live
stock of the Nelson and Fort Sheppard, Vancouver, Victoria and Eastern and the
Red Mountain Railways.

January 30, 1908. — Authorizing the chairmen of the official, western and southern
classification committees to file with the Board copies of their freight classifications
and supplements on behalf of United States railway companies which file inter-
national freight tariffs governed by these classifications.

February 26, 1908.— Extending till June 1, 1908, the time within which the
North American Telegraph Company shall file and receive approval of its tariff of
tolls.

February 26, 1908. — Extending till June 1, 1908, the time within which the Bell
Telephone Company shall file and receive approval of its tariff of tolls,

February 26, 1908. — Extending till June 1, 1908, the time in which express com-
panies in Canada shall file and receive approval of their tariffs.

20c-4i

52 KAILWAY COMMISSIONERS FOR C AX AD A

9-10 EDWARD VII., A. 1910

Order No. 4533, March 25, 1908. — Eailway companies authorized to issue to secre-
taries of railroad Y.M.C.A.'s located on their lines, of which their employees are
members and for their household effects, free or reduced transportation, when travel-
ling on secretarial duties or being transferred.

Order No. 4680, May 7, 1908. — Carload rating of third-class prescribed for books.

Order No. 4682, May 5, 1908. — Intercolonial and Grand Trunk Kailway Com-
pany absolved from agreement with Canadian Pacific Railway re freight rates to
Fredericton, New Brunswick, on traffic from points west of Montreal. St. John,
New Brunswick, basis of rates restored to Fredericton.

Order No. 4781, May 27, 1908.— Grand Trunk Railway and Wabash Railroad
Companies ordered to interchange passenger tickets between all stations in Ontario
through which the railways of both companies run passenger trains.

Order No. 4784, April 23, 1908.— Grand Trunk and Canadian Pacific Railway
Companies ordered to arrange with Canadian Northern Ontario Railway Company
for joint tariffs of passenger tolls and facilities for passengers to and from non-
competitive points on the Canadian Northern Ontario Railway.

Order No. 4796, May 29, 1908.- Fixing the toll to be paid the Michigan Central
Railroad Company by the John Campbell Milling Company at St. Thomas, for
switching their traffic received from and destined to points on or via Grand Trunk
Railway and directing the Michigan Central Railroad Company to refund over-
charges with interest.

Order No. 4884, June 17, 1908. — Revised classification of military stores and
ordnance approved.

Order No. 4886, June 18, 1908. — Reduction and re-alignment of rates on sugar
from Vancouver to points in Alberta, Saskatchewan and Manitoba, on complaint of
British Columbia Sugar Refining Company.

Order No. 4988, July 8, 1908. — Prescribing uniform tolls for terminal inter-
switching services by all companies subject to the Railway Act.

Order No. 5117, July 30, 1908. — Permitting railway companies to file tariffs of
tolls through outside agents, under powers of attorney filed with the Board.

Order No. 5774, December 3, 1908. — Authorizing Vancouver, Victoria and East-
ern Railway and Navigation Company to meet on the Pacific Coast, by special com-
petitive tariffs, the competition of independent water carriers not subject to the Rail-
way Act.

Order No. 5954, December 21, 1908. — Directing railway companies to publish
and file complete tables of distances between stations.

Order No. 5955. December 15. 1908. — Canadian Pacific Railway and Canadian
Northern Railway Companies to publish and file joint tariff on grain and grain pro-
ducts from points on the line of the Qvi'Appelle, Long Lake and Saskatchewan Rail-
way and Steamboat Company to points in British Columbia.

Order No. 6147, January 21, 1909. — Limiting the stop-over toll that the Cana-
dian Pacific Railway Company may charge on western grain and grain products held
for orders at Cartier.

Order No. 6148, January 21, 1909. — Limiting the stop-over toll that the Grand
Trunk Railway Company may charge on lumber and forest products held at Samia
Tunnel for orders.

Order No. 6166, January 13, 1909. — Reducing the rates on western grain, ex
vessel, from Kingston to points in Quebec and the maritime provinces.

Order No. 6167, February 4, 1909. — ^Directing express companies to carry acetylene
gas, and prescribing condition of carriage.

Order No. 6168, February 3, 1909. — Reducing the rate on coal from Niagara
frontier points to Lindsay, Ontario.

Order No. 6186, February 1, 1909. — Prescribing allowance to be made by railway
companies to shippers who have to supply temporary grain doors to cars in which
to ship grain.

REPORT OF THE COMMISSIOXERS 53

SESSIONAL PAPER No. 20c

Order Xo. 6242, February 8, 1909. — Prescribing form of release of responsibility
lor freight shipped to flag stations upon lines of all railway companies subject to
the Kailway Act.

Order No. 6612, February 23, 1909. — Prescribing a basis of joint rates on lumber
and forest products from local points on the Vancouver, Westminster and Yukon Rail-
way to points on the Canadian Pacific Railway west of Winnipeg not reached by the
Great Xorthem Railway or its connections.

Order Xo. 6689, March 29, 1909. — Directing all railway companies subject to the
Railway Act to file standard tariffs of maximum sleeping and parlour car tolls.

Order Xo. 6701, February 19, 1909. — Prescribing allowance to be made by rail-
way companies to shippers who have to furnish temporary protective doors to enable
cars to be used for shipments of coal.

Order Xo. 6702, March 25, 1909. — Directing that railway companies subject to
the Railway Act shall not charge higher rates on wooden telegraph, telephone and
trolley poles, between points east of Port Arthur, loaded on single cars, than they
charge on lumber under non-competitive conditions ; and prescribing basis of rates
and minimum weights to be charged on poles requiring more than one car for shiii-
ment.

Order Xo. 6749, February 11, 1909. — Reducing rates on coal from Bienfait, Sask.,
to certain points in Manitoba and Saskatchewan.

Order Xo. 6763, February 19, 1909. — Prescribing allowance to be made by rail-
way companies to live stock shippers who are not supplied with stock cars for live
stock shipments, and have to furnish lumber for doors to box cars.

Order Xo. 6859, February 6, 1909. — Prescribing tolls to be charged by the Cana-
dian Pacific and Canadian Xorthem Railway Company for interswitching grain held
in transitu at Winnipeg for milling, treatment or storage and reshipment.

Certain standard freight tariffs of the undermentioned companies have been
approved by the Board in accordance with section 327, The Railway Act, as follows: —

Order Xo. 4573, April 7, 1898. — Xiagara, St. Catharines and Toronto Ralway
Company's stations on new lines, omitting stations on main line between Port Dal-
housie and X'iagara Falls, Ont., C.R.C., X^o. 288.

Order Xo. 4684, May 7, 1908. — Klondike Mines Railway Company's standard
freight tariff, C.R.C., Xo. 2.

Order Xo. 5024, July 7, 1908. — Supplement to Canadian Pacific Railway Com-
pany's standard freight tariff, C.R.C. Xo. E 1, applying on stations on new lines in
Ontario (St. Mary's and Western Ontario Railway, Walkerton and Lucknow Rail-
way and Listowel branch of Guelph and Goderich Railway.)

Order Xo. 5166, August 11, 1908. — Canadian Xorthern Ontario Railway Com-
pany's standard freight tariff, C.R.C, Xo. 74, applying between stations, Toronto and
Sudbury.

Order Xo. 5168, August 13, 1908.— Canadian Pacific Railway Company, C.R.C,
Xo. E 1244, applying between stations, Toronto and Sudbury.

Order Xo. 5194, August 18, 1908. — Brantford and Hamilton Electric Railway
Company's standard freight tariff, C.R.C. Xo. 1.

Order Xo. 5413, October 9, 1908. — Canadian Xorthern Railway Company's stand-
ard freight tariff, supplement Xo. 2 to C.R.C. Xo. 38 between stations west of and
including Maryfield, Sask.

Order Xo. 5414, October 8, 1908. — Montreal Terminal Railway Company's stand-
ard freight tariff, C.R.C, Xo. 3. _

Order Xo. 6087, January 18, 1909. — Grand Trunk Pacific Railway Company's
standard freight tariffs, Xos. 2, 3 and ' 4 ; Winnipeg to Victor, Manitoba ; Welby,
Sask., to Wainwright, Alberta; Westfort, Ontario, to Lake Superior Jimction,
Ontario.

Order Xo. 6112, January 26, 1909. — Grand Valley Railway Company's standard
freight tariff, C.R.C, X^o. 1."^

54 RAILWAY COMMISSIONERS FOR CAXADA

9-10 EDWARD VII., A. 1910

The follojving standard passenger tariffs have been approved by the Board in
accordance with section 331, The Railway Act: —

Order No. 5165, August 12, 1908. — Canadian Northern Ontario llailway Com-
pany, C.R.C., No. 26, between Toronto and Sudbury and Moose Mountain.

Order No. 5195, August 18, 1908. — Brantford and Hamilton Electric Railway,
C.R.C., No. 1.

Order No. 5564, November 3, 1908.— Ottawa and New York Railway, C.R.C.,
No. 31, standard passenger tariff of bridge tolls for bridge section at Cornwall.

Order No. 5S37, December 14, 1908. — Chatham, Wallaceburg and Lake Erie Rail-
way Company, C.R.C., No. B 2, applying between Chatham and Erie Beach, Ontario

Order No. 5972, December 18, 1908. — Orford Mountain Railway Company's
C.R.C., No. 20.

Order No. 6006, January 18, 1909.— Grand Trunk Pacific Railway Company's
C.R.C., No. 2, stations east of Edmonton.

I have the honour to be, sir.

Your obedient servant,

J. HARDWELL,

A. D. Cartwright, Esq. Chief Traffic Officer.

Secretary.

REPORT OF THE COMMISSIONERS 55

SESSIONAL PAPER No. 20c

APPENDIX C.

LIST OF APPLICATIONS HEARD AT PUBLIC SITTINGS OF THE BOAED
COVERING THE PERIOD FROM APRIL 1, 1908, TO MARCH, 1909.

861. Application of the Chatham, Wallaceburg and Lake Erie Railway Company,
under section 261 of the Railway Act, for leave to operate its line of railway for the
carriage of trafBc in the city of Chatham, on the following streets, that is to say: —
From Dover street along and upon Union street and the Aberdeen bridge to King
street and on King street, and on Third street, Wellington street and Raleigh street,
and from Raleigh street through park lot No, 6 to Queen street, and from Queen street
on a private right of way to William street and on William street to Queen street;
and also applies for leave to operate temporarily and until such time as the protection
plant, can be installed, the crossing of the Canadian Pacific Railway on Raleigh street
and the crossing of the Grand Trunk Railway at William street. (Application 5548.
Case 2491.)

Note. — The portion to be dealt with at this sitting is that relating to the tem-
porary crossing of the Grand Trunk Railway at William street, Chatham, Ont.

Temorary order issued granting leave to cross until August 1, 1908 : —

502. Application of the Canadian Northern Ontario Railway for an order, under
section 178 of the Railway Act for authority to take the followinmg lands : —

1. That part of Park Drive located on lot 19, concession 2 F,B., in the township
and county of York, lying east of the westerly limit of the right of way of the
Toronto belt line railway, and extending to its junction with Bayview avenue devia-
tion.

2. That portion ' of Bayview avenue extending northerly from a point thirty-
three (33) feet south of the north limit of the city of Toronto to the junction with
Bayview avenue deviation on lot 20 in the said concession; all of Bayview avenue
deviation as located on lots 20, 19 and 18, in the said concession and about four
hundred and fifty-nine and eight-tenths (459ii>) feet of Bayview avenue, measured
northerly from the south limit of Bayriew avenue deviation at its junction with Bay-
view avenue near the limit between lots 18 and 19 in the said concession,

3. A trespass road in the city of Toronto, on lots 15 and 16, concession 1 F. B.,
in the township and county aforesaid, extending northerly from Winchester street
near the Canadian Pacific Railway subway to the south limit of Bayview avenue
aforementioned, by substituting therefor a highway of sixty-six (66) feet in width,
extending from the most northerly limit of that portion of Bayview avenue, herein
sought to be closed to the north limit of Park avenue aforementioned, passing under
and to the west of the right of way of the Toronto' Belt Line Railway and a high-
way eighty (80) feet in width, extending from the south limit of Park drive afore-
mentioned across lots 19 and 20, concession 2 and lot 16, concession 1 F. B., to the
junction with the Rosedale ravine drive. (Application 5833. Case 2434.)

Judgment of the Board holding that the landowmers are entitled to a voice in
new location, and if by reason of a change in such location the company is unable
to obtain conveyance of the lands covered by its agreement with the city the appli-
cation fails.

863. Application of the Kingston and Pembroke Railway Company, under sec-
tions- 227, 228 and 229 of the Railway Act for an order amending order of the Rail-

56 RAILWAY C0iIiIIS>'<I0yEIiS FOR CANADA

9-10 EDWARD VII., A. 1910

way Committee of the Privy Council, dated November 2, 1895, and order dated
September 10, 1S96, amending same and directing that the station master of the
Kingston and Pembroke Railway at Ilarrowsmith be no longer responsible that trains
and engines on the Bay of Quinte are not allowed to pass the crossing in said order
named unless the distant signals on the Kingston and Pembroke Railway are first
set at danger, and that the trains and engines of the Kingston and Pembroke are not
allowed to pass the said crossing unless the distant signals of the Bay of Qiiinte
Railway are first set at danger, and that such responsibility be placed upon and borne
by the Bay of Quinte Railway. (Application 70. Case 2895.)
Stands for further consideration.

864. Application of Edward Scott Brennen, of the city of Hamilton, Ontario,
in the county of Wentworth, for an order, under section 26 of the Railway Act, for
a writ of sequestration to be issued to sequester the goods, chattels and personal estate
and the rents, issues and profits of the real estate of the Grand Trunk Railway Com-
pany.

Also for an order that the said company pay him $6,731.96, being the amount
.shown in statement of damages delivered by the applicant to the Grand Trunk Rail-
way on the 15th day of February, 1907, and for such further or other order or relief
as the circumstances may require and the Board deems best. (Application 2001.)

Application dismissed.

865. Application of the Grand Trunk Railway Company of Canada, under sec-
tions 176 and 227 of the Railway Act, authorizing it to connect the branch line of
railway which it was authorized to construct by order of the Board, dated July 25,
1906, extending from a point on its railway south of the concession road between
the 6th and 7th concession of the township of Crowland, in the county of Welland,
Ontario, thence northwesterly 'and along, upon and across the said concession road
to the premises of the Ontario Iron and Steel Company, Limited, situate on lot 25 in
the said concession of the said town, with the branch line of railway to the said pre-
mises of the Ontario Iron and Steel Company which the Michigan Central Railroad
were authorized to construct by order of the Board, dated 27th October, 1906. (Appli-
cation 2-197. Case 3117.)

Application granted. Order issued.

866. The application of the Grand Trunk Railway Company of Canada, under
sections 256 and 257 of the Railway Act, directing the Canadian Pacific Railway
Company to reconstruct and maintain in a good and proper condition of repair the
subway carrying the line of the Brockville and Ottawa Railway (now owned and
operated by the Canadian Pacific Railway Company) under the main line of the
applicant company's railway at mile post 124-96, a short distance east of the ap-
plicant company's station in the city of Brockville, Ontario, so that the same shall
be safe for the passage thereover of the trafiic on the applicant company's railway,
and also directing the Canadian Pacific Railway Company to repay to the applicant
company the amounts heretofore expended by it in making repairs in the said sub-
way. (Application 6972. Case 3015.)

Order made authorizing applicant company to reconstruct at the subway, at
the expense of the Canadian Pacific Railway.

867. Application of the municipal corporation of the township of Saltfleet, in
the county of Wentworth, Ontario, for an order under section 187 of the Railway
Act of 1903, directing the Toronto, Hamilton and Buffalo Railway Company to
build and maintain a subway for vehicles under their railway near its intersection
vith the Lee Mountain road in the said township. (Application 6892. Case 2943).

Application refused. Leave granted township to make fresh application. Sub-
sequently order made directing certain changes and alterations at the crossing at
the expense of company.

868. Application of the Grand Trunk Railway Company of Canada, under sec-
tion 227 of the Railway Act, for leave to cross with its second track the track of

REPORT OF THE COMMISSIOXERS 57

SESSIONAL PAPER No. 20c

the United Counties Eailway (operated by the Quebec, ^Montreal and Southern Rail-
way) at St. Hyacinthe Junction, P.Q. (Application 6954. Case 2991.)

Application gTanted. Order issued. Expense to be borne by the Montreal and
Southern Railway.

869. Application of the Canada Atlantic Railway Company, as lessees of the
Central Counties Railway Company, for leave to construct, maintain and operate
a branch line of railway and six spurs, extending from a point on its railway in
the town of Hawkesbury to the premises of the Riordon Paper Mills Company, Xortli
Main street, in the said town, as shown on plan and profile filed. (Applicati«n 6253.
Case 2646.)

Note. — In conjunction with this application will also be heard the application
of the Canadian Xorthem Ontario Railway Company to construct a branch line
to the Riordon Paper Mills, and the application of the Canadian Xorthern Railway
Company to connect its spur with the Grand Trunk tracks at the Riordon paper
mills.

Application granted. Order issued.

870. Application of the Canadian Pacific Railway Company, under sections 222
and 227 of the Railway Act, for an order granting the authority of the Board to
construct, maintain and operate a branch line of railway, or spur, from a point on
its most southerly track northwest of its stock yards on the Richmond road, in the
city of Ottawa, situated about 3iO feet northeasterly from the northwestern side of
said Richmond road, and thence northeasterly and easterly throi;gh its station yard,
across the property of Mr. William J. Campbell, and across the track of the Grand
Trunk Railway on northwest side of said Richmond road, to and into the property
of William J. Campbell, to a connection with a spur of said Grand Trunk Railway
on the property of said William J. Campbell, for a total length of 570 feet. (Ap-
plication 5504. Case 2147.)

Application granted. Order issued.

871. Application of the Canada Atlantic Railway Company, under sections 222
and 227 of the Railway Act, for authority to construct, maintain and operate a
branch line of railway or siding extending from a point on the applicant company's
line of railway on the Richmond road in the city of Ottawa, province of Ontario,
thence northeasterly across parts of lots 38 and 39, concession A, township of Xe-
pean, now in the city of Ottawa, to the premises of W. J. Campbell. (Application
0662. Cace 2291.)

Application granted. Order issued.

872. Application of the city of Ottawa and the corporation of the county of
Carleton, under sections 237 and 238 of the Railway Act, for an order directing the
Canada Atlantic Railway Company, the St. Lawrence and Ottawa Railway Com-
pany, the Canadian Pacific Railway Company and the Montreal and Ottawa Railway
Company to submit to the Board a plan and profile of such portions of their respective
railways as are constructed across the Richmond road, a public ^highway, in the city
of Ottawa, and directing the construction by the said railway companies, or by some
or one of them, of such works as may 'be necessary to carry the said highway over
their said railways and such change in the location of the portions of their said rail-
ways which cross the said highway as may facilitate the construction of the said
5662. Case 2291.)

Application granted. Order issued. Work to be completed by July 1, 1909.
Costs to be apportioned as follows: —
%e by county of Carleton.

%6 by city.
%9 by county of Carleton.

873. Application of the Grand Trunk Railway Company of Canada, imder the
Railway Act, for an order settling the terms of the lease which the applicant com-

58 RAILWAY COMMISSIONERS FOR CAXADA

9-10 EDWARD VII., A. 1910

pany was directed to make to the Canadian Pacific Railway Company under para-
graph 6 of the order of the Board, dated the 11th July, 1905, made upon the applica-
tion of the Guelph and Goderich Railway Company for leave to take possession of,
use and occupy certain lands and premises belonging to the applicant company, in
the city of Guelph, province of Ontario. (Application 1308. Case 2303.)

Settled by parties.

874. Application of the Canadian Pacific Railway Company under section 227
of the Railway Act for an order authorizing the crossing of the tracks of the Grand
Trunk Pacific Railway by its Pheasant Hills branch, by means of an overhead bridge
at mileage 457-1 of the said Pheasant Hills branch, section 27, township 40, range
23 west of the 3rd meridian. (Application 5538. Case 2183.)

Application granted. Order issued.

876. Application of the corporation of the city of Ottawa for an order under
section CO of the Railway Act, directing the Canadian Pacific Railway Company, the
Grand Trunk Railway Company and the New Tork Central Railway Company to
so construct all locomotive steam engines used by the said companies on their rail-
ways within the city of Ottawa as to consume their own smoke or as to prevent the
emission therefrom of dense or opaque smoke, or to use upon the said engines such
appliances as will prevent the emission therefrom of dense or opaque smoke, or to
.use in connection with such locomotive steam engines smokeless coal or coal which
^wiil not produce dense or opaque smoke. (Application 6595. Case 3023.)
j General order issued covering this and similar applications. Order to take effect
January 1, 1909.

876. Applicataion of the muncipality of Delta for an order allowing costs incur-
red by the municipality in connection with the application of the Vancouver, Victoria
and Eastern Railway and Navigation Company, for leave to carry its railway along
river road, on the south bank of the Fraser river, municipality of Delta, British
Columbia. (Application 4307. Case 967.)

Applications granted. Costs to be fixed by secretary of previous application.

877. Application of the Grand Trunk Railway Company of Canada for an order
under section 29 of the Railway Act, varying or amending paragraph 5 of the order
of the Board, dated the 5th April, 1904, made upon the application of the Niagara,
■St. Catharines and Toronto Railway Company for an order to rescind or vary an
order of the Railway Committee of the Privy Council, bearing date the 27th day of
April, 1898, approving of the place and mode of crossing by the branch line from the
■Grand Trunk Railway Company's main line at the village of jMerritton, to the paper
and cotton mills in that village, of the main line of the Niagara, St. Catharines and
■Toronto Railway, by requiring the Niagara, St. Catharines and Toronto Railway
■Company to place and maintain a -^atchman at the said crossing between the hours
•of 8 a.m. and 6 p.m. of each day, not including Sundays, instead of between the
■hours of 8 a.m. and 8 p.m. of each day, not including Sundays, as in said clause
■mentioned, and that the wages of the watchman employed at said crossing shall not
exceed twelve and a half (12J) cents per hour. (Application 397. Case 1251.)

Application dismissed.

878. Application of the Grand Trunk Railway Company of Canada, under sec-
tions 222 and 227 of the Railway Act for authority to construct, maintain and operate
'a branch line of railway and spurs therefrom extending from a point on the appli-
cant company's railway in the city of Hamilton, east of the point where the Toronto,
Hamilton and Buffalo Railway's (belt line) industrial spur passes under the tracks
of the applicant company, from Hamilton to Niagara Falls, thence westerly, crossing
by means of an overhead bridge the tracks of the Toronto, Hamilton and Buffalo
Railway's (belt line) industrial spur to the premises of the Berlin Machine Works,
Limited. (Application 6664. Case 2818.)

Settled by agreement between the parties.
(Subsequently) — Application granted. Order issued.

REPORT OF THE COMMISSIONERS 59

SESSIONAL PAPER No. 20c

879. Application of the Canadian Northern Ontario Railway Company, xmder
section 317 of the Eailway Act, for an order directing the Grand Trunk Railway
Company and the Canadian Pacific Railway Company to provide facilities for pas-
sengers desiring to travel from or through points on the lines of the respondent com-
panies, or either of them, to points on the line of the applicant company and its
connections, and to issue tickets at through rates accordingly. (Application 6812.)

Order made that application company and respondent company publish and file
tariffs of joint passenger tolls to apply on passenger and traffic interchange between
Ihe said companies other than that having its origin at the respondent company's
points or with companies that connect and deliver to respondent company and
destined to points common to applicant company's and respondent company's lines.
The other requests contained in the application refused.

880. Complaint of the Fredericton board of trade respecting freight tariffs in
force by railways in Canada on goods coming to Fredericton, K"ew Brunswick, from
points west of Montreal, Quebec, as against freight rates from the same points in
the west to St. John, New Brunswick, and St. Stephen, New Brunswick. (Applica-
tion 1600.)

Order issued directing Grand Trunk Railway to restore to Fredericton the St.
John basis of rates on traffic originating west of Montreal.

881. Aplication of the Railway Trainmen of Ontario to consider and settle the
proposed uniform code of train rules. (Application 1750.)

Note. — The Board will also consider at the above sittings the following matters
submitted by the joint committee of the legislative board of the Brotherhood of
Railroad Trainmen as follows :

1. That company employees be allowed to attend investigations held by the
Board's inspectors of accidents, on request of witness,

2. That witness fees to be paid at such investigations be increased.

3. That the Board order an increase in the number of men on trains for flagging
purposes.

4. That telegraph operators be not employed under the age of twenty-one and
evidence be furnished of their having one year's experience in railroad work.

5. That the Board's inspectors be required to ride on and inspect the conditions
of locomotives.

G. That all engines be equipped with dump ash pans such as will avoid the neces-
sity of a man going xmder the engine to clean the same.

The Board will also consider the following matters presented to it by memorial
through the Ontario Brotherhood of Railroad Trainmen: —

1. That all brakes, dogs and ratchets be placed on the top of the car instead of
on the step at the end of the car.

2. That all cars used as caboose be equipped with air-brakes, gauge, conductor's
valve, platform, steps and cupola.

3. That operating levers be placed on both sides of the draw-bar along the end
of the car

4. That no obstructions be piled on the tops of any box cars while being hauled
by the train crew.

5. That any order requiring men to ride on the top of trains be abolished.

6. That safety hand-holds and steps be placed on engines.

7. That obstructions and structures be placed not less than six feet clear of rail.

8. That not less than five men be placed on any train, and not less than three
men on light engines.

9. That there be a car limit as to number.

10. That passenger brakemen have one year's experience in yard or freight ser-
vice.

11. That steps be taken to prevent the handling of crippled cars on trains, ex-
cept on wreck trains.

60 RAILWAY COMMISi^ilONEliS FOR CANADA

9-10 EDWARD VII., A. 1910

Order issued, for terms of which see first portion of animal report, page 48.

882. Application of the Saraguay Electric Light and Power Company, under
section 240 of the Railway Act, for leave to carry power transmission lines across
the tracks of the Grand Trunk Railway at Cote St, Paul road, Turcot village, Que-
bec. (Application 6351. Case 2684.)

Application granted and order issued.

883. Application of the corporation of the city of Peterborough, under sections
237 and 238 of the Railway Act, directing the Canadian Pacific Railway Company
to provide for the protection and maintenance of the highway at the level crossings
of the said railway with Aylmer street in the city of Peterborough. (Application
6580. Case 2786).

Note. — The question for consideration in connection with the above application
is the apportionment of the cost of the protection of the said crossing referred to in
the letter of the city solicitor, Peterborough, dated 10th April, 1908, and the letter
of C. Drinkwater, assistant to the president Canadian Pacific Railway, in connec-
tion with the report of the Board's chief engineer, dated 24th March, 1908.
Application granted. Cost of watchmen to be borne as follows;
I by the railway company,
i by the city.

884. Application of the corporation of the City of Peterborough^ under sections
237 and 238 of the Railway Act, for an order directing the Grand Trunk Railway
Company of Canada, to provide protection at the level highway crossing of the said
railway at Reid street in the city of Peterborough. (Application 6581. Case 2785.)

Note. — The question for consideration in connection with the above application
is the apportionment of the cost of the protection of the said crossing, as referred
to in the letter of the city solicitor, Peterborough, dated April 4, 1908, and the letter
of M. K. Cowan, K.C., dated April 21, 1908, in conjunction with the report of the
board's engineer, dated March 24, 1908.

Application granted. Order issued. Cost to be divided as follows: —

Two-thirds of cost of providing shelter and accommodation for watchmen and
(wages to be borne by the Grand Trunk Railway.

One-third by applicant.

885. Application of the Grand Trunlc Railway Company of Canada, under sec-
tions 222 and 237 of the Railway Act, for avithority to construct, maintain and oper-
ate a branch line of railway or spur from a point on lot No. 157, parish of St. Blaise,
Quebec, thence in a westerly direction across lot No. 158, in the said parish, the
Grand Bernier road, and lot 157, to the premises of the People's Specialty Co., Grand
Ligne. (Application 5910. Case 2485.)

Application granted. Order issued. Trains of applicant company to stop r/*"
crossing.

886. Application of the Southwestern Traction Company of London, Ontario,
under section 246 of the Railway Act, for leave to erect, place and maintain trans-
mission wires across the track of the Grand Trunk Railway Company at a point
approximately one mile north of St. Thomas, at the road known as the Lynhurst
road. (Application 5244. Case 1861.)

Application granted. Order issued.

887. Application of the Canadian Pacific Railway for an order amending order
of the Board No. 3238, dated July 3, 1907, requiring railway companies in Canada
subject to the Board's jurisdiction, to equip passenger coaches with two fire extin-
guishers. (Application 4739. Case 1858.)

Order issued amending previous order and providing for one fire extinguisher in
each car.

888. Application of the Grand Trunk Pacific Railway, under section 159 of the
Railway Act, for the approval of the location of its line through the city of Fort
William. (Application 1519. Case. .)

REPORT OF THE COMMISSIONERS 61

SESSIONAL PAPER No. 20c

Stands pending approval of Bill 25, an Act respecting the joint section of the
Canadian Pacific Railway Company and Grand Trunk Pacific Kailway Company at
Fort TTilliam, Ontario, by Parliament of Canada.

SS9. Application of the Canadian Northern Railway Company, under section 45
of the Railway Act, for order amending order of the Board Xo. 558, dated July 18,
1905, approving and sanctioning the location of the Canadian Pacific Railway
(Wolseley-Reston branch) so far as it affects the land covered by the Hartney-Regina
branch of the applicant company. (Application 1539. Case^2458.)

Application dismissed.

890. Application of the Grand Trunk Pacific Railway Company, under section
227 of the Railway Act, for leave to cross the track of the Canadian Pacific Railway
Company (Pheasant Hills branch), section 27, township 29, range 22, west of the 2nd
meridian, Saskatchewa;i. (Application 5485. Case 2108.)

Order made declaring Canadian Pacific Railway senior company, and directing
applicant company to bear all exi)ense3.

891. Application of the stone quarry operators for an order, under section 323
of the Railway Act, disallowing the proposed increase in freight rates for the carriage
of stone upon the railways of the Canadian Pacific Railway and the Grand Trunk
Railway Company. (Application 4456. Case 2965.)

Application dismissed. Order, however, contained provision that stone rates
of the said railway companies from the towns of Gait, Guelph, Xiagara Falls, Long-
ford, St. Marys andlvanhoe to Toronto and> common points do not exceed rates from
other quarry points of similar or greater distances, and that the present rates in force
be amended accordingly.

892. Application of the Morang Educational Company, Limited, of Toronto,
Ontario, under section 327 of the Railway Act, for an order fixing a proper freight
classification throughout Canada for public school books. (Application 7338, Case
3203.)

' Order made amending car classification Xo. 13, by the addition of C. L. rating
of third class on books in boxes or cases. Order effective May 20, 1908.

893. Application of the Winnix)eg Jobbers' and Shippers Association, under the
Railway Act, for an order directing that railway companies (a) where the traffic
warrants it to erect a freight shed and appoint a permanent agent in charge of the
business at such station ; (b) not to reduce any regular station with an agent in
charge to a flag station without an agent ; (c) not to close any regular or flag station
without the approval of the Board of Railway Commissioners. (Application 4205.
Case 871.)

Partially dealt with by judgment of the Chief Commissioner, dated the 2nd
November, 1908. The companies required to appoint and maintain permanent agents
at stations where the total freight and passenger earnings amount to $15,000 per
year, and at points where the business consists of shipping grain where such shipments
amount 'to at least 50,000 bushels per year, and at points of shipment where tele-
graph operators are located for handling of trains, such operators should be provided
with the necessary equipment to take care of traffic.

894. Application of the Canadian Xorthern Quebec Railway Company for an
order, under sections 222 and 237 of the Railway Act, for authority to (a) construct
a spur line to the Lakefield Portland Cement Company on lot 74, parish of Pointe
aux Trembles, county of Hochelaga ; (b) and cross with the said spur the inter-
vening tracks of the Montreal Terminal Railway Company. (Application 7109.
Case 3079.)

Application granted. Order issued.

895. Application of the Canadian Pacific Railway Company, under section 194
of the Railway Act, 1903, for an order that the Peoples' Telephone Company be re-
quired to substitute wires for the existing iron wires that cross the right of way of

62 L'AJLWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

the railway company -on College street in the village of Lennoxville, Quebec. (Ap-
plication 4052. Case 722.)

Order made directing telephone company to standardize crossing.

896. Application of the town of Notre Dame de Grace, under section 250 of the
Railway Act, to construct a sewer under the tracks of the Grand Trunk Railway
Company, near the village of Turcot, Quebec. (Application 6891. Case 2964.)

Application granted. Order issued. Work to be done under supervision of
Grand Trunk Railway engineer. Expenses of engineer to be paid by applicants.

897. Application of the Canadian Pacific Railway Company, under section 256
of the Railway Act, for approval of the plans of the proposed abutments and piers
under existing bridge at mileage 19-86, Farnham section crossing, Richelieu street,
St. Johns, province of Quebec. (Application 5133. Case 2893.)

Application granted. Order issued.

898. Application of the Peoples' Telephone Company for an order, under section
245 of the Railway Act, directing the Canadian Pacific Railway Company to permit
the applicants to make telephonic connection and communication with the ticket
office in the station and with the freight office of the said company in the city of
Sherbrooke. (Application 6639. Case 2897.)

Judgment reserved.

Subsequently general form of order for this and like applications settled upon
and order in this case granted.

899. Complaint of Dr. Charettc, mayor of Notre Dame des Neiges, of the failure
on the part of the Montreal Park and Island Railway Company to file and receive
approval by the Board of its standard "passenger tariffs, and that the Hontreal Park
and Island Railway Company charges passenger fares of 5 cents each from points
in the city of Montreal to Dellingham avenue, and an additional 10 cents each from
Dellingham avenue to Cote des Neiges, while it previously sold tickets at the rate
of 6 for 25 cents for transportation to Notre Dame des Neiges. (Application 6320.)

Order made dismissing the complaint.

900. Application of the Napierville Junction Railway Company, under section
277 of the Railway Act, for leave to join its tracks with the tracks of the Canadian
Pacific Railway Company, and to cross the tracks of the Canadian Pacific Railway .
Company at a point one mile east of St. Constant station, on the line of the Cana-
dian Pacific Railway. (Application 5076. Case 2364.)

Settled in the terms of agreement between the parties filed with Board.

901. Application of the Grand Trunlc Railway Company of Canada, under sec-
tion 227 of the Railway Act, for authority to cross with two tracks leading from its
main line at Turcot to its new freight yards and terminals at Turcot, the tracks of
the Montreal Park and Island Railway Company at two different points, namely,
near the eastern and western extremities of said freight yards. (Apiplication 6023.
Case 2564.)

Application removed from list. Leave granted to either party to reinstate on
ten days' notice.

902. Application of the corporation of the village of Papineauville, in the county
of Labelle, in the province of Quebec, for an order granting leave to the applicants
to construct a street crossing on the tracks of the Canadian Pacific Railway between
Papineau avenue No. 122 of the Cadastre of the parish of Ste. Angelique and the
lots Nos. 103, 98 and 99 of the said cadastre, and ordering that the railway company
supply and construct the said crossing. (Application 5545. Case 2507.)

Application granted. Cost of maintaining crossing between tracks to be borne
by railway company.

903. Complaint of Joseph Legault with regard to cement culverts of the Grand
Trunk and Pacific Railway Companies on lots 50 and 51 cadastral, parish of Pointe
Claire, near Lakeside station, Quebec. (Application 6063.)

Complaint withdrawn.

REPORT OF TEE COMMISSIONERS 63

SESSIONAL PAPER No. 20c

904. Application of the Canadian Pacific Eailway Company, under sections 221,
222, 227 and 237 of the Railway Act for leave to construct branch lines in the city
of Montreal, Quebec —

1. To the premises of Shearer, Brown & Wallace, crossing St. Patrick and
Island streets; and

2. To the premises of the Sherman-Williams Paint Company, crossing St.
Patrick street and connecting with spur of the Grand Trunk Eailway Company.
(Application 5508. Case 2154.)

Application granted. Order issued subject to the conditions set forth in the
order.

905. Complaint of the Truro Condensed Milk Company, Limited, against the
Grand Trunk Eailway Company of Canada, with respect to rates and service on milk
shipments. (Application 4838.)

Complaint dismissed.

906. In re protection of the crossing of the tracks of the Grand Trunk Eailway
Company of Canada by the tracks of the Canadian Pacific Eailway Company in the
village of Lennoxville, Quebec. (Application 419.)

Order made directing Grand Trunk Eailway to install interlocking plant May
15, 1908. Cost to be borne by Grand Trunk Eailway.

907. Application of the Canadian I^orthern Ontario Eailway Company, under
section 237 of the Eailway Act, for authority to place a second track across Winches-
ter street, at rail level, Toronto, Ontario. (Application 5346. Case 1979.)

Note. — This application is set down for the purpose of settling the terms and
conditions on which order shall issue herein.

Application granted. Order issued. Crossing to be protected by gates and
watchman at the expense of the applicant company, with leave to the city to apply
to protect the crossing by means of a bridge.

90S. — In re complaint of the municipal council of the town of Bowmanville,
Ontario, regarding unprotected state of the railway crossing directly east of the Grand
.Trunk Eailway Company's station on the leading road from the town to the lake,
commonly known as the wharf road. (Application 7292.)

Application refused.

909. Application of the Canadian Pacific Eailway Company, as lessee exercising
the franchises of the Toronto, Grey and Bruce Eailway Company, under section 237
of the Eailway Act for an order authorizing it to cross, with its grade revision,
already approved, the road allowance between lots 10 and 11, concession 8, township
of Yaughan, county of York, Ontario, at mile 12-55 of the said revision. (Applica-
tion 6373. Case 2698.)

Note. — This application is set down for the purpose of settling the terms and
conditions on which order shall be issued herein.

Order made granting application to cross by means of a subway. Exi)en3e of
excavation to be borne by the township of Yaughan.

910. Application of the Grand Trunk Eailway Company of Canada, under sec-
tion 227 of the Eailway Act, for leave to cross with its additional track on Ferguson
avenue, Hamilton, Ontario, which the applicant company was authorized to construct
by order of the Board, No. 3977, dated October 30, 1907, the two tracks of the Hamil-
ton Street Eailway Company on Barton street, where it is intersected by Ferguson
avenue, Hamilton, Ontario. (Application 5824. Case 2426.)

Note. — Th's application was set down for the purpose of settling the terms and
Vjonditions on which order should issue herein.

Order made settling terms and conditions of crossing. Crossing to be protected
by one-half interlocker.

Cost of installation to be borne by Hamilton street railway.

64 I.'AJLWAT COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

911. Application of the municipal council of Weston in re Grand Trunk Kailway
bridge crossing the Weston road at the north end of the town. (Application 4393.
Case 1046.)

Application dismissed.

912. Application of the Grand Trunk Railway Company of Canada, under sec-
tion 29 of the Railway Act, for an order amending the order of the board, dated
July 14, 1904, made upon the application of the Preston and Berlin Street Railway
Company, Limited, authorizing that company to cross with its track the spur line
of the Grand Trunk, running from the main line in the town of Waterloo and cross-
ing Wilmot street and the switches leading from the said spur line of the Grand
Trunk by Charles and Joseph streets, in the town of Berlin, by directing the said
Preston and Berlin Street Railway Company, Limited, at its crossing of the Grand
Trunk's Charles street spur to install derails in the Preston and Berlin Street Rail-
•way main tracks and spurs therefrom. (Application 718. Case 2505.)

Application dismissed.

913. Application of William J. Miller and Benjamin F. Miller, under section
198 of the Railway Act, 1903, for an order directing the Michigan Central Railroad
Company (or the Canada Southern Railway) to provide and construct a suitable
farm crossing where the said railway intersects lot 10, in the 4th concession, township
of Bertie, county of Welland, Ontario. (Application 6403. Case 2724.)

Application dismissed.

914. Application of the Walkerton and Lucknow Railway Company, under sec-
tion 227 of the Railway Act, for an order granting authority to construct, maintain
and operate certain railway crossings and junction in the town of Hanover, Ontario,
in connection with said spurs in said town marked L-1, L-2, and the spur to the
furniture factory, as shown on plan filed with the Board, the first of said crossings
being a crossing of the narrow gauge track of the Hanover Portland Cement Com-
pany by the spur marked A-1; and the second of said crossings being a crossing of
a track operated by the Grand Trunk Railway Company on land belonging to said
Hanover Portland Cement Company, and being at chainage 1455-07 of said spur L-2,
the said junction being a junction with a track operated by the Grand Trunk Rail-
way Company, as a spur to the furniture factory at a point opposite the proi>erty
belonging to J. Campbell on John street, opposite lot 87 on the eastern side of said
John street, said point of junction being at chainage 1458-58-3 of said spur to the
furniture factory. (Application 6819. Case 2905.)

Application granted.

915. Application of the Walkerton and Lucknow Railway Company, under sec-
tion 222 of the Railway Act, for an order authorizing the construction, maintenance
and operation of branch lines in the town of Hanover, Ontario, from a point on its
main line, being a point on lot 6, to a point in lot 3, to the premises of the furniture
company, aind also, firstly, from a point in lot 4, to a point in lot 2, and, secondly,
from a point in lot 3 to a point in lot 2, being for the purpose of reaching the pre-
mises of the cement company and making connection with the tracks of the Grand
Trunk Railway at this point, the whole being in the town of Hanover, concession 1,
N. township of Bentinck, county of Grey, Ontario. (Application 6400. Case 2420.)

Application granted.

916. Application of the Grand Trunk Railway Company of Canada, under sec-
tions 222 and 237 of the Railway Act, for an order authorizing it to construct, main-
tain and operate five branch lines or sidings which have been constructed at the
town of Hanover, Ontario — two for the Hanover Portland Cement Company, Limited,
and the remainder for the Knechtel Furniture Company, Limited. (Application
6743. Case 2854.)

Application granted.

917. Application of the Walkerton and Lucknow Railway Company, imder sec-
tion 178 of the Railway Act, for authority to take additional lands adjoining their

REPORT OF THE COMMISSIONERS 65

SESSIONAL PAPER No. 20c

railway in the village of Priceville and township of Artemisia, Ontario, for the con-
venient accommodation of the public and of the traffic on its railway, and to secure
the efficient construction, maintenance and operation of the railwav. (Application
6818. Case 2904.)

Application granted. Order issued.

918. Application of the Grand Trunk Eailway Company of Canada, for an order
under the Eailway Act authorizing it to cross with its second track from North Park-
dale station to Toronto Junction, which it was authorized to construct by order of
the Board No. 3163, dated May 22, 1907—

1. The track of the Owen Sound section of the Canadian Pacific Railway Com-
pany.

2. The tracks of the Ontario and Quebec Eailway, now leased and operated by
the Canadian Pacific Eailway Company, at a point east of Weston road, in the town
of Toronto Junction, Ontario.

3. To move easterly from its present position the track of the Owen Sound
section of the Canadian Pacific Eailway, where the same crosses Weston road in the
town of Toronto Jimction, Ontario. (Application 6071. Case 2584.)

Order made granting the application in terms set forth in order.

919. Application of the corporation of the town of Waterloo, Ontario, for an
order, under sections 30 and 32, repealing, rescinding, or varying on order made by the
Eailway Committee of the Privy Council, dated September 27, 1894, and directing the
Grand Trunk Eailway Company to furnish further protection by means of gates or
otherwise at the crossing at King street, Waterloo, Ontario. (Application 5728.
Case 2338.)

Order issued directing protection by gates. Cost of installation, maintenance
and operation to be divided among the three corporations interested.

920. Application of the Canadian Pacific Eailway Company, under section 186
of the Eailway Act, 1903, for leave to cross with its Sudbury-Kleinburg branch,
certain highways in the township of Vespra, county of Simcoe, Ontario. (Application
3911. Case 605.)

921. Application of the city of Hamilton, under sections 30 and 269 of the Eail-
way Act, for an order prohibiting the Grand Trunk, the Toronto, Hamilton and
Buffalo, and the Canadian Pacific Eailaway Companies from using soft coal on
locomotives used by them for shunting purposes, within tlie limits of the city of
Hamilton, and directing that anthracite coal only be used on such locomotives.
(Application 5807. Case 2408.)

Covered by general order.

922. Application of the corporation of the city of Hamilton for an order, under
the Eailway Act, directing the Toronto, Hamilton and Buffalo Eailway Company and
the Canadian Pacific Eailway Company to provide and construct a suitable highway
bridge over the tracks of the company at the intersection of the line of the cornpany
at Garth street, in the city of Hamilton, Ontario. (Application 1592. Case 2739.)

Order made directing Toronto, Hamilton and Buffalo Eailway Company to pro-
vide a highway bridge.

923. Application of the Niagara, St. Catharines and Toronto Eailway Company,
under the Eailway Act, for an»order authorizing the company to close vip or divert
the street or road in the town of Thorold known as Welland avenue, in the manner
and as shown on the plan showing the proposed closing up or deviation. (Application
6811. Case 2901.)

Application refused.

924. Application of the Grand Trunk Eailway Company of Canada, under sub-
section (x) of section 3 of the Lord's Day Act, 6 Ed. VII, cap. 27, permitting the said
company by its servants, workmen, and agents, in order to prevent undue delay to
traffic, to do any Sunday, work incidental to the continuance to its destination of

20c— 5

66 n-AILWAY COMMISSIOyERS FOR CANADA

9-10 EDWARD VII., A. 1910
freight in transit at the beginning of such Sunday, not\vithstading that the cars con-
taining such freight and forming part of any train so in trasit, may not have a
common destination, but may require to be switched, shunted or otherwise dealt with at
railway yards, divisional, or other points, for the purpose of being sent on to their
several destinations.

And for an order also permitting the said company to do such work upon any
Sunday as may be necessary for the purpose of furnishing to persons engaged in any
manufacturing or other industry, or to shippers of live stock, a continuous railway
service without which such persons would be unduly hampered and delayed in their
said business.

And for such further and other order as to the Board may seem meet upon the
evidence to be adduced before them. (Application 5689. Case 2460.)

Order made granting leave to Grand Trunk Eailway to unload grain at lake ports
between September 15 and June 1 of the year following upon the Lord's Day, and to
do work for such purpose necessary to furnish a continuous service; also that all
other companies carrying grain from Ontario lake ports be granted the same privilege.

925. Application of the corporation of the city of Toronto, under sections 237
and 238 of the Eailway Act, for an order directing the Grand Trunk Railway Com-
pany to provide and maintain gates and a watchman at the crossing at Bloor street
west by the tracks of the Northern Division of the Grand Trunk Railway Company of
Canada. (Application 6791. Case 2891.)

Order made directing Grand Trunk Railway to establish gates within six months.
Applicants to pay half the cost of installation and maintenance.

926. Application of the city of Toronto, under sections 237 and 238 of the Railway
Act, and under section 5 of the Esplanade Tripartite Agreement, dated July 26, 1892,
for an order directing the Grand Trunk Railway Company of Canada and the Can-
adian Pacific Railway Company to properly plank between the tracks of the respective
companies at the crossing of Church street, Toronto, and also to protect the said
crossing by gates and watchmen. (Application 6955. Case 2993.)

Order made requiring railway companies to keep a flagman at crossing from
April 15, to November 15 each year between 7 a.m. and 7 p.m. Cost to be borne by
railway companies.

927. Application of the Toronto Suburban Railway Company, for an order
amending order of the Railway Committee of the Privy Council dated November 22,
1892, and May 10, 1893, by fixing the responsibility for the protection of the said
crossing of the Toronto Suburban Railway Company over the line of the Grand
Trunk Railway Company and the Canadian Pacific Railway Company upon the said
companies, and reducing the amount to be paid by the Toronto Suburban Railway
Company towards the construction, maintenance, and protection of the said crossings
as fixed by the said orders of the Railway Committee. (Application 132. Case 1353.)

Order made directing amendment of original order and apportioning cost as
follows : —

i by applicant company.

I by city.

i by Grand Trunk Railway.

i by Canadian Pacific Railway. ,

928. Complaint of the city of Toronto, Ontario, in re protection at crossing of
Queen street east, Don, Toronto, Ontario. (Application 43).

Complaint dismissed.

929. Complaint of H. L. Drayton, K.C., in re the level crossings of the Grand
Trunlv Railway Company at Windermere and Ellis avenues, in the township of York,
Ontario. (Application 6994. Case 3026.)

Reserved until Toronto viaduct question is settled.

930. Application of the Ingersoll Telephone Company for an order, under sec-
tion 245 of the Railway Act, permitting the applicant company to install a telephone

REPORT OF THE COMMISSIONERS 67

SESSIONAL PAPER No. 20c

in the station of the Canadian Pacific Kailway Company at Ingersoll, Ontario. (Ap-
plication 6910. Case 2961.)
Application granted.

931. Application of the Canadian Pacific Railway Company, under section 221
of the Railway Act, for authority to construct, maintain and operate a branch line
or spur from a point on its main line in the city of Toronto, about eighty feet north-
easterly from the eastern side of Beachall street, and thence southwesterly across
said Beachall street and across property belonging to the Ontario and Quebec Rail-
way Company to Front street, and thence easterly along the southern side of Front
street for a total distance of about 5,200 feet to the eastern side of Jarvis street, in
the said city. (Application 4369. Case 1026.)

Application dismissed.

932. Application of the Toronto Suburban Railway Company, under the Rail-
way Act, for an order restraining the Toronto and Niagara Power Company from
maintaining and operating its power transmission lines and telephone lines over the
tracks of the Toronto Suburban Railway Company at Weston road, immediately north
of St. Clair avenue, in the town of Toronto Junction. (Application 3793. Case
606.)

Application granted. Order issued.

933. Application of the Toronto Suburban Railway Company, under the Rail-
way Act, for an order restraining the Toronto and Niagara Power Company from
maintaining and operating its power transmission lines and telephone lines over the
tracks of the Toronto Suburban Railway Company at Davenport road, in the town
of Toronto Junction, near the crossing the northern division of the Grand Trunk
Railway Company, (Application 3794. Case 507.)

Application granted. Order issued.

934. Application of the Toronto Suburban Railway Company, under the Rail-
way Act, for an order restraining the Toronto and Niagara Power Company from
maintaining and operating its power transmission lines and telephone lines over
the tracks of the Toronto Suburban Railway Company at Bathurst street, in the
township of York, immediately north of the Canadian Pacific Railway Company's
tracks. (Application 3795. Case 508.)

Application granted. Order issued.

935. Application of the Grand Trunk Railway Company of Canada, under sec-
tion 175 of the Railway Act, 1903, for authority to construct a branch line or siding,
and two spurs therefrom, from a point on its line of railway at or about the foot
of Fraser avenue ; thence extending northerly along Mowat avenue, Toronto, to the
establishment of the Toronto Carpet Company and the Malta Vita Food Company,
as well as the property of the city of Toronto on the westerly side of Mowat avenue.
(Application 3764. Case 489.)

Application granted. Order issued.

936. Application of Jane Prittie to vary or rescind order of the Board No. 2336,
dated the 12th of December, 1906, authorizing the construction and operation of a
branch line in the town of Toronto Junction to the premises of the Union Stock
Yards, Limited. (Adjourned hearing.) (Application 2112. Case 2500.)

Aplieation dismissed.

937. Complaint of J. W. Borsbery, under the Railway Act, in re construction
of a branch line by the Oshawa Railway Company on May street and crossing King
street, in the town of Oshawa, Ontario,

Complaint withdrawn.

938. Application of the Grand Trunk Railway Company of Canada, imder sec-
tic;n No. 277 of the Railway Act, for leave to cross with its spur the track leading
off the twentieth district of the applicant company's railway, the spur track of the

20c— 5i

68 KAJl.WAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Canada Southern Eailway in the applicant company's south yard at Fort Erie,
Ontario. (Application 6883. Case 2913.)
Application granted. Order issued,

939. Application of the city of Toronto, under the Railway Act, for an order
directing the Grand Trunk Railway Company of Canada, in accordance with the
provisions of an agreement made between the applicants and the Grand Trunk, dated
October 12, 1903, to protect, by means of gates and semaphores and derails in the
tracks of tjie Toronto Railway Company, the crossing of Front street, in the city of
Toronto by the Grand Trunk's branch line or siding to its John street freight yards,
authorized to be constructed by order of the Railway Committee of the Privy Council^
dated October 17, 1903. (Application 231. Case 3254.)

Order made directing protection of crossing by gates, semaphores and derails
at expense of the Grand Trunk Railway Company.

940. Application of the Canadian Pacific Railway Company, under the Railway
Act, for a proposed connection between the Canadian. Pacific and Grand Trunk Rail-
way Companies at Gait, Ontario. (Application 1380. Case 1731.)

Order made directing Canadian Pacific Railway Company to make connection
at Gait before January 1, 1909. Cost to be borne by Canadian Pacific Railway Com-
pany.

941. Consideration, of memorandum of judgment of the Board, dated December
26, 1907, in re interswitching, in conjunction with report of Chief Traffic Officer,
dated December 18, 1907. (Application 6713. Case 2846.)

This application dealt with by general interswitching order.

942. Application of the boards of trade of Berlin, Gait, Preston, Hespeler and
Waterloo, Ontario, under section 228 of the Railway Act, for an order directing the
Canadian Pacific Railway Company, the Grand Trunk Railway Company, the Gait,
Preston and Hespeler Street Railway Company and the Preston and Berlin Street
Railway Company to connect their lines of tracks in the towns of Berlin, Gait, Pres-
ton, Hespeler and Waterloo, as to admit of the safe and convenient transfer or pass-
ing of engines, cars and trains from the tracks or lines of one of the above railways
to those of the others, and that such connections shall be maintained and used by
the said Canadian Pacific Railway Company, the Grand Trunk Railway Company,
the Gait, Preston and Hospeler Street Railway Company and the Preston and Berlin
Street Railway Companies, respectively.

Also to determine by what company or companies or other corporations or per-
sons, and in what proportions the cost of making and maintaining any such connec-
tions shall be borne, and upon what terms traffic shall be thereby transferred from
the lines of one railway to those of another or jany other railway or railways that
might hereafter enter the said towns of Gait, Preston, Hespeler, Berlin and Waterloo.
(Application Nos. 1762, 1763, 1758 and 1761. Cases 2394, 2393, 2392 and 2391.)

Application dismissed.

943. Complaint of the Canadian Manufacturers' Association, the Huntsville
Lumber Company and others, under section 252, 253 and 254 of the Railway Act,
1903, against the Grand Trunk Railway Company of Canada i?i re interswitching
charges at Toronto, Ontario. (Application 4459. Case 1356.)

Disposed of under general interswitching order.

944. Complaint of the W. Booth Lumber Company, Limited, Toronto, Ontario,
in re interswitching charges of the Grand Trunk Railway Company at Toronto.
(Application 4459. Case 1182.)

Disposed of under general interswitching order.

945-, Application of the Winnipeg manufacturers (Canadian Maniifacturers'
Association) for an order that the transportation charges made by the Canadian
Pacific and Canadian Northern Railway Companies in their established tariffs apply-
ing to and from their respective terminals in the cty of Winnipeg be extended to

I

. REPORT OF TBE COMMISSIONERS 69

SESSIONAL PAPER No. 20c

cover the terminal switching expenses of the delivering or initial carriers, as the
case may be, on non-competitive business in and out of the said city. (Application
'4200. Case 865.)

Disposed of under general interswitching order.

946. Complaint of W.. J. Lovering, lumber merchant, Toronto, in re interswitch-
ing charges of the Grand Trunk Eailway Company at Toronto, Ontario. (Applica-
tion 4459. Ca^e 1126.)

Disposed of under general interswitching order.

947. Complaint of Messrs. Leak and Company, Toronto, Ontario, re interswitch-
ing charges of the Grand Trunk Eailway Company at Toronto, Ontario. (Applica-
tion 4459. Case 2230.)

Disposed of under general interswitching order.

948. Complaint of JMessrs. T. Dexter and Son, of London, Ontario, in re switch-
ing charges of the Grand Trunk Eailway Company on wheat to Canadian Pacific
Railway at London from Point Edward to Goderich, Ontario. (Application 6799).

Disposed of under general interswitching order.

949. Complaint of the Boake Manufacturing Company, Limited, Toronto, in re
•Interswitching charges of the Grand Trunk Eailway Company at Toronto, Ontario.
(Application 4459. Case 1217.)

Disposed of under general interswitching order.

950. Crmplaint of the Peterborough Sandstone Brick Company, Peterborough,
Ontario, in re interswitching charges of the Canadian Pacific Eailway Company and
the Grand Trunk Eailway Company at Peterborough, Ontario. (Application 5500.
Case 2144).

Disposed of under general interswitching order.

951. Complaint of McColl Brothers and Company, oil merchants, Toronto, re-
specting release of responsibility demanded by the Canadian Pacific Eailway Com-
pany on oil shipments to flag stations. (Application 6943.)

Application dismissed.

962. Complaint of the John Campbell Company, Limited, St. Thomas, Ontario,
re interswitching charges of the Michigan Central Eailroad Company at St. Thomas,
Ontario. (Application 3991. Case 910.)

Order made fixing toll to be charged by railway company at $3 per carload, re-
fund to be made by railroad company of excess charged between 19th July, 1907, and
the date of order with interest at five per cent.

953. Complaint of J. Malkin and Sons re freight rates on tan bark to Berlin and
London, Ontario, from points on the line of the Grand Trunk Eailway Company.
(Application 3882.)

Application dismissed.

954. Application of the town of Lindsay, hereinafter called the ' applicants,'
under the Eailway Act, 1903, for an order directing the Grand Trunk Eailway Com-
pany of Canada, the Lindsay, Bobcaygeon and Pontypool Eailway Company, and the
Canadian Pacific Eailway Company as lessees of the Lindsay, Bobcaygeon and Ponty-
pool Eailway Company, to make all necessary arrangements and afford to all persons
and companies all reasonable and proper facilities for the receiving, forwarding and
delivering of traffic upon and from their several railways, and for the interchange
of traffic between the said railways in the town of Lindsay, and for forwarding
rolling stock from one of the said railways to the other, in the said town, and for the
return thereof. (Application 1397.)

Case struck off the list.

955. Application of the Windsor, Essex and Lake Shore Eapid Eailway Com-
pany, under the Eailway Act, for an order directing the Pere Marquette Eailway to
interchange traffic with the "Windsor, Essex and Lake Shore Eapid Eailway Com-
pany at Kingsville, Ontario. (Application 6817.)

Covered by general interswitching order. .-

70 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

956. Application of the Grand Trunk Eailway Company of Canada, under sec-
tion 29 of the Eailway Act, for an order varying the order of the Board No. 358,
dated February 23, 1905, authorizing the applicant company to take certain lands
situate in the city of Toronto, for the purpose of a passenger station and passenger
station yards therefor, and for such purposes as are necessary or usually connected
therewith, by extending for the period of three years the times fixed in the said order
for the commencement and completion of the station and appurtenances referred to
in the said order. (File 588. Case 2828.)

Order made varying order No. 358 by extending time fixed by paragraph 4 for
further period of 12 months from 22nd August, 1908.

957. Application of the Grand Trunk Eailway Company of Canada and the
Canadian Pacific Eailway Company, in pursuance of paragraph 6 of order of the
Board dated the 23rd February, 1905, for an order fixing the compensation to be paid
by the Canadian Northern Eailway Company (formerly the James Bay Eailway
Company), for the use of the Union station property at Toronto, including the ser-
vice and accommodation provided, and at present and for some time past used and
enjoyed by the Canadian Northern Ontario (formerly James Bay) Eailway Com-
pany. (Application 588. Case 3208.)

Order made directing the Canadian Northern Ontario Eailway to pay to Grand
Trunk Eailway amount fixed under agreement, 7th November, 1906, up to date of
order. Companies to make arrangements between themselves for subsequent user
and grounds.

958. Application of the city of Toronto, under the Eailway Act, for an order com-
pelling the Grand Trunk Eailway Company of Canada to provide better protection at
the level crossing known as the Sunnyside Crossing of the company's tracks at the
western end of the city of Toronto, and for the lowering of the rate of speed of trains
at the said crossing. (Application 4606. Case 1311.)

Note. — The Board will consider the question of the construction of a bridge at
Sunnyside crossing and the appointment of the expenses thereof between the city
and the railway companies interested.

Stands to be considered when Toronto viaduct application is disposed of.

959. Application of the corporation of the city of Toronto, under section 186 of
the Eailway Act, 1903, permitting the said corporation to construct a high, level
bridge crossing the Don improvement and the tracks of the Canadian Pacific and
Grand Trunk Eailway Companies crossing King street (or Queen street) east, in the
city of Toronto, and for an order determining the proportion to be borne by the said
railways and other parties interested of the costs and expenses incident to the con-
struction and maintenance of said bridge, including damages to any property which
may be injuriously affected thereby. (Application 1621.)

Stands to be dealt with when Toronto viaduct question decided.

960. Application of the Canadian Pacific Eailway Company for authority to lay
an extra track across the public road at Janetville, Ontario. (Application 5324.
Case 2702.)

Order made granting leave to cross.

961. Application of the Essex Terminal Eailway for authority to construct its
railway across the Windsor, Essex and Lake Shore Eapid Eailway on the gravel
road, township of Sandwich, East, Ontario. (Application 3846. Case 544.)

Application granted. Order issued. Question of cost of providing and main-
taining interlocking plant reserved until disposition of api)eal to Supreme Court.

962. Application of the Canadian Northern Quebec Eailway for authority to take
part of lot No. 448 in the parish of St. Stanislaus for purposes of deviating highwa.y
-on the west side of Eiver Batiscan. (Application 3986. Case 3126.)

Order made gTanting application.

963. Complaint of the municipal council of the county of Victoria and township
'Of Emily re Grand Trunk Eailwny station at Omemee, Ontario. (Application 1342.)

REPORT OF THE COMMISSIOXERS 71

SESSIONAL PAPER No. 20c

Order made directing Grand Trunk Eail-n-ay trains each ^vay to stop at the outer
or junction station, and certain other trains to stop at the new down-town platform.
Service to commence September 15, 1908. Platform ordered on Sturgeon street,

964. Application of the Canadian Pacific Railway Company for authority to
construct branch line to premises of Shearer, Brown and Wills and the Sherwin-
Williams Paint Coinjiany, IMontreal. (Application 5508. Case 2154.)

Application granted. Order issued.

965. Application of the Grand Trunk Railway Company for authority to con-
struct a branch line to the premises of the George Matthews Company, Limited.
Peterborough, Ontario. (Application 5653. Case 3022.)

Application granted. Order issued.

966. Application of the Ontario Power Company re crossing with transmission
wires over the Grand Trunk Railway between concessions 6 and 7, lots 23 and 24,
township of Crowland. (Application 7587. Case 330.)

Application granted. Order issued.

967. Application of the town of Montreal west and others, for an order directing
the Canadian Pacific Railway to continue to maintain a public highway crossing
between Crescent and Fenwick avenues, Montreal west, Quebec. (Application 7455.
Case 3257.)

Application granted. Order made continuing the injunction. Compelling rail-
way company to maintain public highway crossing.

968. Application of the Canadian Pacific Railway Company for authority to
construct tracks across and along St. Patrick street and Atwater avenue. Centre
street and River St. Pierre, Montreal, Quebec. (Application 6550. Case 2777.)

Application granted. Order issued.

969. Application of the Canadian Pacific Railway Company for authority to con-
struct a spur to the premises of the Canada Sugar Refining Company, Montreal.
Quebec. (Application 6352. Case 2685.)

Application granted. Order issued.

970. Application of the Canadian Pacific Railway Company for authority to
construct its tracks across and along St. Patrick, Richmond and Richardson streets.
Montreal, Quebec, in connection with Canada Sugar Refining Company spur.
(Application 6352. Case 2776.)

Application granted. Order issued.

971. Application of the Canadian Pacific Railway Company for authority to
construct a branch line to premises of Sherwin-Williams Paint Company, Montreal.
Quebe^^. (Application 6350. Case 2683.)

Application granted. Order issued, subject to conditions set forth in order.

972. Application of the Canadian Pacific Railway Company for an order rescind-
ing or varying order of the Railway Committee, dated May 18, 1898, re trestle bridge
carr.ving branch line to Dickson's Mills, Peterborough, Ontario. (Application 3784.
Case 500.)

Stands. Subsequently an order was issued dismissing the application.

973. Application of the Peterborough Radial Railway for an order amendins:
order dated June 16. 1904, re Lock street, Peterborough. Ontario. (Application 650.
Case 2996.) .

Application granted. Amending order issued.

974. Application of the Canadian Pacific Railway Company for leave to con-
struct branch lines in the town of Parry Sound, Ontario. (Application 3098.)

Order issued, granting application in terms of consent.

975. Application of the Canadian Northern Ontario Railway for authority to
construct a branch line in the town of Parry Sound. Ontario. (Appliication 3939.
Case 625.)

Order issued, granting application in terms of consent.

72 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

976. Application of the Canadian Northern Ontario Eailway for authority to
construct and maiutain a deviation of the Great North Road, Parry Sound, Ontario.

Application granted. — Order issued.

977. Application of the Grand Trunk Pacific Railway for authority to cross the
tracks of the Winnipeg Electric Street Railway at Pembina highway, Winnipeg,
Manitoba. (Application 6991. Case 3025.)

Application granted. Order issued. The protection to be agreed upon between
parties.

978. Application of the Winnipeg Electric Railway for authority to teross with
transmission wires the Canadian Pacific Railway tracks in St. Boniface, Manitoba.
(Application 2290. Case 3077.)

Application granted. Order issued.

979. Application of the Winnipeg Electric Railway for authority to carry trans-
mission wires across Canadian Pacific Railway tracks at Canadan Pacific Railway
Lac du Bonnet branich, section 35, township 13, range 9, west of 1st meridian, Mani-
toba. (Application 2293. Case 3075.)

Application granted. Order issued.

980. Application of the Winnipeg Electric Railway for leave to carry transmis-
sion wires across Canadian Pacific Railway tracks in section 25, township 12, Mani-
toba. (Application 2291. Case 3075.)

Application granted. Order issued.

981. Application of the Winnipeg Electric Railway for authority to carry trans-
mission wires across the Canadian Pacific Railway tracks in section 17, township 12,
Manitoba. (Application 2292. Case 3074.)

Application granted. Order issued.

982. Application of the Canadian Northern Ontario Railway for authority to
carry telegraph wires across Grand Trunk Railway tracks near Gamebridge, Ontario.
(Application 3937. Case 623.)

Application granted. Order issued.

983. Application of the Canadian Northern Quebec Railway for authority to
cross the tracks of the Canadian Pacific Railway east of Lorette, Quebec. (Applica-
tion 5337. Case 1944.)

Application granted. Order issued.

984. Application of the Canadian Pacific Railway for an order fixing compensa-
tion to be paid by the Grand Trunk Railway for use and enjoyment of the right of
way between Nipissing Junction and North Bay, including service and accommoda-
tion provided at present and since July 2, 1907. (Application 7439. Case 3243.)

Application dismissed. Leave granted to appeal to Supreme Court.

985. Complaint of J. R. Sonley, Blackwater, Ontario, re damage to his farm
property by the Grand Trunk Railway. (Application 4539. Case 1209.)

Application dismissed.

986. Application of the town of Steelton, Ontario, for an order directing the
Canadian Pacific Railway to operate a station with proper accommodation and faci-
lities at Steelton, Ontario. (Application 1525. Case 3113.)

Application withdrawn.

987. Application of the Ottawa Electric Railway for authority to cross Chau-
diere branch of the Grand Trunk Railway into the Export Lumber Company's yards,
Ottawa. (Application 7263. Case 3134.)

Application dismissed.

988. Application of the city of Ottawa, Ontario, for an order amending order
No. 3684, dated March 13, 1907, in re widening of Somerset street bridge, Ottawa,
Ontario. (Application 326. Case 396.)

Application granted. Order issued directing bridge to be -built within 6 months
from date.

REPORT OF THE COMMISSIONERS 73

SESSIONAL PAPER No, 20c

989. Application of the Georgian Bay and Seaboard Railway for authority to
cross the tracks of the Lindsay, Bobcaygeon and Pontypool Railway in the town of
Lindsay, Ontario. (Application 3187.)

Application granted. Order issued.

990. Complaint of Dr. Charette, Notre Dame des Neiges, re Montreal Park and
Island Railway. (Application 6320. Case 2864.)

Complaint dismissed.

991. Application of the Windsor, Essex and Lake Shore Rapid Railway for an
order directing the Pere Marquette Railway to interchange traffic at Kingsville.
Ontario. (Application 6817.)

Application struck off list. To be reinstated at request of applicant.

992. Application of the Quinze and Blanche River Railway for approval of loca-
tion through part of the township of Guigues, Quebec, across Quinze river, through
adjoining Indian reserve and township of Nedeles and through township of Casey,
Harley and Dyment to New Liskeard, Ontario. (Application 7452. Case 3253.)

Application granted. Order issued.

993. Application of E. D. Smith, of Winona, Ontario, for joint freight tariffs
'jetween the railway companies at Hamilton and the Hamilton, Grimsby and Beams-
ville Electric Railway. (Application 6789.)

Application withdrawn.

994. Application of the Canadian Northern Ontario Railway, under section 194
of the Railway Act, for leave to erect, place and maintain its wires across the tracks
of the Grand Trunk Railway north of Mount Albert, Ontario. (Application 3935
Case 621.)

Application granted. Order issued. •

995. Application of the Grand Valley Railway, under section 59 of the Railway
Act, for approval of its location between the city of Brantford and the city of Wood-
stock, Ontario. (Application 737. Case 3116.)

Application granted. Order issued.

996. Application of the Sarnia Street Railway, under section 235 of the Railway
Act, for authority to cross the tracks of the Grand Trunk Railway at Sarnia, Ontario.
(Application 7347. Case 3211.)

Application granted. Order issued on consent of all parties.

997. Application of the Guelph and Goderich Railway, under section 227 of the
Railway Act, for authority to cross the tracks of a spur of the Grand Trunk Railway
in the town of Listowel, Ontario. (Application 7540. Case 3286.)

Application granted. Order issued.

998. Application of the Canadian Northern Ontario Railway, for an order, under
section 227 of the Railway Act, granting authority to place its lines or tracks across
the lines or tracks of the Canadian Pacific Railway at a point on lot 11, concession
2, township of Nepean, county of Carleton, near Bell's Corners, Ontario. (Application
6254. Case 2647.)

Order made for overhead crossing, provision made for double tracking. If grade
changed; extra expense caused to be borne by Applicant; or if disputed to be fixed
by Board. s

999. Application of the Canadian Northern Ontario Railway, under section 237
of the Railway Act, for authority to construct its railway across certain highways in
the township of Clarence at mileages 29, 30, 31, 32 and 33 and across Mill street in
the village of Rockland, Ontario. (Application 4843. Case 1526.)

Application granted. Leave reserved to corporation to apply for protection if
works prove dangerous.

1000. Application of the Grand Trunk Railway, under sections 256 and 257 of
the Railway Act, for an order directing the Canadian Pacific Railway to reconstruct
and maintain in a good condition of repair the subway carrying the line of the Brock-
ville and Ottawa Railway under the main line of the Grand Trunk Railway at mile

74 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

post 124-96, a short distance east of the Grand Trunk Railway station in the city of
Brockville, Ontario. (Application 6972. Case 3015.)

Order made for payment of amount to be expended by Grand Trunk Railway in
repair of subway.

1001. Application of the Canadian Pacific Railway, under section 167 of the
Railway Act, for an order to construct a new road from the proposed station location
at mile post 22 on plan and profile filed with the Board, to the road that runs to the
village of Bolton, Ontario. (Application 2023. Case 3235.)

Order made approving of location. Concrete culvert at forced road 5x6, gravel
to be 10 inches thick, and equal to top dressing of Toronto and Sudbury line.

1002. Application of the Toronto and York Radial Railway, under section 227
of the Railway Act. for authority to cross the tracks of the Grand Trunk Railway
at the village of Sutton, Ontario. (Application 7460. Case 3333.)

Application granted. Order issued.

1003. Application of the city of Toronto, under sections 237 and 238 of the Rail-
way Act, and in accordance with the provisions of an agreement made between the
applicants and the Grand Trunk Railway dated October 12, 1903, for an order
requiring the Grand Trunk Railway to protect by means of gates, semaphores, and
derails the tracks of the Toronto Railway Company at the crossing of Front street,
Toronto, Ontario. (Application 231. Case 3254.)

Application granted. Order issued, derails to be placed 100 feet from crossing.

1004. Application of the Grand Trunk Railway for authority to cross with two
tracks the tracks of the Montreal, Park and Island Railway at two different points
near the eastern and western extremities of the new freight yards at Turcot, pro-
vince of Quebec. (Application 6023. Case 2564.)

Application removed from list. Leave given to either party to reinstate on ten
days' notice.

1005. Application of the Canadian Pacific Railway Company, under section 257
of the Railway Act, for leave to construct new bridge at mile 19 -86, Parnham section
crossing Richelieu street, St. Johns, province of Quebec. (Application 5133. Case
2893.)

Application withdrawn.

1006. Application of the Canadian Pacific Railway, under the Railway Act,
directing that a case be stated for the opinion of the Supreme Court of Canada as to
the legal effect of the covenant contained in deed from David S. Leach and Dame
Jessie R. Leach to the Atlantic and Northwest Railway Company, dated 2Sth of
June, 1888, in connection with the application of the town of Montreal West and
others for an order directing the Canadian Pacific Railway to continue to maintain
and operate a public highway crossing at lot ofiicial No. 138, parish of Montreal,
province of Quebec, at a point where it has heretofore maintained the said railway
crossing between Fenwick avenue on the one side and Crescent avenue on the other.
(Application 7455. Case 3257.)

Application dismissed.

1007. Application of the town of Ingersoll, under section 227 of the Railway Act,
for an order directing the Grand Trunk Railway to provide gates and day and night
watchman at Thames street where the Grand Trunk Railway crosses same in the
town of Ingersoll, Ontario. (Application 5087.)

Note. — The question to be considered is the apportionment of the cost reserved
as to whether or not gates should be installed as well as watchman.

Application granted. Order made directing Grand Trunk Railway to erect
gates to be operated from 6 a.m. to 11 p.m. daily. Cost of erecting, maintaining and
operating to be borne by Grand Trunk Railway. Work to be completed within 45
days from November 10, 1908.

REPORT OF THE COMMISSIOyERS 75

SESSIONAL PAPER No. 20c

1008. Application of A. Pilon, Casselman, Ontario, for an order fixing the addi-
tional sum to be charged by the Canada Atlantic Railway (Grand Trunk Railway)
for switching and handling of traffic at his siding. (Application 5754. Case 235S.)

Application dismissed.

1009. Application of the Sydenham Glass Company for the extension of the
commodity rates on glass bottles prescribed in the judgment of the Board, dated July
30, 1904, so as to include glass jars. (Application 1827. Case 1109.)

Settled by Pere ]\Iarquette Railroad filing supplement to joint tariff, providing
for rate of 13 cents per 100 pounds on glass fruit jars from Wallaceburg to Hamilton,
Ontario.

1010. Complaint of the British American Oil Company re refusal of the Grand
Trunk Railway to carry crude oil originating at Stoy, Illinois, and destined to
Toronto, Ontario, at fifth-class rate with official classification. (Application 7529.
Case 3269.)

Judgment reserved. Delivered subsequent to March 31, after a re-hearing, and
will appear in next annual report.

1011. Application of the Canadian Pacific Railway under sections 284 and 317 of
the Railway Act, for an order directing the Grand Trunk Railway to receive passen-
ger and baggage cars, and also deliver same at the junction of the tracks of the
Ottawa, Northern and Western Railway and the Canada Atlantic Railway, near
Sapper's bridge, Ottawa, Ontario. (Application 4887. Case 1541.)

Application stands to be disposed of with Grand Trunk Railway application in
re compensation by Canadian Pacific Railway for use of Central station, Ottawa.
Subsequently an order was made dismissing the ajrplication.

1012. Application of the Canadian Pacific Railway under provisions of certain
cases from the Crown, fixing the terms and conditions under which the. Canadian
Pacific Railway may use the passenger station and passenger tracks and approaches
in connection therewith, situated on ordnance lands of the Crown, that portion of
the Rideau Canal reserve extending from Sappers bridge southward to Hurdman's
bridge road, Ottawa, Ontario. (Application 3862. Case 415.)

Stands for judgment. Disposed of subsequent to March 31 after a rehearing,
and will appear in next annual report.

1013. Application of the Grand Trunk Railway, under section 178 of the Rail-
way Act, for authority to take for the purposes of its railway part of lots Xos. 73
and 74 on the south side of Chestniit street, in the village of Bridgeport (now known
as Jordan), county of Lincoln, Ontario, and immediately opposite the Grand Trunk
Railway station at Jordan, Ontario. (Application 7836. Case 3504.)

Application granted. Order issued. Full compensation to be made for the lands
taken.

1014. In re application of the "Windsor and Tecumseh Electric Railway, under
section 177 of the Railway Act of 1903, for leave to cross the line or track of the
Grand Trunk Railway on Sandwich street, Walkerville, Ontario, and also two spurs
or sidings of the Grand Trunk Railway in the township of Sandwich East, county
of Essex. (Application 3803. Case 514.)

Application granted. Order issued. Electric cars to slow down to four miles per
hour at crossing and railway company to flag their cars across.

1015. Application of the Grand Valley Railway for authority to cross the tracks
of the Grand Trunk Railway in the city of Brantford, Ontario. (Application 7550.
Case 3299.)

Application granted. Order issued.

1016. Application of the Grand Valley Railway for authority to cross the tracks
of the Toronto, Hamilton and Buffalo Railway near Brantford, Ontario. (Applica-
tion 7551. Case 3294.)

Application granted. Order issued.

76 RAllAVAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1017. Application of the Grand Valley Railway for authority to cross the tracks
of the Brantford and Hamilton Electric Railway in the city of Brantford, Ontario.
(Application 7552. Case 3295.)

Application granted. Order issued.

1018. Application of the township of the Front of Escott for an order directing
the Grand Trunk Railway to provide and construct immediately to the east of the
present crossing a suitable overhead crossing, two and a half miles west of Mallery-
town, Ontario. (Application 4452. Case 1118.)

Application dismissed with leave to applicant to revive same.

1019. Application of the Walkerton and Lucknow Railway Company, under sec-
tion 237 of the Railway Act, for authority to carry its line of railway across College,
Bruce, Countess, Garafraxa, Elgin, Kincardine and Rock streets in the town of Dur-
ham, Ontario. (Application 4558. Case 1230.)

Note. — In connection with the above application will be heard the application
of the town of Durham for consideration of the protection to be afforded at the said
crossings.

Order issued in terms of an agreement between the parties filed.

1020. Application of the Grand Trunk Railway Company, under section 29 of
the Railway Act, for an order amending the order of the Board dated June 18, 1904,
by directing the Peterborough Radial Railway to install and maintain derails on
each side of the crossing of its railway of the tracks of the Grand Trunk Railway
at (1) Charlotte street, (2) Water street, Peterborough, said derails to be placed 100
feet from the nearest Grand Trunk Railway track. (Application 650. Case 3464.)

Order issued, directing interlocker at Charlotte street. Application as to Water
street stands.

1021. Application of the Grand Trunk Railway Company for authority to con-
struct a branch line to the premises of Schultz Brothers, Brantford, Ontario. (Ap-
plication 7738. Case 3479.)

Application granted. Order issued. Leave reserved to city of Brantford to
renew application for planking between rails if so advised.

1022. Application of the Canadian Pacific Railway Company imder section 178
of the Railway Act, for authority to take additional lands adjoining their railway
in the township of Albion, county of Peel, being composed of the south half of the
west half of lot 10, in the fifth concession of the township of Albion, county of Peel,
Ontario. (Application 7654. Case 3342.)

Application granted. Order issued.

1023. Complaint of the town of ISTapanee re insufficient protection of highway
crossing at Centre and Thomas streets by Grand Trunk Railway and Bay of Quinte
Railway. (Application 3287.)

Complaint dismissed.

1024. Application of the Canadian Northern Quebec Railway for an order direct-
ing the Canadian Pacific Railway to stop its trains carrying passengers and mail at
the crossing of the Canadian Northern Quebec Railway at St. Jerome at times con-
yenient to afford reasonable opportunity for transfer of passengers and mail between
said railways and to furnish reasonable facilities and accommodation for such pur-
pose. (Application 7902. Case 3541.)

Order made directing Canadian Pacific Railway to stop its passenger trains at
St. Jerome diamond. Applicant company to construct platform and supply proper
conveniences for transfer of passengers.

1025. Application of the Canadian Pacific Railway Company for an order
approving proposed changes and alterations in its railway from its station at Pem-
broke, Ontario, to a point about 3,200 feet west of said station. (Application 6051.
Case 1670.)

In connection with the above application will be noted that the applicant com-
pany have obtained an order in council, dated May 6, 1908, approving of the plans

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SESSIONAL PAPER No. 20c

of the trestle altered in accordance with the plans on file with the Board, and that
these altered plans be now submitted to the Board for its approval.

Application granted. Order issued, in terms of consent agreed to by all parties.

1026. Application of the St. Paul Land and Hydraulic Company for an order
varying and defining order of the Board dated October 4, 1906, upon the application
of the Canadian Pacific Railway Company for a deviation of a portion of a branch
line on the south side of the Lachine canal, Quebec. (Application 1088. Case 1537.)

Judgment of the Board vacating order of October 4, 1906. No order to issue
for three months, during which time both companies are to consider their respective
positions. Subsequently Canadian Pacific Railway made application for deviation,
and Board, after hearing application, approved of deviation, subject to certain con-
ditions agreed upon by counsel.

1027. Application of the Board of Trade of Portage la Prairie, Manitoba, under
section 323 of the Railway Act, for an order disallowing the special freight tariffs of
the Canadian Pacific Railway Company, Nos. W-1000, C.R.C., 644, and W-1006,
C.R.C., 652, as being illegal; and

The complaint of the Winnipeg and other boards of trade, mercantile bodies, and
shippers objecting to the new tariffs recently put into force by the Canadian Pacific
Railway Company of western Canada in substitution for the ' traders tariffs,' so-
called, previously in existence. (Application 5664.)

Application refused.

1029. Application of S. IL Jones, of Sabrevois, Quebec, for an order directing
the Dominion Express Company and the American Express Company to provide an
eflBcient service for the carriage of express traffic from Sabrevois, Quebec, on Monday
morning as well as on other days of the week. (Application 6815.)

Application dismissed.

1029. Application of the Grand Trunk Railway for a decision on the question of
interlocking plants and responsibility of the senior company for accidents arising
out of the negligence of the men in charg'e. (Application 7815.)

Judgment appears in appendix.

1030. Application of the Grand Trunk Railway Company under section

of the Railway Act, for an order permitting the applicant company^s engines and
trains to approach and pass without stopping over the drawbridge canning its main
line of railway between Hamilton and Niagara Palis, Ontario, across the old Welland
canal at the west end of the applicant company's yard at Merritton, Ontario. (Appli-
cation 7899. Case 3538.)

Application granted. Order issued. Grand Trunk Railway to keep the bridge
key and to open bridge upon application.

1031. Application of the Canadian Pacific Railway Company, under section 176
of the Railway Act, for an order fixing the compensation to be paid by the Grand
Trunk Railway for the use and enjoyment of the right of way and tracks of the Cana-
dian Pacific Railway between Nipissing Junction and North Bay, Ontario, and the
terminals, stations and station grounds of the Canadian Pacific Railway at North
Bay,, including service and accommodation provided, and at present and since July
2, 1907, used and enjoyed by the Grand Trunk Railway without compensation being
paid therefor. (Application 7439. Case 3243.) (Argument heard at Ottawa, June
24, 1908.)

Application dismissed. Leave granted to appeal to Supreme Court.

1032. Application of the Mount McKay and Ivakabeka Falls Railway Company,
under section 227 of the Railway Act, for authority to cross the tracks of the Cana-
dian Pacific Railway at Yonge street, E-^rt William, Ontario. (Application 5585.
Case 2281.)

Application granted. — Order issued.

1033. Application of the Mount McKay and Kakabeka Falls Railway Company,
under section 227 of the Railway Act, for authority to cross the tracks of the Cana-

78 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

diau Pacific Eailway at Mactavish street, Fort William, Ontario. (Application 5585.
Case 2280.)

Stands adjourned at request of parties.

1035. Application of the Mount McKay and Ivakabeka Falls Eailway Company,
under section 227 of the Railway Act, for authority to cross the tracks of the Cana-
dian Northern Railway at Francis street, Fort William, Ontario. (Application 5585.
(Application 5585. Case 2276.)

Application granted. Order issued.

1035. Application of the Moun McKay and Kakabeka Falls Railway Company,
under section 227 of the Railway Act, for authority to cross the tracks of the Cana-
dian Xorthern Railway at Francis street, Fort William, Ontario. (Application 5585.
Case 2277.)

Stands adjourned at request of parties.

1036. Application of the Mount McKay and Kakabeka Falls Railway Company,
under section 227 of the Railway Act, for authority to cross the tracks of the Cana-
dian Northern Railway at Yonge street. Fort William, Ontario. (Application 5585.
Case 2279.)

Note. — The above applications are set down for the purpose of enabling the
parties to give such additional evidence as they may desire.
Application granted. Order issued.

1037. Application of the Grand Trunk Pacific Railway Company, under sections
222 and 235 of the Railway Act, for an Order authorizing it to construct, maintain
and operate a branch line or spur along Neebing avenue from Montreal street to
Kaministiquia river, Fort William, Ontario. (Application 6822. Case 3106.)

Application refused.

1038. Application of the corporation of the city of Fort William, Ontario, under
section 262 of the Railway Act, for an order directing the Canadian Northern Rail-
way Company to abandon using its loop line along Arthur and Yickers streets, in
the city of Fort William, and further directing the said railway company to operate
all its trains on the original straight line right of way established by the Port Arthur
Duluth and Western Railway Company. (Application 5549. Case 2193.)

Application stands sine die at request of counsel for the town.

1039. Application of the Grand Trunk Railway Company, under section 237 of
the Railway Act, for leave to cross with its spur the spur track of the Canada South-
ern Railway in the Grand Trunk Railway Company's south yard at Fort Erie, On-
tario. (Application 6833. Case 2913.)

Application granted. Order issued.

1040. Application of the Napierville Junction Railway, under section 237 of the
Railway Act, for leave to connect its track with the track of the Grand Trunli
Railway near Lacolle, Quebec. (Application 6952. Case 2989.)

Application granted. Order issued.

lOli. Application of the Canadian Pacific Railway Company as lessee of the
Georgian Bay and Seaboard Railway, under section 177 of the Railway Act, 1903,
for an Order authorizing the company to construct, maintain and operate a crossing
of the Grand Trunli Railway Company's spur to an ice house for the town of Orillia,
on the shore of Lake Couchiching. (Application 3021.)

Struck off list. Not to be placed on again except on notice.

1042. Application of the municipal council of the township of Hagar, under
section 237 of the Railway Act, for an Order directing the Canadian Pacific Railway
Co provide and construct a suitable public crossing between lots 12 and 13, conces-
sion 3, in the said township. (Application 5055. Case 1642.)

Application granted. Order to issue in terms of consent minutes filed.

1043. Application of the St. John Railway Company for authority to continue
to operate their line across the tracks of the Canadian Pacific Railway in the parish

REPORT OF THE COMMISSIOI^'ERS 79

SESSIONAL PAPER No. 20c

of Lancaster, in the city and county of St. John, without installing any interlocking
or other similar appliances for the space of twelve months from the date of applica-
tion. (Application 2463.)

Order made amending Order of 14th June, 1906, and providing that municipality
and St. John Railway pay applicant company J each of cost of watchman, also that
municipality and St. John pay applicant company J wages of watchman from 1st
July, 1906, to 18th January, 1909.

1044. Application of the Canadian Northern Ontario Railway, under section
159 of the Railway Act, for sanction and approval of the location of railway through
townships of Westmeath, Pembroke and Stafford, county of Renfrew, mileage 73 .5
to mileage 91-3 north from Ottawa. (Application 3561. Case 2579.)

Application granted. Order issued approving location as to the townships men-
tioned.

1045. Application of the Bell Telephone Company, under section 246 of the Rail-
way Act, for leave to erect, place and maintain its wires across the tracks of the
Schomberg and Aurora Railway Company, at public crossing, Main street, Schomberg,
Ontario. (Application 7938. Case 3565.)

Application granted. Order issued.

1046. Application of the city of Ottawa, under sections 237, 238, 240 and 241
of the Railway Act, 1903, for an Order directing the Grand Trunk Railway to recon-
struct the bridge by which the railway passes over Preston street, Ottawa, and to
maintain the same in such manner as to afford safe and adequate facilities for all
traffic passing under such structure. (Application 8120. Case 3690.)

Order made directing Grand Trunk Railway Company to build bridge, detail
plans to be submitted by May 11, 1909. Bridge to be completed by October 10, 1909.
Cost to be divided equally between applicant and railway company, but city's share
not to exceed the simi of $3,000.

1047. Application of the Pere Marquette Railway Company, under subsection
(x) of section 3 of the Lord's Day Act, 6 Edward VII., chapter 27, permitting the
said company, its servants, workmen and agents to do on Sunday any work incidental
to the operation of their international car ferry, the Canadian port of which is Port
Stanley, in Lake Erie, and which work is incidental to the continuance to its destina-
tion of freight in transit or in cars forming part of a train in transit at the beginning
of such Sunday, notwithstanding that the cars containing such freight and forming
part of any train so in transit have to be separated from the train for the purpose of
loading the same or unloading the same from such car ferries, and awaiting the return
of the car ferry with the remainder of the said train, and may require to be switched,
shunted or otherwise dealt with, to enable such train to proceed to its destination.
(Application 7588. Case 3301.)

Order made granting application.

1048. Application of James Greer, of Toronto, Ontario, under section 355 of the
Railway Act, 1903, for an Order directing the Bell Telephone Company to provide
him with a telephone at his residence, 230 Bleecker street, at the telephone rate of
$30 per annum, instead of as a business telephone at $50 per annum. (Application
7746.)

Application dismissed.

1049. Application of the Canadian Association of Amateur Oarsmen, under sub-
section 3 of section 321 of the Railway Act, for an Order directing the railway com-
anies comprising the Canadian Freight Association, to give racing shells a rating
under the Canadian classificaton Xo. 13, on the groimd that the rates quoted by the
railway companies for the transportation of racing shells are excessive, and in many
instances prohibitive. (Application 7535.)

Stands sine die; to be brought up on notice.

1050. Complaint Canadian Canners, Limited, respecting freight charges on a
carload of canned vegetables from Trenton, Ontario, to Englehart, Ontario, on the

80 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Temiskaming and Northern Ontario Eailway, via Central Ontario Railway to Cen-
tral Ontario Junction, thence via Canadian Pacific Railway to North Bay. (Appli-
cation 7922.)

Complaint dismissed.

1051. Complaint of H. S. Conn, merchant, Ottawa, Ontario, respecting inter-
section freight rates on hay from points on the Montreal and Ottawa section of the
Canadian Pacific Railway. (Application 7019.)

Complaint withdrawn.

1052. Consideration and formulation of rules and regulations for the safe trans-
portation of explosives and other dangerous articles. (Application 1717.)

Standing for judgment.

1053. Application of George Lawrence, M.P.P., on behalf of the residents of the
vicinity of Killarney, Manitoba, for an Order requiring the Canadian Pacific Rail-
way Company and the Canadian Northern Railway Company to provide a transfer
track at Holmfield and Boissevain, Manitoba, for interchange of traffic. (Applica-
tion 4929.)

Application granted. Order issued for transfer tracks to be constructed by com-
pany in three months. Half cost to be paid by Canadian Northern Railway upon
completion.

1054. Application of the Canadian Pacific Railway, under section 222 of the
Railway Act, for authority to construct, maintain and operate a branch line or spur
in township 11, range 4, east of the 1st meridian, commencing from a point on centre
line of the Molson cut-off of the said railway, distant about 165 feet easterly, measured
along the said centre line from the southerly boundary of the southeast quarter of
section 23, in the said township, thence in a northerly direction along the road allow-
ance between sections 23 and 24 and 25 and 26, to and into the premises of the Bird's
Hill Sand Company, situate on the southeast quarter of section 35 in the said town-
ship, a distance of about 15,200 feet. (Application 5680. Case 2308.)

Application granted. Order issued.

1055. Application of the Canadian Pacific Railway Company for authority to
expropriate certain additional lands, belonging to Samuel Buchanan, adjoining the
station for the purpose of making a Y in the town of Neepawa, Manitoba. (Appli-
cation 8217. Case 3764.)

Application granted. Order issued.

1056. Application of the city of Winnipeg, Manitoba, for Order directing the
Canadian Pacific Railway Company to provide and construct a suitable highway
crossing over its line of railway between Talbot avenue and Carter avenue, or in the
alternative to allow the city to construct such crossing, or for such Order as the
Board may deem meet. (Application 8223. Case 3769.)

Application granted. Expense of grading, planking, &c., required at crossings
to be borne by the city of Winnipeg.

1057. Application of the city of Winnipeg, Manitoba, under section 277 of the
Railway Act, for an Order directing the Canadian Pacific Railway to provide and
construct a suitable highway crossing, or in the alternative to allow the said city to
construct such highway crossing over the spur track known as the Brown and Ruth-
fcrford spur, where the extension of Sutherland avenue, in the city of Winnipeg, ex-
tending in right lines, intersects said spur under the right of way therefor. (Ap-
plication 8224. Case 3770.)

Application granted. Order by consent for crossing at expense of applicants.
City to maintain and protect, if necessary.

1058. Application of the Canadian Pacific Railway Company, under section 258
of the Railway Act, for approval of its proposed new station and re-arrangement of
its yards at St. Boniface, in the province of Manitoba. (Application 5472. Case
2096.)

Application granted. Order issued approving plan as amended.

REPORT OF THE COMMISSIONERS 81

SESSIONAL PAPER No. 20c

1059. Complaint of the Winnipeg Jobbers' and Shippers' Association, respect-
ing the form of siding agreement used for new sidings by the Canadian Pacific Rail-
way Company. (Application 6770. Case 2877.)

Forms of agreement settled between the parties.

1060. Complaint of the rural municipality of iXTiniota that the Grand Trunk
Pacific Railway Company is proposing to construct level crossings over certain high-
ways in the said municipality of Miniota and application of the municipality for an
order directing the railway company to cross the highways by means of overhead
crossings. (Application 3680. Case 2883.)

Order made for overhead bridge at the crossing.

1061. Complaint of the municipality of Aliniota respecting highway crossings
of the Grand Trunk Pacific Railway Company north of the town of Arrow River.

1. Crossing at mileage 31 -32 between ranges 25 and 26, "W.P.M.

2. Crossing at mileage 31 "52.

3. Crossing situated between sections 29 and 30, and 31 and 32, township 13,
range 25, W.P.M.

(Application 2633.)

Order made providing for highway crossing to be protected by automatic bell
at mileage 31-32. Crossing at mileage 31*52 to be done away with. Crossings be-
tween sections 29 and 30 and 31 and 32 granted; to be protected by automatic bell.

1062. Application of the Grand Trunk Pacific Railway Company, under section
237 of the Railway Act, for an Order granting to the company authority to lay its
line of tracks across the line or tracks of the Winnipeg Electric Street Railway Com-
pany on Pembina highway, Winnipeg, Manitoba. (Application 6991. Case 3025.)

Application granted. Order issued.

1063. Application of the Grand Trunk Pacific Railway, under section 237 of
the Railway Act, for an Order approving of its highway crossings from mile 124-00
to mile 141-39 in the province of Manitoba. (Application 6747. Case 2862.)

Application granted. Order issued; company undertaking to have all scrub re-
moved so that clear view of track may be had.

1064. Application of F. F. Brock and R. Muttleberry, of Winnipeg, under the
Railway Act, for an Order directing the Grand Trunk Pacific Railway Company to
treat with them as owners of certain property in the city of Winnipeg, through which
the railway of the Grand Trunk Pacific Railway Company is intended to pass, as to
the purchase of the said property. (Application 3272. Case 3798.)

Order issued cancelling order approving location, in so far as it affects the
applicants' lands.

1065. Application of Messrs. Short, Cross and Biggar, Edmonton, Alberta, under
the Railway Act, for an order directing the Grand Trunk Pacific Railway Company
•to treat with Messrs. Graves and Ferris as owners of certain property, being on the
northeast quarter of section 16-52-21, through which the railway of the Grand Trunk
Pacific Railway Company is intended to pass, respecting the purchase of said pro-
perty. (Application 5401. Case 3796.)

Order made that unless railway company proceed to arbitrate within thirty days
from date of location of line, through lands of applicants disallowed, and order
allowing location rescinded in part.

1066. Application of the John Arbuthnot Company, Limited, Winnipeg, Mani-
toba, under the Railway Act, for an Order directing the Grand Trunk Pacific Rail-
way Company to treat with the applicants as owners of certain property in the city
of Winnipeg, through which the railway of the Grand Trunk Pacific Railway Com-
pany is intended to pass as to the purchase of the said property. (Application 8271.
Case 3797.)

Order made cancelling order approving location in so far as affects applicants'
lands.

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82 RAILWAY COMMISSIONERS FOR CANADA

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1067. Complaint of the Northern Elevator Company of Winnipeg against the
rates charged by the Canadian Pacific Railway for hauling feed cars from the North-
ern Elevator Company, Winnipeg, to the Canadian Pacific Railway team tracks.
(Application 6806.)

Complaint dismissed.

1068. Application of the Western Live Stock Shippers' Association under sec-
tions 284 and 317 of the Railway Act, for an Order directing the Canadian Pacific .
Railway Company and the Canadian Northern Railway Company to furnish certain
facilities for the receiving, unloading, accommodation and transportation of live stock
traffic. (Application 8234. Case 3774.)

Referred to operating assistant to traffic officers to inspect live stock shipping
facilities in western provinces and report to the Board. In meantime matter stands.

1069. Complaint of the Independent Coal Company of Regina, Saskatchewan, re
excessive demurrage charges by the Canadian Pacific Railway on shipments to the
complainants at various points. (Application 5903.)

Order made directing refund to be made by Canadian Pacific Railway of demur-
rage charged to complainant company.

1070. Complaint of Stockton and Mallinson, Limited, of Regina, Saskatchewan,
respecting freight on oranges from California points to Regina. (Application 6622.)

Complaint dismissed.

1071. Application of the Board of Trade of Portage la Prairie, Manitoba, under
section 323 of the Railway Act, for an Order disallowing the special freight tariffs
of the Canadian Pacific Railway, Nos. ^\^-1000, C.R.C. 644, and W-1006, C.R.C. 652,
as being illegal; and

. The complaint of the Winnipeg and other boards of trade, mercantile bodies and
shippers objecting to the new tariffs recently put in force by the Canadian Pacific
Railway in western Canada in substitution for the ' traders' tariffs,' so-called, pre-
viously in existence. (Application 6664.)

Application re Kootenay rates dismissed. Application re Manitoba rates dis-
missed, but reserved as to application of Ontario town tariffs to western provinces,
»and as to power of Board to order commodity rates.

1072. Application of the Canadian Northern Railway Company, under section
159 of the Raihvaj' Act, for an Order sanctioning and approving of location of its
-Goose lake branch through the town of Saskatoon, Saskatchewan, and through town-
ships 36, 31, range 5-12, w'cst of the 3rd meridian, mile 0 to 57-96, Saskatchewan.
(Application 6891. Case 2469.)

Application granted. — Order issued.

1073. Application of the Canadian Northern Railway Company for an Order
iunder section 237 of the Railway Act, authorizing the company to construct its line
»of railway across avenues A to P in Spadina Crescent, in the city of Saskatoon, Sas-
ikatchewan. (Application 6256. Case 2650.)

Application granted. Order issued.

1074. Application of the Brantford and Hamilton Electric Railway Company,
under section 235 of the Railway Act, for authority to carry its railway across AKred
Rnd Murray streets, Brantford, Ontario. (Application 8298. Case 3810.)

Application granted. Order issued.

1075. Application of the township of Cornwall to review, vary or rescind the
order of the Board dated the 28th of July, 1908, directing the Grand Trunk Railway
Company to install an electric bell at the crossing where the company's railway inter-
sects the public highway in the township of Cornwall. (Application 7285. Case
3152.)

Order made rescinding order No. 5107.

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SESSIONAL PAPER No. 20c

1076. Petition of the residents of Barrington, province of Quebec, on the line
of the Grand Trunk Railway Company, county of Huntingdon, regarding proposed
change of location of the railway station at that point. (Application 7901.)

Petition dismissed.

1077. Application of the Canadian Pacific Railway Company, under section 1Y8
of the Railway Act, for authority to take additional lands adjoining its railway in
the town of St. Paul, province of Quebec. (Application 8388. Case 3875.)

Application granted. Order issued.

1078. Application of the Grand Trunk Railway Company, under sections 222,
235 and 237 of the Railway Act, for leave to construct, maintain and operate a branch
line or siding- and spurs therefrom, extending from a point in the applicant's rail-
way east of St. Elizabeth avenue, in St. Henri ward, Montreal, thence westerly across
St. Elizabeth avenue and upon and along and across Acorn street to the premises of
the Simonds Canada Saw Company, Jenkins Brothers, Lang Manvifacturing Com-
pany and other industries. (Application 3048. Case 3552.)

Application granted. Order issued. Adjacent landowners to be compensated
for lands injuriously affected by spur crossing St. Elizabeth avenue, if there be any
injury.

1079. Application of the Canadian Xorthem Ontario Railway Company, under
sections 158 and 237 of the Railway Act, for approval of the location of its Udney-
Orillia branch line from mileage O'O in the township of Mara, in the county of
Ontario, to mileage 5 '25 in the same township, and for authority to cross the several
existing highways. (Application 8437. Case 3913.)

Application withdrawn.

1080. Application of the Brantford and Hamilton Electric Railway Company
for an order granting leave to the applicant to operate its cars over the crossing of
the tracks of the Tilsonburg branch of the Grand Trunk Railway, Brantford, On-
tario, under order of the Board dated March 12, 1908, pending the installation of
the interlocking and derailing plant directed to be installed at said crossing. (Ap-
plication 5847. Case 2443.)

Application granted. Order issued in terms of consent filed by parties.

1081. Complaint of Olive Pringle, barrister, Ottawa, and others, of failure on
the part of the Canadian Pacific Railway and Grand Trunk Railway to make con-
nections at BrockviUe, Ontario, as required by order of the Board dated January 30,
1908. (Application 5320. Case 2863.)

Stands for settlement of terms of Order submitted by Board.

1082. Discussion of regulations proposed by the Board and forwarded to all rail-
way companies subject to the jurisdiction of the Board, under cover of circular Xo.
23, dated September 16, 1908, relative to equipment and loading of cars, operation
of trains, requirements as to train employees and telegraph operators, covering of
open drains and handling of crippled cars. (Application 4135 and 1750.)

Dealt with imder order No. 5888.

1083. Complaints of H. S. Conn, merchant, Ottawa, re rates on hay from West
Moncton, Ontario, on the line of the Canadian Pacific Railway Company, from
Mitchell and Harley, Ontario, on the line of the Grand Trunk Railway Company to
Temagami, Ontario, on the line of the Temiskaming and Xorthem Ontario Railway,
via North Bay, Ontario. (Applications 7920 and 7932.)

Complaints dismissed.

1084. Application of the Toronto, Hamilton and Buffalo Railway, under sec-
tions 237, 238, 256 and 257 of the Railway Act, for an Order authorizing the com-
pany to renew, reconstruct or alter the highway bridge under which its railway crosses
the public highway in the township of Brantford, in the county of Brant, at a point
about three miles east of the city of Brantford, and to divert the said highway and

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84 RAILWAY COMMISSIONERfi FOR CANADA

9-10 EDWARD VII., A. 1910

bridge, and authorizing the acquiring of additional land for the company for such
purpose. (Application 8017. Case 3626.)
Application refused.

1085. Application of Henry New, Hamilton, Ontario, for an Order, under sections
252 and 253 of the Kailway Act, directing the Toronto, Hamilton and Buffalo Rail-
way to provide and construct a suitable crossing where its railway abuts the lands
of the applicant, being parts of lots 5 and 6, in the 3rd concession, township of Bar-
ton, county of Wentworth, Ontario. (Application 7811. Case 3493.)

Order made directing Toronto, Hamilton and Buffalo Railway to provide cross-
ing at expense of applicant. Crossing to be constructed at once.

1086. Complaint of the town of Welland, Ontario, in regard to dangerous con-
dition of crossing of Grand Trunk Railway and Michigan Central Railroad tracks
at Main street, Welland, and applies for protection of said crossing. (Application
8154.)

Order made directing Grand Trunk Railway Company to protect Main street
crossing by gates and watchmen. Michigan Central Railroad crossing on South Main
street to be protected by flagmen.

1087. Application of the Simpson Brick Company, under the Railway Act, for
an order directing the Toronto, Hamilton and Buffalo Railway to supply adequate
and suitable accommodation for the receiving and loading of brick and other ma-
terial on the premises of the Simpson Brick Company, Hamilton, Ontario. (Ap-
plication 7655. Case 3343.)

Application granted. Order issued.

1088. Application of the Grand Trunk Railway Company, under sections 222
and 237 of the Railway Act, for authority to construct, maintain and operate cer-
tain branch lines of railway or sidings in the city of Hamilton, Ontario, and cross-
ing certain roadways to the premises of the Hamilton and Toronto Sewer Pipe Com-
pany and the Fowlers Canadian Company. (Application 7035. Case 3051.)

Application granted. Order issued.

1089. Complaint of the citizens of Fort Erie, Ontario, that the freight rates of
the Michigan Central Railroad Company from Black Rock, New York, to Fort Erie,
Ontario, are discriminatory with respect to the company's rates to Bridgeburg, On-
tario, the latter place having been given a preference. (Application 7009.)

Application dismissed.

1090. Application of Charles Slade, under the Railway Act, for an Order direct-
ing the Michigan Central Railroad to provide a farm crossing where the tracks of
the railway affect his property at lot 12, concession 8, township of Raleigh, Ontario.
(Application 914. Case 3238.)

Application granted. Order issued directing crossing to be on the lot line.

1091. Application of Robert Mac Vicar, of the township of Brooke, county of
Lambton, Ontario, for Order, under the Railway Act, directing the Michigan Central
Railroad Company to provide and construct two suitable farm crossings where the
company's railway intersects his farm on the east half of lot No. 13, and in the west
half of lot No. 14, each containing 100 acres, and both in the 5th concession of the
township of Brooke, County of Lambton, Ontario. (Application 5023. Case 1641.)

Order for one crossing on the dividing line between the two lots, the railway
company to furnish the material, the applicant to do the grading.

1092. Application of the Bell Telephone Company, under the Railway Act, for
an order directing the Windsor, Essex and Lake Shore Rapid Railway Company to
bear the cost of certain changes in construction of the lines of the applicant, and of
certain protection devices rendered necessary by reason of the construction and
operation of the railway. (Application 8248. Case 3784.)

Application dismissed without costs.

1093. Application of the corporation of the city of Chatham, under the Railway
Act, for an Order directing the Canadian Pacific Railway to provide, construct and

REPORT OF TEE COMMISSIONERS 85

SESSIONAL PAPER No. 20c

maintain suitable gate or gates at the crossings of the said railway on Wellington
and Centre streets, in the said city of Chatham, and electric bells or other automatic
system of warning at the crossings of the said railway on Princess, Colbome, Jef-
frey, Ealeigh, "West and Lacroix streets, and further directing that a watchman be
kept at each street crossing of the said railway where gates are now provided and
maintained, namely, the crossings of King, Adelaide, William and Queen streets,
and also at the crossings on Wellington and Centre streets. (Application 3799, Case
2398.)

Order made dismissing the application.

1094. Application of the Windsor, Essex and Lake Shore Eailway Company, under
the Railway Act, for leave to carry its railway across the highways in the township
of Gosfield south and the township of Mersea, and the town of Leamington, county of
Essex, Ontario. (Application 6692. Case 2831.)

Application granted. Order issued. Notice of motion to be amended by adding
the words ' along and across the highways in ' after the word ' and ' in the 6th line of
the application.

1095. Application of Pere Marquette Eailway Company, under the Eailway Act,
for approval of the character of the work in construction of a bridge fifty-two feet in
length over the drain known as the Whitebread Tap Drain, where the said drain
crosses the lands of the Pere Marquette Eailway, such drainage work being constructed
under and pursuant to the report of F. W. Plater, C.E., under by-laws of the munici-
pal council of the township of Sombra, in the county of Lambton, Ontario, and of the
township of Chatham, county Kent, Ontario. (Application 6920. Case 3930.)

Application refused.

1096. Application of the Chatham, Wallaceburg and Lake Erie Eailway Com-
pany, under the Eailway Act, for an order providing for the interchange of freight
traffic between Chatham, Wallaceburg and Lake Erie Eailway Company, county Kent,
Ontario, and at the town of Wallaceburg, county Kent, Ontario, and regulating the
rates to be charged therefor by the respective roads interested. (Application 1821.
Case 1665.)

Application withdrawn.

1097. Application of the Windsor, Essex and Lake Shore Eapid Eailway Com-
pany, under the Eailway Act, for an order directing the Pere Marquette Eailway Com-
pany to interchange traffic with the Windsor, Essex and Lake Shore Eapid Eailway
Company at Kingsville, Ontario. (Application 6817.)

Application granted. Order issued in terms of letter dated October 17, 1908, from
A. Patriarche to F. E. Low.

1098. Application of the Canadian Pacific Eailway for Order, under the Eailway
Act, directing the Pere Marquette Eailway Company to afford suitable and sufficient
accommodation for the proper interchange and interswitching of traffic between the
railway of the Pere Marquette Eailroad Company and the railway of the applicant in
the city of Chatham, Ontario. (Application 7990. Case 3598.)

Stands pending settlement of formal Order by railway companies interested.

1099. Complaint of Wellington Wigle, under the Eailway Act, of refusal on the
part of the Pere Marquete Eailway Company to carry passengers on its local freight
trains. (Application 8348. Case .)

Application dismissed. If applicant desires to continue application he will only
be allowed to do so upon payment of costs.

1100. Complaint of Wellington Wigle, of Kingsville, Ontario, alleging excessive
passenger rates charged by the Windsor, Essex and Lake Shore Eapid Eailway Com-
pany on passenger traffic. (Application 8347. Case .)

Application dismissed. If applicant desires to continue application he will only
be allowed to do so upon payment of costs.

1101. Application of the Montreal and Southern Counties Eailway Company,
under section 157 of the Eailway Act, for approval and sanction of its line of railway

86 RAlL^VAT COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

between Montreal and St. Lambert, province of Quebec. (Application 6731. Case
2692.)

Application granted. Order issued.

1102. Application of the Canadian Pacific Railway, under the Railway Act, for
an order to compel the People's Telephone Company, of Sherbrooke, province of Que-
bec, and E. P. Smith, of Johnville, province of Quebec, to remove their telephone
wires where they cross the tracks of the applicant company, near Johnville station,
province of Quebec. (Application 6827. Case 3574.)

Order issued authorizing crossing, subject to usual conditions.

1103. Application of Calixte Franche, of "Wendover, Ontario, under sections 252
and 253 of the Railway Act, for an Order directing the Canadian Northern Railway
to provide a suitable farm crossing where his property is affected by the railway.
(Application 7858. Case 3512.)

Application dismissed.

1104. Complaint of the municipal council of the township of Somerville of failure
on the part of the Grand Trunk Railway to provide and maintain a proper station at
the centre line in the township of Somerville, for the loading and unloading of traffic.
(Application 7991).

Complaint withdrawn pending negotiations for a settlement. Leave to reinstate
on ten days notice without application.

1105. Petition of the residents of Fern Glen or Wells Crossing (a flag station on
the Canada Atlantic division of the Grand Trunk Railway) that the Grand Trunk
Railway Company be required to stop its passenger trains, so as to afford accommoda-
tion to the travelling public at that point. (Application 7249.)

Order made to stop mixed trains on flag. Railway company may at any time
move to rescind Order.

1106. Application of the Canadian Northern Ontario Railway, under Section 227
of the Railway Act, for leave to oi)erate its trains under the tracks of the Canadian
Pacific Railway where it crosses \inder same at Little Key river, township of Mowat,
District of Parry Sound, Ontario. (Application 1863. Case 3588.)

Application granted. Slow Order removed upon Canadian Pacific Railway sub-
mitting plans providing for 16 foot clearance and remodelling to provide for same.
Applicant company to pay half the cost. Work to be done in fifty days.

1107. Application of the Canadian Northern Ontario Railway, under section 177,
for approval of the location of interlocking plant and equipment at the Canadian
Northern Ontario Railway crossing of the Grand Trunk Railway at Hawkesbury, On-
tario, (Crossing Order No. 2030, dated November 12, 1906.) Application 2527. Case
2123.)

Order made directing telephone connection to be installed by Canadian Northern
Ontario Railway within ten days.

1108. Application of the Canadian Northern Quebec Railway to take part of lot
8, parish of Longue Pointe, belonging to Montreal Protestant House of Refuge and
Industry, county of Hochelaga, said land being necessary for the construction of a
*Y.' (Application 8651 . Case 4051.)

Application granted. Order for expropriation of the triangle marked 4 on plan
and for 50 feet on south side of track running through the lands in question.

1109. Complaint of Hon. Senator Tessier, of refusal by the Ottawa Electric Rail-
way Company, to furnish free transportation to him as a member of the Senate of
Canada over its lines of railway. (Application 8049.)

Complaint withdrawn.

1110. Application of the St. Maurice and Champlain Telephone Company, under
section 245 of the Railway Act. for an Order directing the Canadian Pacific Railway
to i>ermit the applicants to make telephonic connection and communication with the
ticket office and freight office of the company at Louiseville, Maskinonge county.

1

REPORT OF THE COMMISSIONERS 87

SESSIONAL PAPER No. 20c

Yamacliichi, St. Maurice county; Batiscan, Ste. Anne de la Perade and Lac a la Tor-
tue, Champlain county. (Application 85S1. Case 4021.)
Application granted. Order issued in usual terms.

1111. Application of the Canadian Pacific Eailway under section 176 of the Eail-
way Act, for authority to take possession of parts of the south halves of lots 34 and
35, 3rd concession, township of Humphrey, district of Parry Sound, Ontario, belong-
ing to the Canadian Xorthem Ontario Eailway. (Application 7522. Case 3271.)

Order granted for taking of lands as shown on plan and in the application.

1112. Application of the Grand Trunk Eailway, under sections 222 and 237 of
the Eailway Act, for authority to construct, maintain and operate certain branch
lines of railway, on lot Iso. 5 in the 12th concession of the township of Tay, county
of Simcoe, Ontario, thence northerly crossing part of said lot 5, the side road be-
tween lots 5 and 6 in said concession, part of lot 6 in said concession, the concession
road between the 11th and 12th concessions of said township, part of lot oSTo. 7 in said
11th concession to a point on the Grand Trunk Eailway on said lot No. 7. (Appli-
cation 7924. Case 3554.)

Application granted. Order issued.

1113. Application of H. Bingham and Joseph Quenneville, of the unincorporated
village of Crysler, in the township of Pinch, in the county of Stormont, Eobert
Stevens and Thomas Fleming, of the said township of Finch, and Louis A. Landry,
of the township of Cambridge, in the county of Eussell, for an Order directing the
Ottawa and New York Eailway Company to rebuild their railway station at the said
unincorporated village of Crysler at a point on the northeast side of their railway
line about 1,657 feet in a northeasterly direction from the site of their previous sta-
tion. (Application 8699. Case 4077.)

Application withdrawn.

1114. Application of A. A. McFall, Bolton, Ontario, re proposed removal by the
Canadian Pacific Eailway of old main line and switches leading past his elevators

lear the old station at Bolton. (Application 2023.)

Settled. See order made in application 2023 re Bolton station.

1115. Application of St. Paul Land and Hydraulic Company, under the Eail-
way Act, for an Order varying and defining Order of the Board dated October 4,
1906, upon the application of the Canadian Pacific Eailway for a deviation of a
portion of a branch line on the south side of the Lachine canal, province of Quebec.
This application is set down to speak to the terms of the Order. (Application 1088.
Case 1537.)

Application refused.

1116. Application of the Superior Copper Company, Limited, district of Algoma,
Ontario, for an Order under section 227 of the Eailway Act, granting leave to the
applicants to join its railway line or track with those of the Algoma Central and
Hudson Bay Eailway Company. (Application 7904. Case 3623.)

Application struck off the list.
New application to be made.

1117. Application of the city of Ottawa, under section 250, for an Order per-
mitting the applicant to permanently construct, maintain and operate an aqueduct
for water works purposes through, along, upon and across the lands and under the
railway of the Canadian Pacific Eailway along a course composed of a part of lot
39, concession A, Ottawa front of the township of Nepean (now within the limits
of the city of Ottawa.) (Application 8450. Case 3922.)

Application granted. Order issued. Eeinforcing of the concrete to be accept-
able to experts of railway company.

1118. Application of the Canadian Northern Ontario Eailway under section 222
of the Eailway Act, for authority to construct a branch line partly within the town
of Hawkesbury and partly within the town of West Hawkesbury from its main line ;

88 L'AILWAT COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

also under section 237 to make a junction of such branch line with the tracks of
the Grand Trunk Railway at Riordan's mills, Hawkesbury. (Application 5570.
Case 2219.)

The question to be considered is the switching rate to be charged on traffic trans-
ferred in connection with this junction and spur.

Order issued providing for interswitching rate.

1119. Application of the Grand Trunk Railway for an Order that as and from
the 12th December, 1905, day and night watchmen be placed at the crossing of the
Grand Trunk Railway by the Berlin and Waterloo Street Railway at King street,
Berlin, Ontario, authorized by Order of the Railway Committee of the Privy Council,
1895, and that the Berlin and Waterloo Street Railway Company bear any increased
cost of operating the protective appliances at the said crossing entailed by the carry-
ing out of this Order beyond the cost of protection at the said crossing prior to the
use of the crossing by the electric cars of the said Berlin and Waterloo Street Rail-
way Company. (Application 113. Case 1252.)

Order 5661 rescinded. Berlin and Waterloo Railway to pay the Grand Trunk
Railw'ay 85 cents per day from November, 1905, to the 1st May, 1907, and the light
commissioners of Berlin to pay the Grand Trunk Railway Company 90 cents per
day from the 1st May, 1907.

1120. Application of the Canadian Pacific Railway, under section 178, for au-
thority to take additional lands adjoining its railway in the township of Vaughan,
county of York, Ont., the property of Mrs. Marion Long, for the convenient accom-
modation of the public and of the traffic of its railway, and to secure the efficient
construction, maintenance and operation of the railway. (Application 8466. Case
3937).

Matter arranged by agreement between parties.

1121. Complaint of the town of Walkerton, Ontario, respecting alleged dangerous
condition of the Walkerton and Lucknow Railway Comioany bridge over the Saugeen
river about lot 71, north of Wellington street. (Application 6813.)

Order made subject to terms of an agreement between the railway company and
the town till construction and maintenance of bridge be approved.

1122. Application of the Guelph and Goderich Railway Company, under section
237 of the Railway Act, for authority to lay its tracks across the road allowances on
its Listowel branch through the townships of Wellesley, county of Waterloo, and the
townships of Mornington and Elma, in the county of Perth, Ontario. (Application
7742. Case 3480.)

Application granted. Order issued, subject to various conditions set forth in the
Order. Question of further protection reserved for further consideration of Board.

1123. Complaint of H. J. Gibney, J. J. Cain, and other residents of Alliston, On-
tario, against the closing of Nelson, Wellington and Queen streets, in the said town,
where such streets are intersected by the Canadian Pacific Railway. (Application
8181.)

Complaint dismissed.

1124. Application of George Elliott of Woodbridge, Ontario, under the Railway
Act, for an order directing the Canadian Pacific Railway to protect his property from
floodings, which is alleged to result from the construction of the Canadian Pacific Rail-
way Bolton grade revision across the east half of lot 11, concession 8, township of
Vaughan, Ontario. (Application 5760.)

Order issued in terms of consent minutes filed.

1125. Application of the Grand Trunk Railway under sections 222 and 237 of the
Railway Act, for authority to construct, maintain, and operate certain branch lines of
railway or sidings in the city of Hamilton, Ontario, and crossing certain roadways to
the premises of the Hamilton and Toronto Sewer Pipe Company and the Fowlers

Canadian Company. (Adjourned hearing.) (Application 7035. Case 3051.)
Application granted. Order issued.

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SESSIONAL PAPER No. 20c

1126. Complaint of the township of Foley of the alleged dangerous condition of
the public road railway crossings of the Canadian Pacific Railway, Canadian Xorthern
Ontario Railway, and Grand Trunk Railway Companies, in the township of Foley.
(Application S435.)

Order made for overhead bridge at Halplead Road, that approaches to Parry
Sound Road Church Hill crossing Badgers crossing. Oastlers crossing comply with
section 242 Railway Act; also approaches to Moore Road, Gaughs Road and Rat Por-
tage Bay Road. Canadian Pacific Railway to complete work by June 1, 1909.

1127. Application of Andrew Oastler of James Bay Junction, Ontario, under sec-
tions 252-253 of the Railway Act, for an Order directing the Canadian Xorthern On-
tario Railway to provide and construct four suitable culverts where the company's
railway intersects his farm on lots 135 and 136 in the township of Foley, district of
Parry Sound, Ontario. (Application 8422. Case 3993.)

Order issued on consent providing for two culverts to be built by railway com-
pany at its own expense by June 17, 1909.

1128. Application of Andrew Oastler, of James Bay Junction, Ontario, under sec-
tions 252 and 253 of the Railway Act, for an Order directing the Canadian Xorthern
Ontario Railway to provide suitable farm undercrossing where the company's railway
intersects his farm lot 135, concession 3, township of Foley, district of Parry Soixnd,
Ontario. (Application 8529. Case 3984.)

Order made directing railway company to build a cattle pass at its own expense.
Work to be done by June 17, 1909.

1129. Application of Andrew Oastler, of James Bay Junction, Ontario, under
section 154 of the Railway Act, for an Order instructing the Canadian Xorthern On-
tario Railway to provide and construct a suitable watering place where the company's
railway intersects his farm in lot 134, concession 3, of the township of Foley, district
of Parry Sound, Ontario. (Application 8552. Case 3994.)

Order made directing railway company to maintain fence so as to enable appli-
cant's cattle to get to water. Work to be done by June 1, 1909.

1130. Complaint of the residents of the towTiship of Sydenham and the town of
Owen Sound, Ontario, respecting dangerous condition of highway crossing over the
Canadian Pacific Railway near what is known as Murray's Cut, (Application 7449.)

Application dismissed with leave to applicant's to apply for installation of elec-
tric bell at said crossing.

1131. Application of the Canadian Pacific Railway, under section 229 of the
Railway Act, for an Order amending Order dated July 29, 1908, authorizing the Grand
Trunk Railway to cross the tracks of the Owen Sound section of the applicant com-
pany's railway, and the tracks of the Ontario and Quebec Railway Company at a
point east of Weston road, in the town of Toronto Junction, Ontario. (Application
4564. Case 4002.)

1132. Application of the Grand Trunk Railway, under section 229 of the Rail-
way Act, for an order directing the installation and maintenance at the expense of
the Canadian Pacific Railway of a complete interlocking plant, with derails on the
lines of both railway companies, the said derails to be interlocked with home and
distant signals, at the point where the applicant company's railway is crossed on the
level at Brampton, Ontario, by the Canadian Pacific Railway (formerly the Credit
Valley Railway) in accordance with detail plans thereof to be submitted and ap-
proved by the engineer of the Board, (Application 8462. Case 3934.)

Application granted. Order issued placing cost on the junior road.

1133. Application of the Grand Trunk Railway, under section 229 of the Rail-
way Act, for an Order directing the installation and maintenance at the expense of
the Canadian Pacific Railway of a complete interlocking plant, with derails on the
lines of both railway companies, the said derails to be interlocked with home and
distant signals, at the point where the applicant's railway is crossed on the level

90 lUJLWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

at Drumbo by the Canadian Pacific Railway (formerly the Credit Valley Railway) in
accordance with detail plans thereof to be submitted and approved by the engineer
of the Board, (xipplication 8461. Case 3933.)

Application granted. Order made placing the cost on junior road.

1134. Application of Mrs. H. A. McLeod, of Staney Brae, Ontario, under the
Railway Act, for an Order directing the Canadian Northern Ontario Railway to
provide a suitable farm crossing opposite her property. (Application G708.)

Application granted. Order issued in terms agreed upon.

1135. Complaint of the council of the township of Somerville of failure on the
part of the Grand Trunk Railway to provide and maintain a proper station at the
centre line in the township of Somerville for the loading and unloading of traffic.
(.Application 7991.)

Stands — upon application by the township to be brought on upon 10 days' notice.

1136. Complaint of the Canadian Pacific Railway of failure of the Toronto Sub-
urban Railway to instal a diamond at the crossing on St. Clair avenue, between
Keele street and Western road, in the town of Toronto Junction, in accordance with
requirements of Order of the Board No. 3130, dated May 3, 1907. (Application 2560.
Case 252.)

Order made directing diamond to be installed immediately. Cost of installation
to be borne by junior road.

1137. Complaint of the Grand Trunli Railway respecting position of certain
poles, the property of the Toronto Electric Light Company, near the tracks of the
railway company east of Scott street, in the city of Toronto, Ontario, being poles
marked ' A,' ' B,' ' C ' and ' D ' on Grand Trunk Railway plan No. 9052, Toronto
middle division. (Application 7809.)

Order made directing Toronto Electric Light Company to remove the poles
within four months. Electric Light Company granted leave to apply to vary Order
if within that time construction of viaduct is gone on with.

1138. Application of the Canadian Pacific Railway, under section 175 of the
Railway Act, for leave to construct branch lines in the town of Parry Sound, as
shown on plan filed with the Board, (Application 3098.)

Order issued in application No. 3939, Case 625, covers this also.

1139. Re speed of trains of the Grand Trunk Railway, Canadian Pacific Rail-
way and the Canadian Northern Railway Companies crossing Bay and Yonge streets,
in the city of Toronto, Ontario. (Application 4177. Case 844.)

Order made limiting speed of all trains on all railway crossings between Yonge
and Bay streets to not more than 4 miles per hour between 7 a.m. and 12 p.m. from
May 1 to October 15 in the terms of the statute requiring such limitations.

1140. Application of the city of Toronto, under sections 237 and 238 of the
Railway Act, for an Order directing the Grand Trunk Railway to provide gates and
watchmen at the crossing of Jameson avenue, in the said city, by the tracks of the
railway. (Application 7442. Case 3247.)

Application granted. Order made for erection of gates and watchmen being
placed. Cost to be divided equally between city and railway company.

1141. Application of the township of Wellesley, for an Order under sections 257
and 258 of the Railway Act, authorizing the Guelph and Goderich Railway Company
to remove its water tank in connection with its station premises at Linwood to some
point further away from the main line leading to Linwood, or that in the alternative
an Order be made directing the Guelph and Goderich Railway to break cars so as to
leave the said main road open when any train from the west is taking water from
said tank. (Application 8438. Case 3914.)

Order made as in application No. 7742. Case 3480. If conditions not lived up
to by railway company upon proof of breach by affidavit. Order will go for removal
of tank.

REPORT OF THE COMMISSIOXERS 81

SESSIONAL PAPER No. 20c

1142. Application of J. S. Dignam of Toronto, under the Railway Act, for an
Order directing the Bell Telephone Company to furnish him with a copy of their
latest Official Telephone Directory for Western Canada and the United States.
(Application 7539. Case 3285.)

Application dismissed.

1143. Application of F. "W. Wegenast, Brampton, Ontario, under section 315, of
the Railway Act, for an Order directing the Grand Trunk Railway to issue to him a
55 trip ticket for use between Brampton and Toronto, similar to those in use between
Oakville and Toronto, at the same rate as those between Oakville and Toronto are
sold, that is, $7.15. (Application 7287. Case 3378.)

Application dismissed.

1144. Application of the R. Laidlaw Lxmiber Company, Limited, Toronto, for an
Order directing the Grand Trunk Railway to refund to the applicants certain switching
charges collected by the company prior to September 1, 1908, the date on which the
company's interswitching tariff No. C.R.C. 1380 became effective. (Application 4459.
Case 1356.)

Application dismissed.

1145. Application of the Algoma Central and Hudson Bay Railway Company,
for an Order under section 7, 317, 333, 334 and 338, for joint tariff with the Grand
Trunk Railway. (Application 2232.)

Application dismissed.

1146. Application of the Boards of Trade of Gait, Preston, Hespeler, Waterloo
and Berlin, under section 222 of the Railway Act, for an order directing the Grand
Trunk Railway, the Canadian Pacific Railway, the Berlin, Waterloo, Wellesley and
Lake Huron Railway Company and the Preston and Berlin Street Railway Company,
to connect their lines of tracks in the towns of Gait, Treston, Hespeler, Waterloo and
Berlin so as to admit of the safe and convenient transfer or passing of engines, cars
or trains from the tracks or lines of one of the above railways to those of the other,
and that such connections shall be maintained and used by the said Canadian Pacific
Railway, Grand Trunk Railway, Berlin, Waterloo, Wellesley and Lake Huron Railway
Company, and the Preston and Berlin Street Railway Company, resi)ectively.

Also to determine by what company or companies, or other corporations or
persons, and in what proportions the cost of making and maintaining any such
traffic shall be thereby transferred from the line of one railway to those of another,
or any other railway or railways that might hereafter enter the said towns of Gait,
Preston, Hespeler, Berlin and Waterloo. (Adjourned hearing.) (Applications 1761,
case 2391 ; 1758, 2392 ; 1763, 2393 ; 1762, 2394.)

Application dismissed so far as connection with electric roads is asked, upon
want of jurisdiction. Cost of connection between Grand Trunk Railway and Can-
adian Pacific Railway to be paid by Canadian Pacific Railway.

1147. Application of the Commercial Acetylene Company and the Canadian
Northern Railway Company) for an Order approving of the lighting of cars of the
railway company with commercial acetylene gas. (Application 4739. Case 2395.)

Order made permitting the use of acetylene gas under what is known as the
Absorbent or Commercial Acetylene System.

1148. Application of the Crow's Nest Pass Coal Company, Limited, for an Order
requiring the Canadian Pacific Railway Company to provide a special tariff of tolls
to be charged by the railway company to the Coal Company under the provisions of
the agreement between the British Columbia Southern Railway Company, the Can-
adian Pacific Railway Company, and the Kootenay Coal Company (now the Crow's
Nest Pass Coal Company) bearing date July 30, 1907. (Application 8398. Case 3880.)

Application refused.

1149. Application of the Grand Trunk Railway under section 176, for an Order
to fix the compensation to be paid to the Grand Trunk Railway Company by the
Guelph and Goderich Railway Company, for the use made of the lands and property

92 Ji'AJLWAY COMMISSIONERS FOR CANADA

9-10 EDWARD Vil., A. 1910

of the Grand Trunk Eailway at the town of Goderich, as provided in Order No. 4002,
dated October 30, 1907, and which said Order authorized the Guclph and Goderich
Railway Company to use and occupy the lands and premises of the Grand Trunk
Railway for the construction of a bridge or grain carrier over the tracks of the Grand
Trunk Railway in the said town of Goderich, Ontario. (Application 4733. Case
4067.)

1150. Application of the Niagara, St. Catharines and Toronto Railway Company,
under section 246 of the Railway Act, for authority to cross with its tracks and wires
the wires of the Hamilton Cataract Power, Light and Transmission Company, at sta-
tion 247, -01 and station 282-94, main line and station 280 T. H. & B. connection, lot
27, concession 5 and 6, township of Crowland, county of Welland, Ontario. (Appli-
cation 8777. Case 4126.)

Application granted. Order issued.

1151. Application of the Niagara, St. Catharines and Toronto Railway Cmpany,
under section 227, for authority to connect its tracks with the tracks of the Toronto,
Hamilton and Buffalo Railway Company, in lot 27, concession 6, township of Crow-
land, county of Wellaud, Ontario. (Application 8838. Case 4176.)

Application granted. Order issued.

1152. Application of the Niagara, St. Catharines and Toronto Railway Company,
under section 178, for authority to take part of lot 27, concession 6, township of Crow-
land, county of Welland, Ontario, the property of W. H. Singer, for the purpose of
securing the efficient operation of its railway. (Application 8837. Case 4175.)

Application withdrawn.

1153. Application of Cameron & Company, of Ottawa, Ontario, under sections
226 and 234 of the Railway Act, for an Order directing the Grand Trunk Railway to
provide and construct a line of railway making connection between the private siding
or branch line of the applicants with the main line of the Grand Trunk Railway, At-
lantic Division, at or near Aylen Lake station, Ontario. (Application 8768. Case
412L)

Stands adjourned, parties to settle. Settlement subsequently made.

1154. Complaint of Henri Frenette, of Portneuf, P. Q., of failure of the C.P.R.
and the National Transcontinental Railway to provide proper drainage on right of
way through his farm in the village of Portneuf, province of Quebec. (Application
8613.)

Stands. Refered to Board's engineer to report.

1155. Application of the Grand Trunk Railway, under sections 222 and 237, for
leave to construct, maintain, and operate two branch lines of railway or spurs, from a
point on the applicant company's railway on Bethune street in the city of Peterbor-
ough.

One crossing Bethune street to lot No. 9, north of Dalhousie street, and No. 2
crossing Bethune street to lot No. 9, north of Wolfe street, in the said city of Peter-
borough, Ontario. (Application 6492. Case 2737.)

Revision of order No. 5132. Order No. 5132 stands and application city of Peter-
borough to revise same dismissed.

1156. Application of the Grand Trunk Railway, under section 50, for an Order
extending the time for the construction of the branch line and station authorized to
he constructed between the Grand Trunk Railway's "main line, east of the Port Hoi)e
viaduct, and a point on the Northern Division, north of Ontario street. Port Hope,
Ontario, by Order of the Board, No. 2333, dated 16th December, 1906, for a period of
two years from the 18th day of December, 1908. (Application 3675. Case 411.)

Application dismissed.

1157. Complaint of Amos Morgan, Crookston, Ontario, that in the construction
of the Havelock section of the Canadian Pacific Railway at mileage 89-9, the railway
company damaged his property situate on lot 1, concession 9, on the town line between

BE PORT OF THE COMMISSIONERS 93

SESSIONAL PAPER No. 20c

Eawdon and Huntingdon, near Crookston, Ontario, by diverting the watercourse as
it then existed along the right of way at or near station 31-48. (Application 7634.)

Order made directing railway company to clean ditches and deepen off-take ditch
through complainant's land, work to be completed by 1st May, 1909.

1158. Complaint of the Honourable Senator Tessier of refusal by the Ottawa
Electric Railway Company to furnish free transportation to him as a member of the
Senate of Canada over its lines of railway. (Adjourned hearing.)

Complaint withdrawn.

1159. Complaints of residents of the township of "Montcalm, province of Quebec,
against the train service and condition of the Montford Branch of the Canadian Nor-
thern Quebec Railway Company. (Application 7063.)

Order made directing the railway company to put the branch line in order by
ballasting the track, &c. Also to provide suitable platform by April 30, 1909. Also
to supply baggage cars' and suitable passenger cars. Also appoint a permanent agent
at Montfort. The company to be liable to a penalty not exceeding $50 for every day
on which any violation of the provisions of this Order occur.

1160. Application of Thomas Crockett, shipper of lumber, shingles and ties, of
Riviere du Loup station, province of Quebec, for an order to compel the Intercolonial
Railway and its connecting companies to conform to the tolls section of the Railway
Act and the previous orders of the Board relative to the carriage of cedar railway ties ;
referring more particularly to shipments from Riviere du Loup station to Bennington,
Vermont. (Application 6836.)

Board after hearing application decided that it could exercise no measure of con-
trol which would in any way benefit the complainants and made no Order.

1161. Application of the Commercial Acetylene Company of New York, re classi-
fication for transportation by express companies in Canada subject to the Board, of
acetylene gas when shipped under the so-called safety storage system? (Application
8801. Case 4146.)

Order made that express companies operating in Canada and under the jurisdic-
tion of the Board are directed to accept and carry acetylene gas under the rules and
regulations prescribed in connection therewith in the oiEcial classification No. 18, and
at the rating therein provided. Also that a supplement be issued to express classifi-
cation No. 16 as now in effect to provide for the said change becoming effective not
later than May 1, 1909. Subsequently rescinded on ground of want to jurisdiction.
Jiidgment will appear in next annual report.

1163. Complaint of the Transportation Bureau of the Montreal Board of Trade
against stop-over charge made by the Canadian Pacific Railway Company at Cartier,
Ontario, on western grain consigned to Cartier for Order and reshipment. (Applica-
tion 8641.)

Order made that the charge of one cent per 100 pounds imposed by the Canadian
Pacific Railway at Cartier on western grain and grain products in carloads consigned
to Cartier for Orders under supplement No. 13, and by the Grand Trunk Railway at
Samia tunnel on grain and grain products in carloads originating in western Canada
destined to points in eastern Canada routed via Chicago, Chicago Junction or Mil-
waukee to Samia tunnel, Ontario, for orders under supplement No. 3, to the Cana-
dian tariff C. R. C. No. 1-E-II-O-I, be disallowed and the stop-over charge of 25 cents
per car for the first forty-eight hours and the car service toll thereafter substituted
therefor. Order to become effective not later than February 15, 1909.

1164. Complaint of the Board of Trade of Guernsey, Saskatchewan, that the Can-
adian Pacific Railway Company's rate on grain to Fort William for re-shipment to
I)oints east, discriminates against Guernsey in favour of other shipping points in the
same territory. (Application 8525.)

Complaint dismissed.

1165. Complaint of Robert Train, Nashville, Ontario, that the Canadian Pacific
Railway Company have closed a highway or road allowance in the ninth concession of

94 RAILWAY COMMISSIONElii^ FOR CANADA

9-10 EDWARD VII., A. 191U

the township of Vaughan, being allowance for road between lots 25 and 26, 9th con-
cession, township of Vaughan. (Application 8769.)

Complaint struck off the list, Board held it had no jurisdiction to award damages.

1166. Application of the Peters Coal Company, under section 226, for an order
directing the Canadian Pacific Railway Company, to construct, maintain and operate
a suitable switch and branch line or spur from the company's railway into the appli-
cant's coal yard, situate on the north east corner of Elizabeth and Maria streets in the
city of West Toronto and known as lots 1, 2, 3, 4 and 5, on the north side of Maria
street, plan 740. (Application ?839. Case 4177.)

Application granted. Eailway company to construct branch line by February 8,
1909. Applicants to deposit $500 in some chartered bank to defray costs of con-
struction.

1167. Application of the Grand Trunk Railway, under section 50, for an Order
extending the time for the construction of the branch line and station authorized to
be constructed between the Grand Trunk Railway's main line east of the Port Hope
viaduct, and a point on the northern division, north of Ontario street. Port Hope, On-
tario, by order of the Board No. 2333, dated December 16, 1906, for a period of two
years from December 18, 1908. (Application 3675. Case 411.)

Application refused.

1168. Application of the Grand Trunk Railway Company, under section 29 of
the Railway Act, for an Order varying Order of the Board iN'o. 2757, dated March
27, 1907, by extending the time for the construction of the branch line until Decem-
ber 31, 1910, from a point on the Grand Trunk Railway between Orillia and Mid-
land, near Tiffin, and running in a southerly direction through the townships of
Tiny and Tay to the road allowance between lots 91 and 92, 2nd concession, town-
ship of Tiny, and across public highways. (Application 3686. Case 419.)

Application refused,

1169. Application of the Grand Trunk Railway Company under section 29 of
the Railway Act, for Order varying Order of the Board Xo. 2757, dated March 27,
1907, which authorized the construction of a branch line from a point on its line
of railway between Colwell and Penetanguishene, near Wyevale, in the township of
Tiny, county of Simcoe, province of Ontario, running in a northerly direction to
the road allowance between lots Xos. 91 and 92, concession 2, township of Tiny, by
extending the time for the construction of the branch line until December 31, 1910.
(Application 3686. Case 421.)

Application refused.

1170. Application of the Grand Trunk Railway Company, under section 288
of the Railway Act, for Order allowing that company to leave out the filling and
packing mentioned in section 288 of the Railway Act, from the month of December
to the month of April in each year, both months inclusive. (Application 505.)

Application refused; Order made rescinding Order Xo. 836, dated 22nd December,
1905.

1171. Application of the city of Toronto for an Order, under sections 29 and 32
of the Railway Act, varying order of the Railway Committee of the Privy Council
dated 11th March, 1902, respecting the protection of Dowling and Dunn avenues,
Toronto, by the Grand Trunk Railway, by directing that the railway company bear
the whole or part of the costs of the protection directed by said Order. (Application
14. Case 4254.)

Application refused.

1172. Complaint of W. D. Woodruff, of St. Catharines, Ontario, of failure of
the Grand Trunk Railway Company to provide sufficient station and siding facili-
ties near Yineland, between Beamsville and Jordan, for the handling of traffic for
the Ontario Experiment Fruit Farm. (Application 8644. Case 4045.)

Complaint withdrawn.

REPORT OF THE COMMISSIONERS 95

SESSIONAL PAPER No. 20c

1173. Application of the council of the town of Listowel, Ont., for an Order
compelling the Grand Trunk Eailway Company and the Canadian Pacific Railway
Company to make interswitching arrangements with each other so that the manu-
facturers will get the benefit of the service of both roads in Listowel, Ontario. (Ap-
plication 8453. Case 3927.)

Application refused.

1174. Complaint of Hiram Walker & Sons, Limited, of Walkerville, Ontario,
with respect to rates charged on joint traffic originating at Canadian Pacific Railway
and Pere Marquette Railway points and destined to Walkerville, Ontario. (Applica-
tion 4459. Case 4219.)

This case involves consideration of interswitching.

Order made fixing rates on grain shipped to Walkerville, Ontario, in carloads
from the following places in Ontario : Elmstead, 3^c per 100 lbs. ; Bell River, S^c
per 100 lbs.; St. Joachim, 4c per 100 lbs.; Haycroft, 4|c per 100 lbs.; Tilbury, 4|c
per 100 lbs. Minimum weight 40,000 lbs. per car. Switching charges apportioned.

1175. Application of the Quebec, Montreal & Southern Railway Company for
an Order directing the Rutland Railroad Company to change its existing derails at
or near the junction point of its line with that of the Quebec, Montreal & Southern
Railway and the Grand Trunk Railway at Noyan Junction. (Application 5482.
Case 2104.)

(This application is set down for the purpose of settling the disposition of the
cost of change of derails.)

Application granted; Order made directing applicants to pay expense of making
the change.

1176. Application of Moise Francoeur, parish of St. Jerome, county of Terre-
bonne, province of Quebec, for an Order directing the Canadian Northern Quebec
Railway Company to provide a suitable farm crossing where the right of way of the
company affects his property. (File 5932.)

Application granted; order made for crossing on southerly lot.

1176. Application of the town of Lachine, province of Quebec, for an Order
directing the Grand Trunk Railway and Montreal Park and Island Railway to open
Second avenue, in the town of Lachine, across the tracks of the railway companies.
(,±'ile 8448. Case 3921.)

Application to stand. Town Lachine to have permission to widen the posts to
get snow plough through. Grand Trunk Railway Company not to close the gates.

1178. Application of the Montreal Terminal Railway Company for an order
authorizing the applicant to cross the Canadian Northern Quebec Railway opposite
the Vulcan Cement Company's works in the parish of Longue Pointe, province of
Quebec. (File 8915. Case 4225.)

Application granted. Order made for construction of spur as shown on plan.

1179. Petition of the trustees of Prince Albert school ward, Montreal, and others,
for an Order requiring the Grand Trunk Railway to provide proper protection where
its railway crosses Rose de Lima street, between St. James and Notre Dame streets,
adjacent to the St. Henri depot. (File 7843.)

Order made directing the railway company to provide gates by April 15, 1909,
and maintain the same. The city of Montreal to pay one-half the cost of protection,
piaiiitenance and operation.

1180. Complaint of Madame Plouffe, of failure of the Canadian Northern Quebec
Railway to provide and construct a proper farm crossing between bents 2 and 3 of
the trestle on her farm, mile 15, St. Jerome, St. Sauveur branch. (File 5718.)

Settled on report from the Board's engineer.

1181. Application of the Canadian Pacific Railway, for authority to construct,
maintain and operate a branch line or spur in Montreal, across De Levis street to
the premises of the Montreal Gas Company, now leased to the Montreal Light, Heat

96 L'AILWAJ COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

and Power Company, situate on cadastral, lot 159, Hochelaga ward, Montreal, a dis-
tance of about 1,780 feet, together with another siding about 550 feet in length.
(File 8152. Case 3708.)

Application granted. Order issued.

1182. x\pplication of McDiannid & Gall, Montreal, province of Quebec, for an
Order directing the railways to make an allowance of 72 hours for the unloading of
charcoal in carloads instead of 48 hours allowed by the rules of the Canadian Car
Service Bureau. (Application 7905.)

Order made refusing the application.

1183. Complaint of Kev. J. B. Grenier, St. Tite, province of Quebec, respecting
alleged inefficiency of the train service of the Canadian Northern Quebec Railway
between Quebec and Montreal; also station accommodation at Heronville, Garneau
and St. Tite, province of Quebec. (File 8304.)

Upon the railway company undertaking to comply with the recommendations
made by the Board's engineeer in report, October 31, 1908, application adjourned
till July sittings of Board, 1909.

1184. Complaint of the residents of the town of Sorel, province of Quebec, of
the unsatisfactory manner in which the passenger and freight services are performed
by the Quebec, Montreal and Southern Railway, and of the condition of the railway
and station accommodation at Sorel and Pierreville, province of Quebec. (File 7628.)

Order made fixing location for new stations at Sorel and Pierreville.

1185. Complaint of Hyde & Webster, Montreal, province of Quebec, against the
Canadian Pacific Railway prohibition of joint use of their private siding at Outre-
mont, province of Quebec, by themselves and private parties. (I'ile 8850.)

Matter adjusted by parties at the hearing. No Order issued.

1186. Complaint of the Montreal Produce Merchants' Association, Montreal,
province of Quebec, —

(1) Respecting the disadvantage under which Montreal shippers are placed as
compared with through shippers in the west in the matter of rates on cheese.

(2) Respecting the placing of cheese on a parity with bacon in the matter of
freight rates.

(3) The great advance in freight rates which has taken place in the last few
years. (File 5698.)

Stands for judgment. Chief Traffic Officer of Board to report.

1187. Application of the transportation bureau of the Montreal Board of Trade
for an Order directing the Canadian Pacific Railway to apply the same mileage rates
on grain in carloads between points on the company's line east of and including
Montreal, province of Quebec, as are applied by the company between its stations in
Ontario, west of Montreal, province of Quebec. (File 8730.)

Stands for judgment.

1188. Application of the St. Lawrence and Adirondack Railway Company for
approval of highway crossings in the counties of Huntingdon, Beauharnois, Chateau-
guay and La Prairie, in the province of Quebec. (Application 8359. Case 3850,)

Application granted and Order issued subject to usual conditions of Board re-
ispecting highway crossings by railways.

1189. Approval of tariffs of tolls of express companies pursuant to the provisions
of section 348 of the Railway Act. (File 4214. Case 1503.)

rnlinished. Further evidence to be taken.

1190. Complaint of the Sanataris Limited of Arnprior, Ontario, that under the
new express classification for Canada effective January 1, 1909, return of empties,
which have hitherto been carried free of charge are to be charged one-half the mer-
chandise rate. (Application 9192.)

Judgment reserved. To be occasioned with general express matters.
1192. Application of the township of the front of Escott, in the county of Leeds,
province of Ontario, under sections 235 to 242, inclusive, of the Railway Act, for an

REPORT OF THE COMMISSIONERS 97

SESSIONAL PAPER No. 20c

Order directing the Grand Trunk Railway Company of Canada, to provide and con-
struct, immediately, to the east of the present crossing, a suitable overhead crossing,
where the company's railway intersects at different level crossings, two and a half
miles west of Mallorytown station the main travelled highway running from the vil-
lage of Rockfield, in the township of Front of Escott, in a southerly direction to the
village of Escott, P.Q. (Adjourned hearing.) (Application 4452. Case 1118.)
Application dismissed, leave to revive if applicant desire.

1193. Application of the Grand Trunk Railway Company of Canada, under sec-
tions 222 and 237 of the Railway Act for leave to construct, maintain and operate two
branch lines of railway or spurs, from a point on the applicant company's railway on
Bethune street in the city of Peterborough: —

One crossing Bethune street to lot Xo. 9, north of Dalhousie street and No. 2
crossing Bethune street to lot No. 9, north of Wolfe street, in the said city of Peter-
borough, Ontario.

To consider revision of order Xo. 5132. (Application 6492. Case 2737.)

Application dismissed.

1194. Application of the Grand Trunk Railway Company of Canada, under sec-
"tion 176 of the Railway Act, for an Order to fix the compensation to be paid to the
Grand Trunk Railway of Canada, by the Guelph and Goderich Railway Company for
the use made of the lands and proi)erty of the Grand Trunk Railway at the town of
Goderich, as provided in Order Xo. 4002, dated October 30, 1907, and which said Order
authorized the Guelph and Goderich Railway Company to use and occupy the lands
and premises of the Grand Trunk Railway for the construction of a bridge or grain
carrier over the tracks of the Grand Trunk Railway Company of Canada in the said
town of Goderich, Ontario. (Adjourned hearing.) Application 4733. Case 4067.)

Settled betewen parties.

1195. Application for approval of location of the Udney and Orillia branch from
Mile ' O ' at Udney, township of Mara to Mile '5-25' in same township, and for
authority to cross several existing highways. (Application S4S7. Case 3913.)

Settled by parties.

1196. Application of the municipality of Maxville, county of Glengarry, Ontario,
under section 237 of the Railway Act, for an Order to compel the Grand Trunk Rail-
way Company of Canada to open for traffic a highway across their railway at a
point shown on plan filed with the Board marked ' A.' (Application 8316. Case
3824.)

Application granted. Order issued.

1197. Application of the corporation of the town of Oshawa, Ontario, under
section 237, for an Order sanctioning the constructoin of a highway across the line
of the Oshawa Railway Company at First avenue, Oshawa, Ontario. (Application

.820. Case 4159.)

Application granted. Order issued on consent.

1198. Application of the corporation of the town of Oshawa, under section 237,
for an Order sanctioning a highway crossing across the right of way of the Oshawa
Railway Company at Barry avenue, Ontario. (Application 8821. Case 4160.)

Application granted. Order issued on consent.

1199. Application of the Commissioners of the Transcontinental Railway, under
section 227 of the Railway Act, for an Order granting leave to the applicants to
cross the railway line and tracks of the Temiscouata Railway Company by a level
crossing at a point about ■'9,-2 miles on the Transcontinental Railway line, measured
westerly from the town of Edmundston. in the county of Madawaska, X.B., or 46 •'^2
miles from a point 2i miles west of the town of Grand Falls. (Application 8830.
Case 4168.)

Application granted. Order issued on consent.
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98 KAILWAT COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1200. Application of the Canadian Pacific Railway Company as lessee and ex-
ercising the franchise of the Toronto, Grey and Bruce Kaihvay Company for an Order,
under section 237 of the Railway Act, granting it authority to divert the present
highway where it crosses its railway at Kleinburg in the township of Vaughan,
county of York, Ontario. (Application 9054. Case 4322.)

Application dismissed.

1201. Petition of the trustees of Prince Albert school ward, Montreal, and others,
for an Order requiring the Grand Trunk Railway Company to provide proper pro-
tection where its railway crosses Rose de Lima street, between St. James and Notre
Dame streets, adjacent to the St. Henri depot. (Application 7843.)

Order issued directing railway company to erect and maintain gates on or before
April 15, 1909, city to. pay one-half cost of erection and maintenance and not to
be liable for accidents at crossing.

1202. Application of the Toronto and Niagara Pow^r Company, under section 159,
for approval of location of its line from its transformer house in the county of Wel-
land at Niagara Palls, through township of Stamford to the right of way of Niagara,
St. Cath.^.rines and Toronto Railway near Wrights crossing in the vicinity of tlie town
of Niagara Falls, Ontario. (Application 450. Case 3945.)

Application granted. Order issued.

1203. Application of the Commissioners of the Transcontinental Railway, under
section 237 of the Railway Act, for an Order granting leave to the applicants to con-
struct a level crossing for the railway line of the National Transcontinental Railway
over the public highway running along the St. John river between Edmundston and
Connors in the county of Madawaska and province of New Brunswick at a point
on said railway about 46 "52 miles measured westwardly from a point 2^ miles west
of the town of Grand Falls, and also to permanently divert such highway and con-
struct another highw-ay in lieu thereof. (Application 8830. Case 4178.)

Application granted. Order issued.

1204. Application of the Toronto Electric Light Company, Limited, under sec-
tion 246 of the Railway Act, for leave to install and maintain their line of twelve
underground tile ducts under and across the tracks of the Grand Trunk and Cana-
dian Pacific Railway Companies, where the same cross Bloor street in the northwest
part of the city of Toronto, Ontario. (Application 8872, Case 4193.)

Application granted. Order issued.
' 1205. Complaint of the Brotherhood of Railroad Trainmen alleging dangerous
'position of switches, switch-stands, bridge supports and structures generally by being
placed so near to the tracks on which the employees of the Canadian Pacific Railway
have to work at Kenora and Keewatin yards, Ontario. (Application 8891. Case
4208.)

Stands for report of Board's engineer.

1206. Application of Christie, Henderson & Co., Ltd., of the city of Toronto,
county of York, Ontario, under section 226 of the Railway Act, for an order direct-
ing the Grand Trunk Railway Company to construct, maintain and operate a spur
or branch line from the quarries of the applicants to the branch line of the said
railway company between Harrisburg and Gvielph, and to connect therewith at a point
about two and a half miles northeasterly from the town of Hespeler.

And for payment by the said railway company of the costs and expenses incurred
by the applicants of and incidental to this application; the railway company having
unreasonably refused to construct the said spur at the point necessary for the industry
of the applicants, upon 'any terms whatever. (Application 9171. Case 4391.)

Application granted. Order issued.

1207. Conplaint of R. Finer and B. Daniels, of Longueuil, province of Quebec,
against the train service of the Quebec, Montreal and Southern Railway Company
between St. Lambert- and Longueuil, province of Quebec. (Application 9193.)

REPORT OF THE COMMISSIONERS 99

SESSIONAL PAPER No. 20c

Stands pending carrying- out of proposed agreement between Quebec, !Maiue
and Southern Railway and Grand Trunk Railway.

120S. Consideration of draft Order of the Board in connection with equipment of
non-platform cars with proper operating levers, dispensing with the operating wheel
at present in use on the ends of such cars. (Application 9000. Case 4294.)

Application granted. Order issued.

1209. Consideration by the Board of the question of providing better protection
of wooden trestles and bridges on lines of railway subject to the jurisdiction of the
Board. (Application 4966. Case 1860.)

Stands adjourned to June sittings, 1909.

1210. Application of the Grand Trunk Railway Company of Canada and the
Canadian Pacific Railway Company, in pursuance of paragraph 6 of Order of the
Board, dated 23rd of February, 1905, for an order fixing the compensation to be paid
by the Canadian Xorthern Railway Company (formerly the James Bay Railway
Company) for the use of the Union station property at Toronto, including the ser-
vice and accommodation provided, and at present and for some time past used and
enjoyed by the Canadian Xorthern Ontario (formerly James Bay Railway Company).
(Adjourned hearing.) (Application 588. Case 3208.)

Order made directing Canadian Xorthern Railway to pay to this date on basis
of present agreement, future payments to be agreed upon or settled by the Board.

1211. Re Toronto Viaduct and Union station; settlement of terms of draft Order
herein. (Application 588. Case 3322.)

Stands, railway companies agreeing to file plans within three months. Details
of Order to stand for settlement.

1212. Application of the Bay of Quinte Railway Company for an Order, under
section 364 of the Railway Act, and under any other section applicable to the cir-
cumstances of the case ascertaining and settling the compensation payable by the
applicant to the Kingston and Pembroke Railway Company, in respect to the rtmning
rights possessed by the applicant over the Kingston and Pembroke Railway Company's
railway from Harrowsmith to Kingston, Ontario. (Application 8886. Case 4201.)

Application dismissed. No jurisdicton.

1213. Application of Messrs. McDonald & O'Brien, Hervey Junction, province of
Quebec, under the Railway Act, for an order providing for joint freight traffic from
points on the Canadian Xorthern Quebec Railway to points on the Quebec and Lake
St. John Railway. (Applicaton 8472.)

Order made fixing the minimum charge of $5 per car in a through shipment of
new empty cars over two or more lines of railway. The Canadian Xorthern Railway
Company to submit at once a joint tariff for shipment of new empty cars over the
Canadian Xorthern Quebec Railway lines and the Quebec and Lake St. John line.
The Canadian Freight Association to submit at once an amendment to Canadian
classification providing for lower minimum charge to apply to new empty cars by joint
route of two or more lines of railway.

1213a. Complaint of Hyde & Webster, contractors, Montreal, P.Q., that the Grand
Trunk Railway charges 6c. per 100 pounds on bricks C. L. Casselman to Montreal,
Canadian Pacific Railway delivery via Jacques Cartier Junction. (Application 9116.)

Order made dismissing application.

1214. Complaint of S. G. Detchon, of Chicago, 111., that the Grand Trunk Rail-
way has refused to pay its proportion of alleged overcharge on shipment of frosted
wheat from Girvin, Sask., on the Canadian Xorthern Railway, between Regina and
Saskatoon, during December and January, 1907 and 1908, the other companies inter-
ested, namely, the Canadian Xorthern Railway and the Canadian Pacific Railway,
being prepared to settle. (Application Xo. 7097.)

Settled; payment made by Canadian Xorthern Railway.
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100 KAJLWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1215. Application of James Richardson & Sons, Kingston, Ontario, under the
Railway Act, for an order directing the railway companies to file rates from Kings-
ton to points in the maritime provinces on grain ex-upper lake ports, similar to those
which the Grand Trunk and Canadian Pacific Railways have established from Geor-
gian bay and Lake Huron ports. (Application 8315.)

Ordered that the rates charged from Kingston by the Grand Trunk Railway Com-
pany of Canada, the Canadian Pacific Railway Company and the Kingston and Pem-
broke Railway Company, on western grain arriving at Ivingston by vessel and destined
to points in Quebec and the maritime provinces, be made on the basis of 7 cents per
100 pounds from Kingston to Montreal ; and that the proportional or ' arbitrary ' rates
from Montreal to the said points in Quebec and the maritime provinces, to be added
to the said rate of 7 cents per 100 pounds from Kingston to Montreal, do not exceed
the proportional or ' arbitrary ' rates from Montreal in force concurrently on western
grain transferred at Lake Huron ports.

Also rtiat the above rate become effective not later than the IGth of February,
1909.

1216. Complaint of J. B. Stringer & Co., of Chatham, Ontario, alleging discrim-
ination against Chatham in the freight rates of the Canadian Pacific Railway on corn
as compared with rates from other points. (Application 9114.)

Order made dismissing complaint.

1217. Application of the Canadian Freight Association, under Order of the Board
No. 3258, dated July 6, 1907, for an order cancelling or reviving the existing commo-
dity rates on wire fencing and netting from Windsor, Stratford, Owen Sound, Hamil-
ton and Welland, Ontario. (Application 7346. Case 3210.)

Application granted except that carload commodity rates from Hamilton, Windsor
and Walkerville, Ontario, to points east of Toronto are scaled as set forth in the Order.
These rates to take effect not later than the 26th April, 1909.

1218. Complaint of the Dominion Millers' Association, Toronto, Ontario, under
section 317 of the Railway Act, alleging that the Canadian Pacific Railway Company
has unjustly discriminated and does unjustly discriminate in its method of dealing
with shipments of grain and flour from Fort William and Owen Sound, Ontario,
against the millers of the east and in favour of shipments of grain and flour as afore-
said for export. (Application No. 4752. Case 1455.)

Application withdrawn.

1219. Approval of tariffs of tolls of express companies pursuant to the provisions
of section 348 of the Railway Act. (Application 4214. Case 1503.)

Partially heard.

1220. Application of the Express Traflic Association for an order permitting them
to file for approval, express freight classification, graduated rate tables, money classi-
fication, C.R.C. Nos. 1, 2, 3 for Canadian business; and to withdraw Canadian classi-
fication and money classification, C.R.C. Nos. 1 and 3, filed on March 1, 1907. (Ap-
plication 4397. Case 3693.)

Partially heard.

1221. Application of the Canadian Pacific Railway Company, under section 59 of
the Railway Act, for an Order directing re-apportionment of the cost of maintaining
day and night watchmen at the point where the applicant company's railway crosses
Main street in the village of Fairville, N.B.

Order made directing each of the parties to pay one-third of cost.

1222. Complaint of W. F. Hatheway Company, Ltd., Geo. E. Barbour Co., Ltd.,
Hall & Fairweather, Ltd., C. H. Peters & Sous and A. C. Smith & Co., re rates on ex-
portation of our from city of St. John to different water points.

Application dismissed.

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SESSIONAL PAPER No. 20c

1223. Complaint of the St. John, X.B., Board of Trade, on behalf of its members,
that the C. P. R. Co, is charging 50 cents per short ton shunting charges on goods
from steamships at West St. John to his factory, a distance of 4| miles.

Application dismissed.

1224. Complaint of the St. John Board of Trade regarding increased rate over
the Dominion Atlantic Railway steamship route between St. John and Digby.

Application dismissed.

1225. Complaint of Irwing R. Todd, St. Stephens, X.B., against the Canadian
Pacific Railway Company regarding rates on pulpwood.

Application dismissed.

1226. Complaint of the Maritime Cornmeal Mills (C. W. Stewart) respecting ex-
port milling rates on meal).

Stands for judgment. Chief traffic officer to report.

1227. Complaint, of Horace Haszard, Charlottetown, P.E.I., re express rates and
service of Canadian Express Company (file 4621.)

Stands to be dealt with when general question of express rates is disposed of.

1228. Complaint of H. E. Baker Company, Limited, Sydney, C.B., re express
rates on lobsters, charged by Canadian Express and other express companies. (File
3872.)

Stands to be dealt with when general question of express rates is disposed of.

1229. Complaint of Thomas Potts, St. John, N.B., re express rates on fruit from
Niagara district, Ontario. (File 5028.)

Stands to be dealt with when general question of express rates is disposed of.

1230. Complaint of North Queens' Board of Trade, Caledonia, Nova Scotia, re
express rates charged by the Maritime Express Company. (File 3924.)

Stands to be dealt with when general question of express rates is disposed of.

1231. Complaint of A. M. Eraser, Halifax, Nova Scotia, re express rates on type-
writers from "Woodstock, N.B., to Halifax, Nova Scotia, charged by Dominion Express
Company; and re complaint of Soulis Newsome Typewriter Company, Halifax, Nova
Scotia, as to express rates on unboxed typewriters. (File 3274.)

Stands to be dealt with when general question of express rates is disposed of.

1232. Complaint of John Hopkins in re express charges of the Dominion Express
Company. (File 3280.)

Judgment reserved.

1233. Complaint of Sackville Board of Trade, N.B., in re express rates. (File
4566.)

Stands to be dealt with when general question of express rates is disposed of.

1234. Complaint of Messrs. Davis & Eraser, Halifax, N.S., re express rates from
Charlottetown, P.E.I., to points in New Brunswick and Nova Scotia. (File 6360.)

Judgment reserved.

1235. Application of George Frederick Stiles under sections 252 and 253 of the
Railway Act, for an order directing the Canadian Pacific Railway Company to pro-
vide and construct a suitable farm crossing where the railway company's right of way
affects the property of the applicant on lot No. 19, concession No. 2, in the township
of London. (Application 5481. Case 4056.)

Application refused.

1236. Application of the Canadian Pacific Railway Company, under section 186
of the Railway Act, 1903, for leave to cross with its Sudbury-Kleinburg branch, cer-
tain highways in the town of Yespra, in the county of Simcoe, Ontario. (Application
3911. Case'605.)

Application granted. Order issued in terms of agreement filed.

1237. Application of the Canadian Pacific Railway Company, as lessee and exer-
cising the franchise of the Toronto. Grey and Bruce Railway Company, for an Order,
under section 237 of the Railway Act, granting it authority to divert the present high-

102 li'MLWAY COMMIS.^IOyERS FOR CANADA

9-10 EDWARD VII., A. 1910

way where it crosses its railway at Klciuburg, in the township of Yaughan, county of
York, Ontario. (Application 9054. Case 4322. Adjourned hearing.)
Application dismissed.

1238. Application of the Crawshaw Bros., of Scotch Block, Ontario, for an Order
under the Railway Act, directing the Grand Trunk Railway Company to provide a
siding for the handling of traffic to and from their quarry, or to restore the old
' Lawson siding' for this purpose. (Application 8963. Case 4259.)

Application refused.

1239. Application of the corporation of the city of Hamilton for an Order, under
the Railway Act, directing the Toronto, Hamilton and Buffalo Railway Company and
the Canadian Pacific Railway Company to provide and constrvict a suitable highway
bridge over the tracks of the company at the intersection of the line of the company
at Garth street in the ctiy of Hamilton. (Adjourned hearing.) (Application 1592.
Case 2739.)

Application granted. Order for wooden bridge, cost to be borne ^ by city and |
by railway company. Plans to be submitted for approval of Board.

1240. Application of the Canadian Pacific Railway Company, under section 175
of the Railway Act, 1903, for leave to construct branch lines in the town of Parry
Sound, as shown on the plan filed with the Board.

Note. — The above application to be considered in connection with an applica-
tion of the company under date of the Gth of January, 1909, withdrawing from the
above application all the portion thereof relating to lines south of Seguin river and
east of Seguin street, so that only one branch is to be built north of the Seguin river
terminating at or near the west side of Seguin street.

In conjunction with the above application will be considered the application of
the Canadian Northern Railway Company, under section 175 of the Railway Act,
1903, for authority to construct, maintain and operate a branch line from its main
line in the town of Parry Sound to the outer harbour, as shown on the plan, profile
and book of reference on file with the Board under file 3939, case 625a,

Covered by Order issued in application 3939 of Canadian Northern Railway.

1241. Complaint of P. B. Stevens & Co., of Chatham, Out., alleging discrimina-
tion against Chatham in the freight rates of railways on corn as compared with
rates to other points. (Application 9195.)

Application dismissed.

1242. Application of the Canadian Pacific Railway Company for an Order, under
section 29 of the Railway Act, rescinding order of the Board dated July 25, 1905,
fixing the rate to be charged for the interchange of traffic and interswitching of cars
over the branch line of the Grand Trunk Railway Company connecting with the
Canadian Pacific Railway Company at London, Ontario. (Adjourned hearing.)
(Application 689. Case 4055.)

Stands for judgmeilt.

1243. Application of the Wallaceburg Sugar Company, Ltd., of Wallaceburg,
Ontario, for an Order establishing what is generally known as an ' average ' demur-
rage plan. (Adjourned hearing.) (Application 8913. Case 4223.)

Application dismissed.

1244. Complaint of Alfred Swanson, Brookdale, Man., that the Canadian Pacific
Railway have not paid him for land taken by the railway for the construction of
its McGregor- Yarco branch, being part of the north half of 32-12-16, and the south-
east quarter of 6-13-16 W. (Application 8852.)

Referred to Board's engineer to inspect and report in spring as to the accumula-
tion of water upon the lands of the applicant caused by the construction of the rail-
way.

1245. Petition of the residents of Sinclair, Manitoba, that the Canadian Pacific
Railway Company be directed to provide a side track halfway between Reston and

REPORT OF THE COMMISSIOXERS 103

SESSIONAL PAPER No. 20c

Sinclair, Manitoba, for the accommodation of traffic of the district. (Application
8853.)

Application refused.

1246. Complaint of Mrs. J. E. Collins of failure of the Canadian Northern Kail-
way Company to settle her claim against the railway company for right of way over
S.W. 32-27-29. (Application 9151.)

Application dismissed.

1247. Application of Theo. A. Burrows, of Grandview, Manitoba, for Order direct-
ing the Canadian Z^orthern and Grand Trunk Pacific Eailway to provide transfer
facilities for the joint handling of traffic between the railway companies at Petrel,
j\rauitoba. (Application 5898.)

Order made directing Canadian Xorthern Eailway Company to construct trans-
fer tracks before June 1, 1909, each company to pay half the cost.

3248. Complaint of Graingrowers' Association, of Ashville, Manitoba, of failure
of the Canadian Northern Eailway Company to fence its right of way between
'Dauphin and Gilbert Plains, Manitoba. (Application 9202.)

Order made upon undertaking of counsel for right of way to be fenced on or
"before September 1, 1909, between Gilbert Plains and Dauphin.

1249. Eesolution of Order of Eailway Conductors, the Brotherhood of Locomo-
tive Firemen and Engineers, Brotherhood of Eailway Trainmen and Order of Eail-
way Telegraphers, relative to reduction of section gangs, the ' cross ' snow plough,
and re terminal clearance (as at present used), being embodied in the proposed new
rules. (Application 6613.)

Application dismissed.

1250. Application of the Canadian Pacific Eailway Company, imder section 222
of the Eailway Act, for an Order granting authority to construct, maintain and
oi)erate a branch line of railway or spur at Beausejour, from a point in the centre
line of the most southerly siding of said railway, distant about 200 feet westerly
from the westerly limit of station produced, thence in a southwesterly direction across
portion of northwestern quarter of section 36, township 12, range 7, east across road
allowance to and into the premises of J. L. Turner. (\.^Iication 6376.)

Appli' ation granted. Order issued.

1251. Application of the Camdjan Pacific Eailway Company, under section 175
of the Eailway Act, for an Order authorizing the construction, maintenance and
operation of the branch line of railway or spur from a point on the centre line of the
town siding of the applicant company, distant about 55 feet westerly from the head
block of the said town siding, thence in a southtwesterly, southerly, and again south-
westerly direction across part of the north meridian, across and along the road allow-
ance to and into the northwest quarter of section 36, township 12, range 7, east prin-
cipal meridian, in the province of Manitoba, a total distance of about 2,280 feet.
(Application 1155.)

No Order made, as the Order in previous application covers this also.

1252. Complaint of Winnipeg Elevator Company, Limited, respecting certain
charges made by the Canadian Pacific Eailway for drawing plans, preparation of
leases of elevator sites, &c. (Application 8530.)

Application refused. Board has no jurisdiction.

1253. Application of the city of Winnipeg, Manitoba, for an Order authorizing
them to construct a bridge between Brown and Brant streets, in the city of Winnipeg,
over the yards of the Canadian Pacific Eailway, and directing the railway company
to contribute towards the cost of construction of said bridge such sums as to the Board
seems just. (Application 5729.)

Application dismissed.

104 JiAJlWAT COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1 1254. Application of the Canadian Pacific Eailway, under section No. 237 of
'the Railway Act, for authority to lay tracks across the road allowance on its Molson
•branch between mile 90 and mile 124. (Application 7653.)

Application granted. Order issued.
■ 1255. Application of the corporation of the city of Winnipeg, Manitoba, iinder
•the Railway Act, for authority to connect the tramway of the city of Winnipeg,
^running from Lac du Bonnet to Point du Bois, with the branch of the Canadian
•Pacific Railway Company running from Molson to Lac du Bonnet (Application
6845. Case 2927.

"Application dismissed.

1256. Application of the city of Winnipeg, Manitoba, under section 237, for an
Order directing the Canadian Pacific Railway Company to provide and construct a
suitable highway crossing over its line of railway between Talbot avenue and Carter
avenue, or in the alternative to allow the city to construct such crossing or for such
order as to the Board seems just. (Application 8223. Case 3769.)

Order made granting applicant leave to construct crossings over Louise bridge
spurs at Talbot, Chalmers, Poplar and Gordon streets and over Selkirk branch at
Talbot, Chalmers and Nairn streets, expenses to be borne by the city of Winnipeg.

1257. Application of the city of Winnipeg, Man., for Order directing the Canadian
Pacific Railway to remove its tracks from McPhillips street, Winnipeg, Manitoba.
(Application 2050.)

Stands at request of applicant to arrange a settlement.

1258. Complaint oi the Hanbury Manufacturing Company of Brandon, Man.,
alleging discrimination in favour of Winnipeg on shipments to points on Regina
branch of Canadian Northern Railway via Regina, from Brandon and Winnipeg,
Man. (Application 7308.)

Application dismissed. Complaint settled.

1259. Petition of the secretary of the Board of Trade and residents of Welwyn,
Sask., that the Canadian Pacific Railway Company appoint and maintain a permanent
agent at that point. (Application 9274.)

Withdrawn by applicant.

1260. Complaint of the Manitoba Grain Growers' Association, of Kelloe, Mani-
toba, against the Canadian Pacific Railway Company removing its agent from that
point. (Application 9115.)

Application dismissed.

1261. Petition of residents of Basswood and surrounding district that the Cana-
dian Pacific Railway Company be required to keep the station at that point open
permanently and provide an agent therefor. (Application 9126.)

Counsel stated the company is appointing agent at Basswood.

1262. Complaint of George Steel, Glenboro, Manitoba, of failure of the Cana-
dian Pacific Railway to furnish an efficient and proper supply of cars for the move- '
mcnt of grain traffic from that point. (Application 8808.)

Application dismissed.

1263. Complaint of the Swan River Board of Trade, of Swan River, Man., alleg-
ing failure of the Canadian Northern Railway to furnish cars for prompt and efficient
movement from that point. (Application 4824.)

Application dismissed.

1264. Complaint of M. McGregor, of Tilston, Man., on behalf of the farmers and
citizens of that town against the poor service of the Canadian Pacific Railway between
Lauder and Tilston, Man. (Application 9125.)

Application dismissed.

1265. Application of the Williams Quarry Co., Ltd., of Winnipeg, Man., for an
Order directing the Canadian Pacific Railway Company to remove illegal and unjust

REPORT OF TEE COMMISSIONERS 105

SESSIONAL PAPER No. 20c

discrimiBation in freight rates on shipments of the products from their quarry at
Airedale, Man., to Winnipeg, Man. (Application 8494. Cace iJso. 3956.)
Application dismissed.

1266. Complaint of the Manitoba Grain Growers' Association, alleging that the
Canadian Pacific Eailway Company and Canadian Northern Eaihvay Company charge
excessive freight rates on bulkheaded cars of grain going to Fort William and Port
Arthur, Ont. (Application 8688.)

Application dismissed.

1267. Application of the Kemp Manufacturing Company and Winnipeg Ceiling
and Roofing Company, for an order directing the railway companies to equalize their
freight rates on metallic shingles and sidings from eastern points to points in Mani-
toba, Saskatchewan and Alberta, as against the freight rates charged on the manufac-
tured product. (Application 4756. Case Xo. 1460.)

Application dismissed.

Note. — Since dismissal applicants have applied to have case reinstated and the
request was granted and the matter heard in Winnipeg, March 10, 1909, and stands
for judgment.

1268. Complaint of Grain Growers' Association, Winnipeg, alleging long delay
on the part of the railways in repayment to shippers of grain for lumber supplied for
car doors. (Application 8483.)

Order made that where shippers upon railways subject to the jurisdiction of the
Board in the provinces of Manitoba, Saskatchewan and Alberta are compelled to fur-
nish car doors to enable cars to be- used for traffic, allowance is to be made therefor
upon the following basis: (1) Lower car door, one dollar; (2) upper car door, fifty
cents; and adjustment upon the above basis shall be made by the agent at or nearest
to the point of shipment by (a) at the time of shipment, payment to the shipper of
the account out of funds of the railway company, of which he is agent, in his hands;
or (h) the shipper may deduct from the freight charges, if any, payable by him upon
the shipment in such car for which the said door or doors were so supplied, the amount
of such bill upon the foregoing basis, receipting the same and turning the account into
the agent as so much cash.

1269. Application of the Winnipeg Jobbers' and Shippers' Association, of Winni-
peg, Man., for an order requiring railway companies to provide car-load rating from
eastern Canada points to Winnipeg, Man., on blankets. (Application 4603. Case
1313.)

Application refused.

1270. Application of the Western Live Stock Shippers' Association, under sections
284 and 317 of the Railway Act, for an Order directing the Canadian Pacific Railway
Company and the Canadian Northern Railway Company to furnish certain facilities
for the receiving, unloading, accommodation and transportation of live stock. (Ap-
plication 8234.)

Note. — This case is specially set down for February 3, 1909.

Referred to Board's operating assistant to inspect and investigate in May or June.

1271. Application of the Western Live Stock Shippers' Association, under section
323 of the Railway Act, for an Order directing the railway companies to reduce: (a)
The existing freight tariff for cattle find live stock from points in the provinces of
Alberta, Saskatchewan and Manitoba to Winnipeg. (5) The minimum car weight o-f
hogs from 20,000 pounds to 16,000 pounds. (Application 8233. Case 3773.)

Stands for judgment and for report of Chief Traffic Officer of Board.

1272. Application on behalf of Joseph Lemon and others for an Order providing
that liability for loss or damage to shipment of horses shall not be limited to $100 for
each animal, but that fair value shall be recovered. (Application 8214. Case 3761.)

By agreement complaint dropped and matter to go to the Canadian Freight Asso-
ciation.

103 h'AiLWAY COMAIISSIOXERS FOR CAXADA

9-10 EDWARD VII., A. 1910

1273. Complaint of R. S. Kobinson, of Winnipeg, Manitoba, against the restric-
tion imposed by the Dominion Express Company in the carriage of furs to Great
Britain by charging excessive rates for insurance on goods. (Application 8859.)

Keserved until general question of express rates dealt with.

1274. Application of the Canadian Northern Express Company with respect to
division of earnings on what is referred to by the Canadian Northern and Dominion
Express Companies as special traffic matter, embracing packages not over seven
pounds, and certain printed matter carried in competition with the post office,
shipped from points east of Sudbury or North Bay to northern points west of Win-
nipeg ; subsection 5, section ' C,' page 18 of the Express ' Freight Classification for
Canada, No. 1 revised to August 1, 1905. (Application 4397.)

Reserved until general question of express rates dealt with.

1275. Complaint of Denmark & Burton, of Langenburg, Saskatchewan, alleging
excessive rates charged by the Dominion Expresss Company on cream shipments.
(Application 8539.)

Application dismissed.

1276. Complaint of Manitoba ' Free Press,' Telegram Printing Company, and
Tribune Publishing Company, of Winnipeg, Manitoba, respecting rates charged by
express companies for the carriage of newspapers. (Application 8555.)

Reserved until general question of express rates dealt with.

1277. Complaint of the Winnipeg Jobbers and Shippers' Association of Winni-
peg, Manitoba, alleging excessive express rates and unfair classification of express
companies doing business in western provinces. (Application 4798.)

Reserved until general question of express rates dealt with.

1278. Application of the Express Traffic Association for an Order permitting them
to file for approval express freight classification, graduated rate tables, money classi-
fication, C.R.C. Nos. 1,2 and 3, for Canadian business; and to withdraw Canadian
classification and money classification, C.R.C. Nos. 1 and 3 filed on March 1, 1907
(Application 4397. Case 3693.)

Stands for judgment.

1279. Approval of tariffs of tolls of express companies pursuant to the provisions
of section 348 of the Railway Act. (Application 4214. Case 1503.)

Stands to be dealt with when general question of express rates is disposed of.

1280. x\pplication of W. R. Ritchie, of Winnipeg, Manitoba, for an Order com-
pelling the Canadian Northern Railway to either proceed to arbitration or withdraw
the registration of their location where the same affects his property on lots 33 and 34,
block 8, D.G.S. 30, St. Boniface, Man.

Application granted. Order issued.

1281. Complaint of the Winnipeg Board of Trade, respecting alleged demand of
the Canadian Pacific Railway, that shippers in Winnipeg sign a release form for
freight shipped to regular or flag stations. (Application 2338.)

Order made, that from February S, 1909, the form cf release of responsibility for
freight shipped to flag stations, upon the lines of all railways in Canada, subject to
the jurisdiction of the parliament of Canada, be in the following form : —

' In consideration of the Railway Company

having received the above described property for transportation from

station to station

do hereby release said company from all loss or damage that may occur to any of
the above mentioned property after it has been unloaded from the cars at
station, the said station being a flag station without agent.'

It is also Ordered that no other form of release shall be required to be signed by
my shipper of any property to any flag station upon any line of railway in Canada
until further Order (if any) regarding facilities and conveniences to be established
by railway companies at flag stations.

REPORT OF THE COMMISSIOyERS 107

SESSIONAL PAPER No. 20c

1282. Complaint of Jefferson Cowerly, of Bowsman, Manitoba, respecting train
service and condition of the Melfort branch of the Canadian Xorthern Raihvay.
(Application 2145 and 2192.)

Application dismissed.

1283. Petition of the legislative assembly of Manitoba, asking that railways
operating in the province of Manitoba be required to pay demurrage in all cases
where such companies are not able or fail to furnish cars within one week after being
ordered, said demurrage to be at the same rate per day as charged by railway com-
panies when a car is not loaded in a given time after being placed at a loading plat-
form or elevator, and to be deducted from the freight rate. (Application 4235.)

Stands at request of Attorney General for province of Manitoba until next sit-
tings of Board in Winnipeg.

1284. Complaint of the Nepigon Bay Fish Company and other shippers at fish
shipping points along the north shore of Lake Superior, of refusal to the Canadian
Pacific Kailway and Dominion Express Company to carry fish on passenger trains.
(Application 4910.)

Application dismissed.

1285. Application of D. A. Keizer, C.E., engineer of the municipality of St.
Pauls, for authority to lay a culvert under the tracks of the Canadian Pacific Rail-
way at Eossmore avenue, lot No. 3, St. Paul's parish. (Application 2433.)

Application dismissed.

1286. Complaint of the Manitoba branch of the Canadian Manufacturers' As-
sociation, respecting rates of express companies doing business in western Canada.

Reserved until after general question of express rates dealt with.

1287. Complaint of Geo. W. Jones Company respecting delivery limits of ex-
press companies doing business in Winnipeg, Manitoba, and extra charges for de-
livery of shipments beyond such delivery limits.

Reserved until after general question of express rates dealt with.

1288. Complaint of the municipal council of the town of Dauphin, Manitoba,
alleging neglect of the Canadian Xorthern Railway Company to build suitable cross-
ings, fences and cattle-guards on its Winnipegosis and Swan River sections. (Ap-
plication 9289.)

Stands to be treated as an application to compel Canadian Xorthern Railway
Company to fence their line and to be dealt Avith by general order of Board at May
sittings, Ottawa,

1289. Application of Thomas Littlejohn, of Crandall, Manitoba, under section
Xo. 253 of the Railway Act, for an order directing the Grand Trunk Pacific Railway
to provide and construct a suitable farm crossing where the company intersects his
farm in section 29, township 13, range 25, Manitoba. (Application 9275. Case 4456.)

Application granted.

1290. Application of the Grand Trunk Pacific Railway Company to compel the
municipalities of Miniota and Hamiota to remove wires which have been placed
across the tracks of the company without the authority of the Board. (Application
9221.)

Upon consent of applicant company, matter stands. Board granting permission
to municipality to file application imder section 246, Railway Act, to carry wires
over Grand Trunk Pacific Railway tracks.

1291. Complaint of Manitoba Wind Mill and Pump Company, Brandon, Mani-
toba, 7-e the express rates and service of the express companies doing business in the
west.

Reserved until after the general question of express rates is dealt with.

1292. Petition of people from Rosenfeld that Canadian Pacific Railway bridge
over Buffalo lake causes damage to lands from flooding.

Reference to Board's engineer; the applicants to notify him when to go and
inspect.

108 KAILWAY COMMISSIOyERS FOR CANADA

9-10 EDWARD VII., A. 1910

1293. Complaint of John Beams, Limited, Winnipeg, Manitoba, respecting ex-
press rates and service.

Reserved until after the general question of express rates dealt with.

1294. Complaint of the Winnipeg Wholesale Implement Association, respecting
rates charged by express companies operating in western Canada.

Reserved until after the general question of express rates is dealt with.

1295. Application of the city of Winnipeg for an Order directing the Canadian
Northern Railway Company to provide proper protection, where its railway crosses
Pembina street, Winnipeg. (File 1124. Case 40G.)

Application dismissed.

1296. Application of the city of Winnipeg, Manitoba, for an Order approving of
the plans of the Salter street bridge across the tracks of the Canadian Pacific Railway
at Winnipeg. (File 3084.)

Standing for settlement between the parties.

1297. Application of the city of Winnipeg for an Order directing the Canadian
Pacific Railway, Canadian Northern Railway, and the Grand Trunk Pacific Railway
companies and other companies operating trains to prevent the unnecessary and un-
reasonable emission of smoke from engines, and for an Order prohibiting whistling
by locomotives within the city. (File 9346. Case 4489.)

Order made and issued dealing with emission of smoke and prohibiting unreason-
able and unnecessary whistling.

1298. Complaint of D. L. Stewart on behalf of the village of Rosenfeld, Man.,
regarding the stopping or obstructing of a water course by the Canadian Pacific Rail-
way Company. (Application 9515.)

Stands for report of Board's engineer. Applicants to notify engineer when he is
to go to make inspection.

1299. Complaint of the city of St. Boniface under section 26 of the Railway Act,
that the Canadian Northern Railway Company has failed to comply with the Order of
the Board, dated October 16, 1905. (File 1413.)

Application dismissed as arrangement made between the parties.

1300. Complaint of the Anchor Elevator and Warehousing Company regarding
the interpretation given by the Canadian Northern Railway Company of tariff C. N.
No. 462 dealing with switching charges between the Canadian Northern Railway and
sidings on the Canadian Pacific Railway in Winnipeg. (Application 9816.)

Judgment of Board that $5 charge is reasonable and tariff should be filed accord-
ingly. That tolls in excess of $5 already paid cannot be refunded. Canadian Pacific
Railway Company added as a party respondent.

1301. Complaint of the Northern Elevator Company regarding switching charges
on grain consigned from Canadian Northern points to complainant's terminal eleva-
tor on Canadian Pacific Railway tracks in Winnipeg.

See judgment in application No. 9816 immediately preceding.

1302. Petition of residents of the districts of Silver Plains, Manitoba, regarding
train service to Winnipeg on the Great Northern Railway.

Order made directing trains to stop at St. Agathe.

1303. Application of A. E. Hill, of Griswold, Man., for an Order directing the
Canadian Pacific Railway Company to issue 1,000 mile ticket at $25 to travel over the
western division and branch lines in Manitoba, Saskatchewan and Alberta.

Application dismissed.

1304. Complaint of H. H. Shields, of Melton, Man., against excessive rates charged
liy the Canadian Northern Railway Company for warehousing carload of wheat con-
signed to their warehouse at Port Arthur, Ont. (File 9022.)

Application refused.

1305. Application of M. McGregor, of Eagleton P.O., Tilston, Man., for a semi-
weekly mail service bv train instead of bv stage or mail carrier system; for an Order

REPORT OF THE COilMISSIOXERS 109

SESSIONAL PAPER No. 20c

that an agent be placed at the station in question; and for an order directing the
Canadian Pacific Railway Company to re-name the town ' Eagleton.'
Application dismissed.

1306. Application of city of Winnipeg to conduct sewer under Brown & Ruther-
ford's spur, Canadian Pacific Railway, where same crosses Sutherland avenue, Win-
nipeg. (Application 9363. Case 4494.)

Application granted; order issued.

1307. Application of city of Winnipeg to construct sewer under West Selkirk
branch of Canadian Pacific Railway where same crosses Aberdeen avenue, Winni-
peg. (Application 9539. Case 4609.)

Application granted. Order issued.

1308. Application of city of Winnipeg to construct sewer under Winnipeg Trans-
fer Railway (Canadian Northern Railway) where same crosses Lombard street, Win-
nipeg. (Application 9596. Case 4659.)

Application granted. Order issued.

1309. Application of the Canadian Northern Quebec Railway Company, under
section 167, for approval of deviation of its railway in parish of Cap Sante, county

of Portneuf, P.Q., between stations 1417 — 49 to 1473 — 39-7 west of Quebec bridge.
(Application 668. Case 3725.)

Application granted. Order issued.

1310. Application of the Canadian Northern Ontario Railway, under section
159, for an Order approving of the location of its line of railway through the town
of Trenton, county of Hastings, mile 144 to mile 146, west from Ottawa. (Applica-
tion 3878. Case 1554.)

Application withdrawn.

1311. Application of the Canadian Pacific Railway, under section 26, for an
Order directing the Ingersoll Electric Light and Power Company to remove forthwith
twelve wires erected by the said electric company across the railway company's tracks
in the town of Ingersoll, on the east side of Thames street, or for an order directing
the said electric company to re-erect said wires forthwith and to maintain the same
in accordance witli the standard conditions and specifications respecting wire cross-
ings sanctioned by the Board. (Application 1516, Case 4356.)

Order issued directing the electric company to re-eipct their wires in accord-
ance with conditions named by Board's electrical engineer. Work to be completed
by 2nd April, 1909. Penalty of $25 for every day default is made in complying with
terms of Order.

1312. Complaint of Owen Davidson, Almonte, Ontario, re alleged excessive
whistling of engines of the Canadian Pacific Railway within the town of Almonte,
Ontario. (Application 8426.)

Application dismissed.

1313. Application of the Canadian Pacific Railway, under sections 222 and 237,
for an Order authorizing the construction, maintenance and operation of a branch
line of railway or spur in the city of Montreal, commencing from a point on the

centre line of the most westerly track leading to the freight car repair shop of the
said company, distant about 250 feet northerly from the northerly end of freight car
shop, thence in a southwesterly and northwesterly direction across De Levis street
"to and into the premises of the Montreal Gas Company, now leased to the Montreal
Light, Heat and Power Company, situated on Cadastral lot 159 in the Hochelaga
ward of the city of Montreal, a distance about 1,780 feet, together with another sid-
ing about 550 feet in length. (Adjourned hearing.) (Application 8152. Case 3708.)
Application granted. Order issued.

1314. Application of the Canadian Pacific Railway, under section 178, for
authority to take lands adjoining its railway in the city of Montreal, P.Q., as shown
on plan filed with the Board.

110 J.'AILWAY COMMItiSIOyERS FOR CANADA

9-10 EDWARD VII., A. 1910

Lands adjoining Place Viger station. Application 9332. Withdrawn by Cana-
dian Pacific Railway Company.

1315. Application of the Canadian Pacific Railway, under section 29, for an
Order of the Board Xo. 3242, in reference to the crossing of the National Transcon-
tinental Railway and the Canadian Pacific Railway at St. Basile, P.Q. (Applica-
tion 2642. Case 4455.)

Application dismissed.

1316. Application of the Export Lumber Company, Ottawa, Ontario, under sec-
tions 227 and 284, for an Order directing the Grand Trunk Railway and the Cana-
dian Pacific Railway to provide a connection by a branch line between the sidings
of these two companies at present constructed across Preston street and York street,
Ottawa, Ontario, for the purpose of affording more adequate facilities for the ap-
plicant company. (Adjourned hearing.) Application 8791. Case 4139.)

Application refused.

1317. Application of the Export Lumber Company, Ottawa, Ontario, under sec-
tions 226 and 227, for and Order directing the Grand Trunk Railway to permit its sid-
ing, as constructed across Preston street, Ottawa, to be joined with proposed siding
of the applicant company, in its lumber yard at Preston street, Ottawa, Ontario. (Ad-
journed hearing.) (Application 8790. Case 4138.)

Application granted. Grand Trunk Railway Company directed to permit siding
to be joined with proposed siding of the applicant as shown on plan filed.

1318. Application of the People's Telephone Company, Sherbrooke, province of
Quelec, for an Order directing the Grand Trunk Railway to permit them to install
telephones in ticket and freight offices of its railway at Richmond, Danville, Windsor
Mills, Bromptonville, Sherbrooke, Lennoxville, Waterville, Compton^ Coaticook, Dix-
ville and Norton's Mills. (Application 8883. Case 4375.)

Judgment reserved. Subsequently general form of Order for this and like appli-
cations settled upon and order in this case granted.

1319. Complaint of McLennan dfc Company, Lindsay, Ontario, respecting freight
rates charged by the Grand Trunk Railway on hard coal from Black Rock and Sus-
pension Bridge, New York, to Lindsay, Ontario, as compared with the company's
rates to Combray, Coboconk, Peterborough, Lakefield, Port Hope and Belleville, On-
tario. (Application 7533.)

Order made directing the Grand Trunk Railway Company to reduce its rate on
coal in carloads from Suspension Bridge, Bridge Rock and Buffalo, to Lindsay, On-
tario, to $1.15 per ton, 2,000 pounds, subject to a compliance with the provisions of
subsection 5 of section 315, Railway Act.

1320. Complaint of the Dominion Concrete Company, Limited, Kemptville, On-
tario, respecting alleged failure of the Canadian Pacific Railway to refund money
paid to the railway on account of private siding built to the applicant's industry.
(Application 8758.)

Application dismissed.

1321. Complaint re Brockville train connection on Canadian Pacific and Grand
Trunk Railway companies' lines.

Note. — This complaint is set down for the purpose of considering the terms of
proposed Order. (Application 5320. Case 2863.)

Stands pending the settlement of terms of proposed Order of Board.

1322. Complaint of J. L. Sundabe, of Hitchcook, Sask., that the Canadian Pacific
Railway Company has refused to put in a crossing over the road allowance in section
22, township 3, range 9, west of the 2nd meridian. (Application 9127.)

No action taken as complainant states company have put in the crossing.

1323. Petition of settlers along the Pheasant Hills Branch of the Canadian Pacific
Railway for a siding on or near N. E. I section 22, tp. 17, range 32, west of the 1st
meridian, between Rocanville and Tantallon, Sask. (Application 7047.)

Application dismissed.

REPORT OF THE COMMISSIOyERS HI

SESSIONAL PAPER No. 20c

132-i. Petition of the farmers and grain growers in Saskatoon county, Saskatche-
wan, for loading platform at a siding on section 8-36-6, W. 3rd, of the Groose Lake
Branch, about nine miles southeast of Saskatoon. (Application 8404:.)

Application dismissed.

1325. Application of the Board of Trade, of Heward, Sask., under section 237 of
the Railway Act, for leave to construct a highway crossing over the Canadian Pacific
Railway in the village of Heward, Sask. (Application 8092.)

Application granted, order made.

1326. Application of the Saskatchewan Local Improvement Association, of Gren-
fcll, Sask., that the railway companies in the province of Saskatchewan be compelled
to either fence their tracks or pay compensation in full for all damage done to stock
by trains, and shall pay for all damage done to cultivated crops, hay, barns, &c., caused
by their engines setting out fires. (Application 7-434.)

Stands for judgment.

1327. Complaint of W. E. Jamieson, of Lumsden, Sask., of failure of the Cana-
dian Northern Railway Company to fence its right of way. (Application 8765.)

Order made directing railway company to properly fence its right of way through
complainant's lands by 15th !May, 1909.

1328. Complaint of W. 0. Miller, et al, of Tessier, Sask., that they are unable
to secure settlement from the Canadian Xorthern Railway Company for property
taken for railway purposes situated in township 33, range 10, section 16, west of
the 3rd meridian. (Application 9083.)

Application dismissed.

1329. Petition of W. H. Lawrence and other merchants and farmers of Aber-
deen, Sask., for an Order directing that a crossing be built over the Canadian Xorth-
ern Railway in the townsite of Aberdeen at Fifth avenue. (Application 8463.)

Order made for crossing in a line with Eight avenue extending south to south
side of right of way of railway company to grade and construct a roadway along the
side of right of way to point opposite railway depot.

13.30. Complaint of Charles Mann, of Lumsden, Sask., of failure of the Cana-
dian Xorthern Railway Company to properly fence its right of way where it affects
the northeast quarter section 21, township 19, range 21, west of the second meridian.
(Application 8809.)

Order made for railway company to fence both sides of righi of way on or be-
fore May 15, 1909.

1331. Application of Charles Maun, of Lumsden, Sr.sk., i:nder section 252 of the
Railway Act, for an order directing the Canadian Xorthera Ksilway Company to
provide and construct a suitable farm crossing where the company's railway inter-
sects his farm on lot southeast quarter section 31, township 19, range 21, Lumsden,
Sask. (Application 8809. Case 4213.)

Order made for farm crossing work to be finished before July 1, 1909.

1332. Petition of the residents of Maryfield, Sask., requesting that the Canadian
Pacific Railway Company and the Canadian Xorthern Railway Company erect and
provide a tmion station at Mayfield, Sask. (Application 7813.)

Order made on consent for union station and joint facilities at ^taryfield. Terms
to be agreed upon by companies before May 1, 1909, and if not Board will settle on
application of any interested party.

1333. Application of the citizens and residents of the di Urict of Zchna, Sas-
katchewan, for an order directing that the Grand Trunk Pacific Railway continue
the operation of its line of railway in that district for the transportation of freight
and passenger service; that the railway at once bu'ld and put in shape a cro.-slng
over its tracks opposite the main street in the new townsite known as Zelma, and
erect and maintain a station house with necessary freight room accommodati^'U.
(Application 9294.)

112 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Order made directing railway company to construct suitable and temporary
crossing by 28th February, 1909, at Zelma near west side of Main street. Balance of
petition dismissed.

1334. Application of the city of Saskatoon, Sask., for an Order directing the
Canadian Northern Railway to erect, operate and main'.ila gate? at the Spadina
Crescent and Twenty-third streets. Saskatoon, Sask. (Application 8993. Case 4285.)

Order made for the gates at Twenty-third street to bo erected by company, one-
half of cost of maintenance borne by each, guard rail r,t Spadina Crescent to be put
in by May 1, 1909.

1335. Application of the Board of Trade of Duadurn, Sask., under the Railway
Act, for an Order directing the Canadian Northern Railway Company to provide
crossings over their tracks through the yard at Dundurn, Sask. (Application 8965.
Case 4261.)

Order made in accordance with agreement at hearing.

1336. Application of the Canadian Northern Railway Company, under section
45, for an Order setting aside order of the Board dated 29th day of November, 1907,
authorizing the village of Dundurn to construct a highway over the track of the
Canadian Northern Railway Company. (Application 5272. Case 1882.)

Order made in accordance with agreement at hearing.

1337. Petition of Dundurn Board of Trade, and of residents of Dundurn, Sas-
katchewan, that the Canadian Northern Railway be required to provide additional
fiding accommodation for the handling of freight traffic at that point. (Application
6919.)

Order made in accordance with agreement reached at hearing.

1338. Application of the Canadian Northern Railway Company, under section
227 of the Railway Act, for authority to connect the tracks of its Brandon-Regina
branch with the tracks of the Canadian Pacific Railway 'Company (Areola branch) at
a point on northwest quarter section 20, township 17, range 10, west of the 2nd meri-
dian. (Application 6003. Case 2542.)

Order made on consent. Engineer to inspect the plans.

1339. Application of the Canadian Pacific Railway Company, under section 222
of the Railway Act, for authority to construct, maintain and operate a branch line of
railway in the city of Regina, from a point on the northerly boundary of the station
grounds of the railway company between Broad and Rose streets, thence in a north-
erly direction across Dewdney street and Eighth avenue, along lane running parallel
to and between Board street and Rose street to the southerly limit of Seventh avenue,
a distance of about 1,500 feet, together with five other branch lines of railway or spurs
commencing from the first mentioned spur. (Application 6648. Case 2809.)

Application dismissed.

1340. Application of the Canadian Pacific Railway Company, under section 237
of the Railway Act, for authority to lay its tracks across highways on Hudson's Bay
Mining Company's spur at Bienfait, Sask. (Application 4545. Case 2799.)

No order made.

1341. Application of the city of Regina, Sask., under sections 237 and 238 of the
Railway Act, for an order directing the Canadian Pacific Railway Company to pro-
vide and maintain a suitable subway where the company's railway intersects Broad
street in the city of Regina, Sask. (Application 8747. Case 4112.)

Application dismissed.

1342. Application of the city of Regina, Sask., for an Order authorizing a change
in the location of Hamilton street, where it crosses the tracks of the Canadian Pacific
Railway Company to the station grounds, Regina, Sask. (Application 999.)

Application dismissed.

REPORT OF THE COilMISSlOyERS 113

SESSIONAL PAPER No. 20c

1343. Application of the city of Eegina, for an Order under sections 237 and 238,
directing construction of subway at Albert street, Regina, by the Canadian Pacific
Railway. (Application 8748. Case 4113.)

Application granted. Order issued.

1344. Application of the Board of Trade of Regina, Sask., that the Canadian
Pacific Railway Company and the Canadian Xorthern Railway Company provide and
construct a union station in the city of Regina, Sask. (Application 5160.)

Api)lic;.:1ion refused.

1345. Application of the Canadian Pacific Railway Company for an Order, under
section 29, varying order of the Board dated 4th July, 1907 (Xo. 3245), so as to pro-
vide that the fireguards to be constructed in the provinces of Alberta and Saskatche-
wan under clauses Xo. 8 and Xo. 9 of the said Order, be constructed as follows : —

That two strips of land not less than eight feet in width be ploughed on each
side of the railway at a distance of not less than 300 feet from the centre line of
the railway, and that a clear space of 20 feet be maintained between the said strips,
which space shall be burned over and afterwards kept free of flammable material.

The company further applies, pursuant to the provisions of paragraph 11 of the
said Order, for a direction that it shall not be required to establish and maintain
such fireguards on such portions of its lines of railway in the provinces of Alberta
and Saskatchewan where the nature of the country renders it imjwssible or im-
practicable to do so, or where the doing so would involve serious loss and damage
to property. All such space and portions of land being shown on the plans sub-
mitted. (Application 4741. Case 1S59.)

XoTE. — This application has also been set down for hearing at Edmonton, Al-
berta, on 19th February, 1909.

Stands for further consideration and evidence,

1346. Complaint of J. R. Standen and other residents of Osage, Saskatchewan,
alleging that the Canadian Pacific Railway propose closing its station at that point,
and asking that the railway company be required to continue to maintain its station
at that point. (Application 9204.)

Complaint withdrawn.

1347. Complaint of Rosaleigh school district, Xo. 820, of Frobisher, Saskatche-
wan, of failure of Canadian Pacific Railway to provide station agent or operator at
Hirsch, Saskatchewan. (Application 9268.)

Application dismissed.

1348._ Complaint of the Elstow Board of Trade, Eistow, Saskatchewan, alleging
delay on the part of the railway companies in the transportation and delivery of
coal shipments at Elstow, Saskatchewan. (Application 8637.)

Application dismissed.

1349. Complaint of Ben Take, of Moosejaw, Saskatchewan, alleging overcharge
on shipment of settlers' effects from Mount Forest to Moosejaw, Saskatchewan. (Ap-
plication 9137.)

Order made i)ermitting Canadian Pacific Railway Company to make refund of
overcharge admitted.

1350. Complaint of the Board of Trade of Strasburg, Saskatchewan, respecting
freight rates charged by the Canadian Pacific Railway Company on lumber ship-
ments to Strasburg, Saskatchewan. (Application 2671.)

Complaint withdrawn.

1351. Application of the Board of Trade of Guernsey, Saskatchewan, for an
Order directing the Canadian Pacific Railway Company to give to Guernsey a lower
rate on grain to the terminal elevators at Fort "William than at present furnished.
(Application 8525.)

Application dismissed.
20c— 8

114 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1352. Application of the Board of Trade of Alameda, Saskatchewan, alleging
excessive freight rates charged by the Canadian Pacific Railway Company on coal
to that point. (Application 9209. Case 4408.)

Order macle that railway company substitute for its present rates on coal, in
carloads, from Bienfait, Saskatchewan, to the points named, the rates per ton of
2,000 lbs. as follows :—

From Bienfait to Rates.

Hirsch, Sask $ 0 50

Frobisher, Sask. 0 50

Alameda, Sask 0 70

Oxbow, Sask 0 75

Glen Ewen, Sask i 0 80

Carnduff, Sask 0 85

Carievale, Sask. 0 85

Gainsborough, Sask 0 90

Pierson, Man 0 90

Elva, Man 0 95

Melita, Man 0 95

Napinka, Man 1 00

Lauder, Man 1 05

Also Ordered that rates from other stations or colleries contigous to Bienfait,
and to all other stations where dislocation of customary basess may ensue from the
changes ordered, be graduated proportionately to those from Bienfait and to the
points of consumption herein designated. Also Ordered that application for reduc-
tion in the minimum weight of twenty tons per car be dismissed.

1353. Complaint of W. B. Bashford, of Rosthern, Saskatchewan, alleging ex-
cessive freight rates of the Canadian Northern Railway on coal from Taber, Alberta,
to Dalmeny, Saskatchewan. (Application 7740.)

Order made requiring Canadian Northern Railway and Canadian Pacific Rail-
way to file a joint tailff on coal from Taber to Dalmeny at the same rate as from
Taber to Rosthern.

1354. Complaint of the Saskatchewan Grain Growers' Associatioii- of Indian
Head, Saskatchewan, alleging excessive freight rates on lumber and coal shipments.
(Application 4463.)

Application dismissed.
. 1355. Complaint of the Eureka Coal and Brick Company of Est^van, Saskatche-
wan against discrimination by the Canadian Pacific Railway Company, in freight
rates and switching charges on their products in favour of Pinto, Roche Percee and
Bienfait, Saskatchewan. (Application 7037.)

Stands for judgment.

1356. Complaint of Stockton & Mallinson, wholesale fruit and produce merchants
of Regina, Saskatchewan, alleging that the rate charged by the Canadian Pacific Rail-
way Company on shipments of oranges from points in the State of California, in the
United States of America, to Regina, is unreasonable, as compared with the rate
charged from the said points in California to points in the provinces of Manitoba and
Ontario. (Application 6622.)

Order made directing the Canadian Pacific Railway Company to arrange with its
connections for publication of new tariff from California shipping points to Regina
via King's Gate or Emerson on basis of $1.60 per 100 pounds from Los Angeles
points, on oranges in straight carloads; or on mixed carloads of oranges and lemons
$1.45 per 100 pounds upon lemons in straight carloads.

REPORT OF TEE COMMISSIONERS 115

SESSIONAL PAPER No. 20c

1357. Complaint of Eosthern Board of Trade, of Eegina, Saskatchewan, respect-
ing alleged excessive rates on the Canadian Xorthern Express Company and Dominion
Express Company's lines. (Application 4703.)

Judgment reserved pending disposition of general question of express rates.

135S. Complaint of the Board of Trade of Saskatoon, Saskatchewan, alleging ex-
cessive express charges on the express companies' lines from Winnipeg to Saskatoon.
(Application 4796.)

Judgment reserved, as above.

1359. Complaint of J. M. Grover, Eosthern, Saskatchewan, respecting alleged ex-
press charges made by Dominion Express Company on box shipped from Birnie, Mani-
toba. (Application 7756.)

Settled by Canadian Xorthern Express Company undertaking to remit $3.70 ex-
cess charges.

1360. Application of the town of Indian Head, under section 250 of the Eailway
Act, for authority to construct and maintain a ten inch water pipe across the property
and under the tracks of the Canadian Pacific Eailway Company in the town of Indian
Head, Saskatchewan. (Application 2510.)

Application granted. Order issued.

1361. Petition of Wm. Hoskin, Jas. Butler and others that the Canadian Pacific
Eailway Company be required to provide a crossing near the company's yard at
Twentieth street. Saskatoon, Saskatchewan. (Application 2632.)

Application dismissed. Settled between the parties.

1362. Complaint of L. F. Dosse of Denholm, Saskatchewan, that the Canadian
Northern Eailway have failed to provide proper station accommodation at that point
in accordance with Order of the Board Xo. 5021, dated July 7, 1908. (Application
6686.)

Order made directing railway company to maintain station at Denholm on loca-
tion to be approved by Board, to be constructed and equipped by Xovember 1, 1907.

1363. Complaint of Chester L. Mintminick of Churchbridge, Saskatchewan, that
the Grand Trunk Pacific Eailway has taken seventeen and a third acres of his pro-
perty at Churchbridge, Saskatchewan, but have failed to pay for the same. (Applica-
tion 3398.)

Application dismissed. Settled between parties.

1364. Complaint of Local Improvement District 21-J-3, through David Mitchell
of Maymont, Saskatchewan, that the Canadian Xorthern Eailway has not put in all
crossings in that municipality. (Application 3230.)

Order made directing railway company to provide crossings at points set out in
Order and to widen certain other crossings. Work to be done by June 23, 1909.
Crossings to be in accordance with Board's general regulations.

1365. Complaint of the Board of Trade of Prince Albert, Saskatchewan, alleging
excessive express rates on parcels to and from Prince Albert, Saskatchewan. (Appli-
cation 5795.)

Application withdrawn.

1366. Petition of the residents of Eush Lake, Saskatchewan, that the Canadian
Pacific Eailway Company be required to construct a highway across its tracks at
Eush Lake Yard. (Application 6997. Case 3028.)

Order made for road allowance to be opened and crossing put in by company.

1367. Complaint of Macdonald & Co., of Fort Qu'Appelle, Saskatchewan, regard-
ing express rates, delays in delivery, &e.

Application dismissed.

1368. Complaints of the Board of Trade of Saskatoon and others commercially
associated with Saskatoon, regarding express companies.

■ Judgment reserved pending disposition of general question of express rates.
20c— 8*

116 h'AIUVAY COilMISSlOXEh'.S FOR CAXADA

9-10 EDWARD VII., A. 1910

1369. Complaint of the Nelson Ford Lumber Company, Limited, and the Inter-
national Elevator Company, Limited, of Estevan, Saskatchewan, regarding the service
furnished to them by the Canadian Pacific Kailway Company over a spur commercial
track built across blocks 7 and 11 in the townsite of Estevan. (Application 934«.)

Order made that, upon payment by the parties liable of all arrears of rental for
the spur and upon signing of siding agreement, the railway company to remove west-
erly connection and establish easterly connection.

1370. Complaint of Local Improvement District 18 B-3, Saskatchewan, that the
railway companies have not left the road crossings in proper state for safe crossing
for vehicles, &c. (Application 9144.)

Order made directing the railway company to make the crossing in question con-
form to the requirements of the general regulations of the Board aflPecting highway
crossings dated January 26, 1909.

1371. Complaint of Local Improvement District 17-M-2, Saskatchewan, regarding
the failure of the Canadian Xorthern Railway Company to plauk two crossings re-
ferred to in the complaint. (Application 8016.)

Order made directing Canadian Northern Railway Company to plank crossings
by June 15, 1909, and to build fence. Question of further protection reserved.

1372. Complaint of the Golden Lion Brewing Company, Limited, Prince Albert,
Saskatchewan, against the Canadian i^orthern Railway Company, as to the unsatis-
factory'^ state of affairs in connection with the shipping of perishable goods from that
city during the winter months. (Application 9354.)

Stands for judgment. General Manager Canadian Northern Railway states that
heated ears will be restored in another week.

1373. Application of Hugh Miller for an Order, requiring the Canadian Northern
Railway Company to fence its right of way through the N.W. |, 26-19-22, W. 2nd
meridian.

Order made requiring company to fence both sides of right of way on or before
May 15, 1909.

1374. Petition of residents of the district of Condie, Saskatchewan, for an Order
that the Canadian Northern Railway Company erect a station and freight shed at
Condie. Saskatchewan. (Application 9606. Case 4663.)

Order made that the Canadian Northei-n Railway Company on or before June 1,
1909, erect and maintain a suitable and proi)er station of the third class at Condie and
place an agent in charge.

1375. Application of the city of Medicine Llat, Alberta, for an Order, under sec-
tion 187 of the Railway Act, that the iwrtion of the land opposite the intersection of
Main street with the right of way of the Canadian Pacific Railway Company in the
city of Medicine Hat is a public highway and a portion of Main street (so-called) and
for other purposes. (Application 3321. Case 10.)

Order made declaring present crossing a highway and authorizing railway com-
pany to open, and dedicate.

1376. Application of the city of Medicine Hat, Alberta, under section 237 of the
Railway Act, for an Order authorizing the construction of a highway crossing over
the Canadian Pacific Railway Company's Railway at River street, in the said city
of Medicine Hat, or for the construction of a subway at the said crossing of River
street aforesaid. (Application 5917. Case 2490.)

Order made for highway to be constructed at River street.

1377. Application of the city of Medicine Hat, Alberta, under section 237 of the
Railway Act. for an Order authorizing the construction of a pedestrian subway from
the intersection of Toronto street with North Railway street under the right of way
of the Canadian Pacific Railway Company to the intersection of Toronto street with
South Railway street. Medicine Hat, Alberta. (Application 5915. Case 2488.)

Order made granting leave to city to construct subway at Toronto street at its
own expense. Plans to be prepared by city and submitted to railway .company.

REPORT OF THE COMMISSIONERS . 117

SESSIONAL PAPER No. 20c

1378. Application of the city of Medicine Hat, Alberta, for an Order, under sec-
tion 237 of the Eaihvay Act, authorizing the construction of an overhead bridge from
Ottawa street on the south side of the right of way of the Canadian Pacific Railway
Company to Ottawa street on the north side of the said right of wry. (Application
6910. Case 24S9.)

Application dismissed.

1379. Consideration by the Board of the question of better prot •■. ion at the cross-
ing of the Grand Trunk Railway Company's railway over Depot stl^ot in the village
of Grimsby, Ontario. (Application 9374.)

Order made that Dei^ot street crossing be protected by gates to be provided and
watched by and at the expense of Grand Trunk Railway Company on or before Isti
May. 1909, gates to be in charge of a day and night watchman. Wages of watchmen;
and maintenance of gates to be borne, SO per cent by Grand Trunk Railway Company,
10 per cent by village of Grimsby, 10 per cent by township of Korth Grimsby. Pend-
ing the installation of gates. Grand Trunk Railway Company to keep a day and a
night watchmen at crossing at its own expense.

1350. Application of the Canadian Pacific Railway Company under section 178,
for authority to take additional lands adjoining its Place Viger yards, in the city of
Montreal, province of Quebec, as shown on plan filed with the Board. (Application
9350. Case 4491.)

Order made granting application.

1351. Application of the Canadian Pacific Railway Company under section 178
of the Railway Act, for authority to take additional lands at Windsor street yard,
Montreal, province of Quebec. (Application 9332. Case 4467.)

Order made granting application.

1382. Application of the municipality of Didsbury, under section 237 of the Rail-
way Act, for leave to construct and maintain a highway crossing across tracks and
right of way of the Calgary and Edmonton Railway Company, within the town of
Didsbury, as a continuation of Hespeler street, within the same town, eastwardly,
where such continuation would cross the right of way of the railway. (Application
S933. Case 4235.)

Order made gra»ting leave to Didsbury to open up at its own expense a highway
crossing in the line of Hespeler street, extended existing crossing at Waterloo street
to remain.

1383. Application of Robert Lake, under section 250, for authority to cross tracks
of the Canadian Pacific Railway with water pipe at road allowance N.E. ^ section 34,
township 7, range 4, west 5th meridian, township of Blairmore. (Application 8131.
Case 3697.)

Application granted. Order issued.

1384. Application of the city of Calgary, under section 250, for authority to lay
an S-inch water main inider tracks and station grounds crossing at 13tli street east,
Calgary, Alta. (Application 5542.)

Application granted. Order issued.

1385. Application of the city of Calgary, under section 250, for authority to lay
a 12-inch water main under tracks of the Canadian Pacific Railway, at First street
west, Calgary, Alta. (Application 5435. Case 2046.)

Application granted. Order issued.

1386. Application of the city of Calgary, under section 250, for authority to lay
a 12-inch water main under the tracks of the Canadian Pacific Railway at 4th street
west, Calgary. Alta. (Application 5436. Case 2047.)

Application granted. Order issued.

1387. Application of the city of Calgary, under section 250, for authority to lay
a lO-incli water main under tracks at 11th street west (Canadian Pacific Railway),
Calgary, Alta. (Application 5438.)

Application granted. Order issued. ,

118 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1388. Application of the city of Calgary, under section 250, for authority to lay
sewer pipes under tracks of the Canadian Pacific Railway at 5th street west, Calgary,
Alta. (Application 5439.)

Application granted. Order issued.

1389. Application of the city of Calgary, under section 250, for authority to lay
a 16-inch water main under tracks of the Canadian Pacific Railway at 8th. street west,
city of Calgary, Alta. (Application 5437.)

Application granted. Order issued.

1390. Application of the city of Calgary for an order, under section 237 of the
Railway Act, for an agreement between the city of Calgary and the Canadian Pacific
Railway, dated 13th December, 1906, and an order of the Board bearing same date,
with respect to subway at Osier street and First street east, Calgary, under the tracks
cf the Canadian Pacific Railway. (Application 4659. Case 1366.)

Application dismissed.

1391. Complaint of Thomas Fitzgerald, of Crossfield, Alberta, that the train
employees of the Canadian Pacific Railway Company in that district are employed
an excessive length of time on continuous, dutj^. (Application 9272.)

Application dismissed.

1392. Complaint of J. McLoughlin, High River, Alta., alleging excessive freight
rates charged on Canadian Pacific Railway from Pincher Creek to Spokane, Wash-
ington. (Application 9194.)

Stands for further consideration.

1393. Complaint of Charles Knight, Calgary, Alberta, against the Canadian
Pacific Railway, as follows : —

(1) Alleged discrimination in live stock rates from Strathmore to Hochelaga;
also from

(2) Calgary, Gleichen, Cowley, Lacombe, Okotoks, Lethbridge, Cardson, Car-
stairs, Airdrie and other points in Alberta to Hochelaga, Toronto and "Winnipeg.

(3) Alleged discrimination between the complainant and P. Burns & Company
from various other stations in Alberta to various other stations on the company's
lines, shipped under substantially similar circumstances and conditions. (Applica-
tion 3730.)

Application dismissed,

1394. Complaint of Linton & Hall, Calgary, alleging excessive express charges
by Dominion Express Company from Worcester, Massachusetts, to Calgary. (Ap-
plication 6523.)

Reserved pending disposition of general question of express rates.

1395. Complaint of Price H. Bunny, of Crawling Valley, Gleichen, Alberta,
respecting rates and freight charges of the Canadian Pacific Railway on a registered
Percheron stallion from Minnesota Transfer to Gleichen, Alberta, shipped in May,
1907.

Stands for consideration.

1396. Application of the city of Calgary, Alberta, under section 237 of the Rail-
way Act, for authority to cross the spur of the Canadian Pacific Railway on Second
street, east, with the tracks of the Calgary Street Railway, Calgary, Alberta. (Ap-
plication 9306. Case 4463.)

Application granted. Order issued.

1397. Application of the city of Calgary, under section 228 of the Railway Act,
for an order authorizing the making and construction of a crossing of the Canadian
Pacific Railway. Companys' spur track on Second street east, Calgary, by the street
railway about to be constructed in that city. (File 9349. Case 4490.)

Application granted. Order issued.

1398. Application of the Western Canada Pressed Bricls; and Tile Company,
Limited, and the Pugh & Livingstone Lumber Company, Limited, for an order, under

REPORT OF THE COMMISSIONERS 119

SESSIONAL PAPER No. 20c

section 226 of the Eailway Act, directing the Canadian Pacific Eailway Company to
grant and construct a siding on the north side of its main line immediately west of
Okotoks, Alta., and for the grant and construction of a spur from the said siding of
the kilns of the Western Canada Pressed Brick and Tile Company, Limited.
Application granted. Order issued.

1399. Application of the Okotoks Milling Company, Limited, for an order under
section 226 of the Eailway Act directing the Canadian Pacific Eailway Company
to grant and construct a spur from the main line of the Canadian Pacific Eailway
on the north side thereof from a point on the said main line in the yards of the
said railway company at Okotoks, east of the mill building of the applicant company,
to a point immediately in front of and south of the mill belonging to the applicant
company at Okotoks.

Application granted. Order issued.

1400. Complaints of the Calgary Board of Trade regarding telegraph rates.
Withdrawn.

1401. Complaints of the Calgary Board of Trade regarding discrimination
against Calgary in the present local express tariff; also a complaint regarding local
freight shipments.

Eeserved pending disposition of general question of express rates.

1402. Complaint of C. E. Dixon, president C. E. Dixon & Company, Limited,
regarding slow freight service on perishable produce to British Columbia points.

Withdrawn.

1403. Application of the town of Vegreville, Alberta, under section 237 of the
Eailway Act, for Order granting leave to the municipality to construct and maintain
a suitable highway crossing over the tracks of the Canadian Xorthern Eailway at
Main street in the town of Vegreville, Alberta. (Application 7748. Case 34S2.)

Application withdrawn.

1404. Complaint of William Eobinson, of Hurry, Alberta, that the Grand Trunk
Pacific Eailway has constructed its right of way across his homestead, severing six
to ten acres, and made deep cut through his property, and have thrown waste material
over his land, beyond its right of way. (Application S667.)

Settled. Eailway company agreeing to pay $75 damages.
1405. Complaint of the Alberta Farmers' Association respecting the condition of
the bridge of the Edmonton, Yukon and Pacific Eailway (Canadian !N"orthem Eail-
way), approved by Order of the Board Xo. 5691, dated November 24, 1908. (Appli-
cation 8522. Case 3982.)

Application refused. No jurisdiction.

1406. Complaint of A. Landals, of Strathcona, Alberta, that the Canadian Pacific
Eailway has constructed a wagon road across his property, cutting his place in three
parts and shutting him off from the water. (Application 8680.)

Application dismissed.

1407. Application of Sidney Ottewell, Clover Bar, Alta., for permission to allow
his cattle to run under the bridge of the Grand Trunk Pacific Eailway at S.W.
13-53-23, west of 4th meridian, as an under farm crossing. (Application 5722.)

Application withdrawn.

1408. Complaint of the Chairman of the Local Improvement District 27 S 4,
Alberta, against the plan of the proposed subway of the Grand Trunk Pacific Eail-
way at high crossing on the northeast quarter of section 15, township 53, range 24,
west of the 4th meridian. (Application 9023.)

Order made directing subway to be constructed.

1409. Complaint of the Parkdale Coal Companj-, of Edmonton, Alberta, against
the Grand Trunk Pacific Eailway being permitted to continue their right of way
through portion of river lot No. 22. Edmonton settlement survey, belonging to the
Parkdale Coal Company. (Application 2236. Case 3857.)

Application dismissed. >^

120 JiAJLWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1410. Application of the city of Edmonton, Alberta, respecting street crossings
of the Edmonton, Yukon and Pacific Railway (Canadian >sorthcrn Railway) in the
city of Edmonton. Alberta. (Application ."52.)

A]iplication granted. Order issued.
! 1411. Application of the Canadian Northern Railway Company, under section
175 of the Railway Act, for authority to construct a spur from its main line to
'Cushing's mill and lumber yard, Edmonton, Alta. (Application 4061. Case 729.)

Application withdrawn.

1412. Application of McDougal & Secord, Edmonton, Allerta, under sections 26,
30 and 158 of the Railway Act, for an Order declaring plan, profile and book of refer-
ence of Canadian Pacific Railway, deposited in land office, North Alberta, not to be
in accordance with provision of the Railway Act so far as same affects property of the
Hudson Bay Company reserve in the city of Edmonton, Alberta, (Application 1418.
Case 4449.)

Order made varying former Order by cancelling location through three lots
covered by second branch of the application. See reasons for judgment in Appen-
dix D.

1413. Application of the Canadian Pacific Railway Company, under section 29
of the Railway Act, for an Order amending the Order of the Board No. 5608, made
by the Board on the application of the city of Edmonton and the Strathcona Radial
Tramway Company, Limited, and dated the 3rd day of November, 1908, by altering
the terms upon which the said Order was made, and providing that the said city of
Edmonton and the Strathcona Radial Tramway Company, Limited, shall install a
half-interlocking plant at the crossing at White avenue in the city of Strathcona,
with necessary derail switches on the tracks of the said Electric Railway Company,
and semaphores upon the line of the Applicant company. (Application 8464. Case
4371.)

Application refused. Canadian Pacific Railway Company directed to discontinue
the practice of backing its southbound train No. 224 over the said crossing.

1414. Application of the Canadian Pacific Railway Company, under sections 158
and 159 of the Railway Act, for approval and sanction of location of portion of branch
line of railway from Peace avenue to Sixteenth street, Edmonton, Alberta. (Applica-
tion 1418. Case 911.)

Application granted. Order issuedi.

1415. Application of the Grand Trunk Pacific Railway Company, under section
159, for location, east line, section 17, township 53, range 23, west 4th meridian,
through Edmonton to a line between ranges 24, 25, west 4th meridian. This matter
is set down for the purpose of considering the complaint of Edwards & Madore, barris-
ters, Edmonton, Alta., respecting filing and registration by the railway company of
the plans in connection with order of the Board No. 3463, dated August 15, 1907.
(Application 2236. Case 1180.)

Order made refusing to rescind Order for leave to construct but limiting right of
way to 100 feet where it affects the applicant's lands.

1416. Complaint of Henry Harvey, Strathcona, Alta., alleging loss sustained on
certain goods shipped from Edmonton to a flag station on the line of the Canadian
Northern Railway, near Bruderheim, Alta., and makes application that station agent
be appointed. (Application 9098.)

Application dismissed.

1417. Complaint of J. J. Demnan and other coal dealers of Edmonton, Alberta, of
unjust treatment accorded by the Canadian Northern and Canadian Pacific Railway
companies in compelling them to furnish doors or boards for the interior of the door-
way of cars supplied to them for coal shipment.

Order made that where shippers upon all or any railways subject to the jurisdic-
tion of the parliament of Canada, are compelled to furnish car doors to enable cars to

REPORT OF THE COMMIlitilOXERS 121

SESSIONAL PAPER No. 20c

be used for traffic, allowance be made upon the following basis: (1) Lower car door,
one dollar; (2) upper car door, fifty cents; and adjustment upon the above basis shall
be made by the agent at or nearest to the point of shipment by (a) at the time of
shipment, payment to the shipper of the account out of funds of the railway company
of which he is agent in his hands; or (h) the shipper maj' deduct from the freight
charges, if any, payable by him upon the shipment in such car, for which the said door
or doors were so supplied, the amount of such bill upon the foregoing basis, receipting
the same, and turning the accovmt in to the agent as so much cash.

1418. Complaint of the Central Alberta Stock Growers' Association, alleging un-
reasonable delaj^ on the part of the Canadian Pacific Railway Company in regard to
transportation of live stock, and discrimination in the matter of personal transporta-
tion. (Application 7297.)

Adjourned at request of Mr. Stevens to next sittings at Edmonton.

1419. Complaint of the Live Stock Commissioner of Edmonton, and shippers of
live stock, that where they are unable to secure stock cars for the movement of stock,
box cars are supplied and planking has to be placed across the doorways, which the
companies' agents refuse to supply and which entails an expense to the shippers of $2
per car for planking. (Application 9270.)

Order made that where shippers have Ordered stock cars for the shipment of live
stock «nd are supplied with box cars and are obliged to furnish lumber for temporary
doors thereof, the shipper may deduct and retain one dollar and twenty-five cents from
the freight charges, if any, payable by him upon the shipment in each such car, for
which the said lumber is so furnished, receipting the same and turning the account
in to the agent as so much cash; or he may render to the agent of the company at or
nearest to the point of shipment, an account for the actual outlay for the said lumber,
which account the said agent shall pay at the time of shipment, out of the funds of
tiie company in his hands.

1420. Resolution of memUers of East Clover Bar Branch of the Alberta Farmers'^
Association, that railways should be compelled to provide moveable partitions in their
cars in order to enable individual farmers to make small shipments of cattle or hogs,
thus preserving the identity of the individual consignment. (Application 9288.)

Application refused.

1421. Complaint of J. Gainer & Co., of Strathcona, Alberta, alleging excessive
freight rates charged by the Canadian Pacific Railway on live stock from Wetaskiwin,
Alberta, to Winnipeg, Manitoba. (Application 7824.)

Application refused.

1422. Complaint of H. A. Glaspell, alleging delay in delivery of express parcels
by the Dominion Express Company at Vegreville, Alberta. (Application 4273. Case
931.)

Application dismissed.

1423. Complaint of Dr. C. N. Corbett, Edmonton, Alberta, alleging excessive ex-
press charges by express companies in the west. (Application 8973.)-

Application dismissed.

1424. Complaint of Cyril Hind, of Mannville, Alberta, alleging excessive freight
rates charged by the Canadian Pacific Railway Company on a horse shipped from St.
John to Strathcona, Alberta.

(Note.) Complainant alleges that refund promised by the Railway Company has
not been made. (Application 5114.)

Application dismissed, applicant having settled.

1425. Application of the city of Edmonton for an Order declaring that the plan
profile and book of reference of the Canadian Pacific Railway Company location
through Edmonton is not in accordance with the Railway Act. and that the same be
cancelled and annulled. (File 1418. Case 4501.)

Application dismissed.

122 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1426. Application of the city of Edmonton for an Order under section 237 of the
Railway Act for leave to construct highways across the railways of the Canadian
Northern Eailway Company within the limits of the said city for the purpose of ex-
tending Ninth and Sixteenth streets south of the railway and connecting with Ninth
and Sixteenth streets north of the said railway.

Order made granting leave to city to open up Sixteenth street acrosss the railway
lands at its own expense. Railway not to receive consideration for the lands taken.

1427. Complaint of J. C. Haddock that the Grand Trunk Pacific Railway Com-
pany took possession of his lands on the E. i of section 8, township 53, range 4, west
of 5th meridian, without full settlement. (File 792.)

Application dismissed, on statement of company's solicitor that matter is settled.

1428. Complaint of Peter Reid that the Canadian Pacific Railway Company has
removed gates and cut the posts and wires where the railway affects his property,
causing loss through cattle getting on the right of way and being killed. (File 3215.)

Application dismissed.

1429. Complaint of United Farmers of Alberta that railway companies have not
fenced their right of ways; that grain cars are not provided with proi)er grain doors;
that freight rates are excessive; that serious losses are sustained by reason of stock
cars not being promptly spotted for unloading and by reason of unreasonable delay in
transferring stock cars from one company's line to another; and that, in districts
where new railway lines are being built, the farmers are compelled to sustain heavy
losses because the companies do not fence or protect their right of ways while the work
is being done thereon. (File 9414.)

Application dismissed.

1430. Application of owners of subdivision in the northern part of Edmonton,
known as Beachmont, to have the remainder of Beachmont freed from the filing of the
plan of the Grand Trunk Pacific Railway location through Edmonton, and that the
railway company, at its own expense, withdraw the plan so far as concerns the Beach-
mont subdivision. (Application 5401. Case 2011.)

Order made cancelling registration in excess of 100 feet as located. Consent
Order issued.

1431. Application of Mary Charlotte Sinclair for an Order cancelling the plans
of the Canadian Pacific Railway Company, so far as they relate to lots 71 to 76,
block 9, H.B.R., plan ' ,' Edmonton. (Application 1418.)

Judgment reserved. Matter subsequently settled between the parties.

1432. Application of J. C. Dumont for an Order directing the Grand Trunk
Pacific Railway Company to treat with the applicant in respect of the damages sus-
tained by him by the construction of the company's line upon Twenty-first strijet,
Edmonton, or for an Order that the company's plan be cancelled and annulled as to
the Twenty-first street location.

Referred to the Board's engineer to report if the property is damaged by reason
of the exercising of the powers of the railway company.

1433. Application of J. G. Campbell for an Order directing the Grand Trunk
Pacific Railway Company to treat with the applicant in respect of the damages sus-
tained by him by the construction of the company's line from Twenty-first street,
Edmonton, or for an Order that the company's plan be cancelled and annulled as to
paid Twenty-first street location.

Referred to the Board's engineer to report if the property is damaged by reason
of the exercising of the powers of the railway company.

1434. Application of S. F. Mayer and Isaac Pi card for an Order directing the
Grand Trunk Pacific Railway Company to treat with the applicants in respect of
the damages sustained by them by the construction of the companys' line upon
Twenty-first street, Edmonton, or for an Order that the company's plan be cancelled
and annulled as to the Twenty-first street location.

REPORT OF THE COMMISSIOyERS 123

SESSIONAL PAPER No. 20c

Referred to the Board's engineer to report if the property is damaged by reason
of the exercising of the powers of the railway company.

1435. Application of Wm. Johnston for an Order directing the Grand Trunk
Pacific Railway Company to treat with the applicant in respect of the damages sus-
tained by him by the construction of the company's line on the street adjoining the
applicant's land on the east, or for an Order that the plan, so far as it affects the said
street be cancelled.

Referred to the Board's engineer to report if the property is damaged by reason
of the exercising of the powers of the railway company.

1436. Application of J. Gainer & Co., of Strathcona, Alta., for lower minimum
weight on live stock in double-decked cars; also for an Order authorizing the Cana-
dian Pacific Railway Company to rebate to the applicants excessive freight on two
cars of live hogs shipped from Wetaskiwin and Strathcona respectively to Victoria,
British Columbia.

Application dismissed.

1437. Application of the city of Edmonton, under section 227 of the Railway
Act, for authority to cross the level with the lines of its electric street railway with
the necessary poles and wires to transmit power, the lines of the Grand Trunk Pacific
Railway Company and the lines of the Canadian Northern Railway Company at the
intersection of the lines of said companies without the limits of the said city at what
is known as ^Norton road.

Application withdrawn.

1438. Application of the city of Edmonton, under section 227 of the Railway Act,
to cross at level with the lines of its electric street railway, with the necessary poles
and wires to transmit power, the lines of the Grand Trunk Pacific Railway Company
and the lines of the Canadian Northern Railway Company at the intersection of the
lines of said companies at Syndicate avenue, at or near its intersection with Gries-
bach street. (Application 9419. Case 4525.)

Application granted. Order issued. Crossing to be protected by a half inter-
locker.

1439. Application of the city of Edmonton, under section 227 of the Railway
Act, for authority to cross at level with the lines of its electric street railway, with
the necessary poles and wires to transmit power, the lines of the Grand Trunk Pacific
Railway Company and the lines of the Canadian Northern Railway Company, at
the intersection of the lines of said company at Alberta avenue between Charles and
Phillips streets.

Referred to the Board's engineer for report.

1440. xVpplication of farmers of Clover Bar settlement, Alberta, for construction
of subway under the tracks of the Grand Trunk Pacific Railway road allowance
between sections 12 and 13, township 53-23 west of 4th M., between mileage 77.619
and 112.942.

Note. — The Board will hear the complaint of W. F. Stevens that the subway be
constructed as provided by Order of the Board, No. 4179, is only twelve feet wide.

Order made for construction by company of temporary level crossing for farm
implements. Company to have leave to remove under temporary crossing when per-
manent subway constructed with width of at least 20 feet.

1441. Con- plaint of Fullerton Lumber and Shingle Co., Ltd., Vancouver, British
Columbia, alleging discrimination against forest products entering Edmonton, Alberta.
(Application 9868.)

Order made directing Canadian Pacific Railway Company and Canadian North-
ern Railway Company to publish and file joint rates on classes 6 to 10 of the Canadian
classification between Edmonton and all Canadian Pacific points except Strathcona
via Strathcona Junction on the basis of one cent per 100 pounds over and above the
rates of the Canadian Pacific Railway Company to or from Strathcona. The Cana-

124 AMiLU.Il' C'0JI7J//,b'.S70-\i:,A'.V FOIi C AX ADA

9-10 EDWARD VII., A. 1910

dian Northern Railway Company allowed an arbitrary projwrtional of $10 per carload,
regard ess of weight, letween Strathcona Junction and .>^idings in the city of Edmon-
ton, including those owned by the Canadian Pacific Kailway Company, but except-
ing the Griffin packing house, to or from which the Canadian Northern Railway Com-
rany does not exceed rates charged for local traffic between Strathcona and Edmon-
ton.

1442. Ap;)'ieation of the municipal corporation of the township of Sandwich
East, under section 18G of the Railway Act of 1903, for Order directing the Grand
Tiunk Ifailwny to provide, construct and maintain a suitable highway crossing where
the rnilway company intersects the Lesperance road, in the village of Tecumseh.

Note. — This application is set down for the. purpose of considering question of
expense of automatic electric bell and cut-out called for in Order No. 5989, dated
December 31, 1908. (Application 7086.)

Order made that cost of installing electric bell be borne by the townshiiD of
Sandwich East, bell to be maintained at expense of railway company.

1443. Accident on the Canadian Pacific Railway at Adelaide street crossing,
London, Ont., on March 31, 1908; this matter is set down for the consideration of
the question of protection at crossing. (Application 7395.)

Board decided, after viewing the crossing, that no protection was needed at
present.

• 1444. Accident on the Grand Trunk Railway at East London, Ontario, April 24,
1908, at Edgerton street crossing; this matter is set down for the purpose of consider-
ing the question of protection at this crossing. (Application 7758.)

Acjjouined sine die at request of mayor of London.

1445. Complaint of C. T. W. Piper, Vancouver, B.C., respecting filling in by
Grand Trunk Pacific Railway, between Watson Island and Townsite, where the
applicant is constructing a saw-mill, shingle mill, pulp and paper factory, being part
of the Grand Trunk Pacific Railway location, Prince Rupert easterly, mile 50 to 100,
Copper river, approved by the Board's Order, dated April 9, 1908. (Application 3452.
Case 3118.)

Order made that company leave an opening or undertake to compensate if solid
embankment is constructed. Company to elect within one month.

1446. Application of the Brunette Saw-mill Company, New Westminster, B.C.,
for order changing plan location Vancouver, Westminster and Yukon Railway, across
lots 1 and 2, suburban block 1, and lots 4, 5 and 7, suburban block 8, New Westmin-
ster, B.C. (Application 5745. Case 2353.)

Stands for parties to endeavour to arrange a settlement. Subsequently reports
came to the Board that the matter was being arranged.

1447. Application of the municipality of Delta, B.C., under sections 26 and 235
of the Railway Act for an Order restraining Victoria, Vancouver and' Eastern Rail-
way from crossing or interfering with River road, so-called, on the south bank of
the Eraser river, within the municipality of Delta, and for a mandatory Order direct-
ing the Victoria, Vancouver and Eastern Railway to restore the said portion of the
River road to the condition it was in prior to June 30, 1908. (Application 6000.
Case 4431.)

Order made that the various applications made to the Board in this matter be
treated as an application by the railway company for leave to divert the highway in
question, and to acquire the necessary lands for the relocation of the same, as shown
on the plan filed. That authority be given to the railway company to divert the
highway known as the Ladner highway, and to acquire the necessary lands for the
relocation of the same along the route and through the lots as shown on the plan,
upon the following conditions: (1) That the whole matter be referred to J. H. Senk- -
ler, K.C., as sole arbitrator to fix and determine the amount to be paid each and all
land-owners. The arbitrator to have full power and authority to dispose of all ques-

REPORT OF THE COMMISSIONERS 125

SESSIONAL PAPER No. 20c

tions of costs. Also that the railway company, by June 3, 1909, do all work and
furnish all material necessary to put the present Ladner highway as diverted in such
condition as H. J. Gamble, C.E., shall by his report direct. Also that after the com-
pletion of the highway as provided for the companj' shall maintain the same for a
period of three years from the date of completion. Such maintenance to be to the
satisfaction of the said H. J. Cambie. If the municipality of Delta deem the high-
way to be out of repair they may call upon the said Mr. Cambie and the railway
company to do forthwith the necessary work to carry out the Board's order. Also
that all costs payable to the said II. J. Cambie shall be disposed of by the said J. II.
■Senkler, K.C.

1448. Complaint of J. A. Maddaugh, of Vancouver, B.C., that the Victoria, West-
minster and Yukon Railway and the Canadian Pacific Railway have not connected
their lines at Vancouver pursuant to order Xo. 3500, of the 7th of August, 1907.
(Application 5734. Case 2342.)

Order made adding Victoria, Vancouver and Eastern Railway as parties and
directing the connection to be made on or before 1st June, 1909.

1449. Complaint of J. A. Maddaugh, of Vancouver, B.C., respecting rates of the
Victoria, Westminster and Yukon Railway Company, on lumber from British Colum-
bia points to points in the province of Manitoba. (Application 9296.)

Order made that the Great Northern Railway Company forthwith file and publish
rates on lumber, shingles and articles taking same rates via New Westminster or Van-
couver in connection with Canadian Pacific Railway as follows : — From points on the
Victoria, Vancouver and Eastern Railway and Navigation Co.'s line between Vancou-
ver and New Westminster, not inclusive, to points on the Canadian Pacific Railway
west of Winnipeg, except such points as may be rated direct by the Great Northern
Railway Company and its connections, rates based upon one cent per 100 pounds
higher than rates maintained from Vancouver by the Canadian -Pacific Railway Com-
pany, the Victoria, Vancouver and Eastern -Railway and Navigation Company to be
allowed 2^ cents per 100 pounds.

1450. Complaint of R. Robson, Mayook, B.C., alleging poor train service on the
Canadian Pacific Railway on its Crowsnest branch from Mayook to Cranbrook, B.C.
(Application 9026.)

Application dismissed.

1451. Complaint of British Columbia Mills, Timber and Trading Company, of
Burnaby, B.C., alleging excessive freight rates charged on the Vancouver, Westmin-
ster and Yukon Railway from Vancouver to Burnaby, B.C. (Application 7883.)

Order made that the Great Northern Railway Company operating the Vancouver,
W' estminster and Yukon Railway, shall forthwith file and pviblish rates on lumber,
?hingles and articles taking the same rates via New Westminster or Vancouver in eon-
r.ect'ion with the Canadian Pacific Railway Company, as follows : — From points on
Vancouver, Victoria and Eastern Railway and Navigation Co.'s line between Vancou-
ver and New Westminster, not inclusive, to points on the Canadian Pacific Railway,
west of Winnipeg, except such points as may be routed directly by the Great Northern
Railway Company and its connections; rates based upon one cent per hundred pounds
higher than rates maintained from Vancouver by the Canadian Pacific Railway Com-
pany, the Vancouver, Victoria and Eastern Railway and Navigation Company to be
allowed two and one-half cents per hundred pounds.

1452. Application of the Vancouver Board of Trade for refund under Order of the
Board, dated August 11, 1906, in what is known as the Transcontinental Rate Case,
31st July, 1907. (Application 542.)

Application dismissed.

1453. Complaint of A. Thompson, Dewdney. B.C.. respecting express charges of
the Dominion Express Company on milk shipments from Dewdney, B.C. (Applica-
tion 4457.)

Stands pending the final consideration of the question of express rates generally.

126 RAILWAY COMMISISIOXERS FOR CANADA

9-10 EDWARD VII., A. 1910

1454. Application of C. T. W. Piper, Vancouver, B.C., for an order directing the
Great Northern Railway Company to construct a spur to the premises of the Britan-
nia Trading and Lumber Company, Burnaby Lake (near Vancouver, B.C.) (Applica-
tion 4295.)

Application dismissed.

1455. Application of the Victoria, Westminster and Yukon Railway for an Order
under sections 184 and 186 of the Railway Act of 1903, approving of the place and
mode of crossing of their branch line No. 2 from False Creek to Burrard Inlet over
the lane between Parket and Napier streets in the city of Vancouver, B.C. (Appli-
cation 4325. Case 986.)

Application dismissed.

1456. Application of the Victoria, Westminster and Yukon Railway for an Order
authorizing that company to construct a branch line witMn the city of Vancouver
from a point on its main line north of False Creek, B.C. (Application 3698. Case
432.)

Application dismissed.

1457. Application of the Victoria, Westminster and Yukon Railway for an Order
under section 177 of the Railway Act of 1903, approving of the plan and mode of
crossing by their branch line from False Creek to Burrard Inlet in the city of Van-
couver across the tracks of the Canadian Pacific Railway. (Application 4145. Case
807.)

Application dismissed.

1458. Application of the V. W. & Y. Ry., for an Order under section 177 of the
Railway Act of 1903, approving of the place and mode of crossing by the V. W. & Y.
from False Creek to Burrard Inlet of the Canadian Pacific Railway near Burrard
Inlet at Victoria, B.C. (Application 3550. Case 268.)

Application dismissed.

1459. Application of the V. W. & Y. Ry. Co., under sections 184 and 186 of the
Railway Act of 1903, for Order approving of the place and mode of crossing of its
branch line No. 2 from False Creek to Burrard Inlet over Powell street in the city of
Vancouver, B.C. (Application 4319. Case 980.)

Application dismissed.

1460. Application of the V. W. & Y. Ry. Co., for Order under sections 184 and
186 of the Railway Act of 1903, approving of the plans and mode of crossing of their
branch line No. 2 from False Creek to Burrard Inlet over the lane between Hastings
and Princess streets, in the city of Vancouver, B.C. (Application 4320. Case 981.)

Application dismissed.

1461. Application of the V. W. & Y. Ry. Co., for Order under sections 184 and
186 of the Railway Act of 1903, approving of the place and mode of crossing of its
branch line No. 2 from False Creek to Burrard Inlet over the lane between Harris
and Keefer streets in the city of Vancouver, B.C. (Application 4321. Case 982.)

Application dismissed.

1462. Application of the V. W. & Y. Ry. Co., for Order under sections 184 and
186 of the Railway Act of 1903, approving of the place and mode of crossing of its
branch line No. 2 from False Creek to Burrard Inlet, over Barnard street, Vancouver,
B.C. (Application 4322. Case 983.)

Application dismissed.

1463. Application of the V. W. & Y. Ry. Co., for Order uilder sections 184 and
186 of the Railway Act of 1903, approving of the place and mode of crossing of its
branch line No. 2, from False Creok to Burrard Inlet, over Napier street in the city of
Vancouver, B.C. (Application 4335. Case 991.)

Application dismissed.

1464. Application of the V. W. & Y. Ry. Co., for Order under sections 184 and
186 of the Railway Act of 1903, approving of the place and mode of crossing of its

REPORT OF THE COMMISSIONERS 127

SESSIONAL PAPER No. 20c

branch line No. 2, from False Greek to Burrard Inlet, over Harris street in the city
of Vancouver, B.C. (Application 4339. Case 1001.)
Application dismissed.

1465. Application of the Vancouver, Westminster, and Yukon By. Co., for Order
under sections 1S4 and 1S6 of the Eailway Act, 1903, approving of the place and mode
of crossing of their branch line No. 2 from False Creek to Burrard Inlet over Boun-
dary avenue, in the city of Vancouver, B.C. (Application 4318. Case 979.)

Application dismissed.

1466. Application of the V. W. & Y. Ey., for Order under section 177 of the Eail-
way Act, 1903. approving of plans and mode of crossing of its branch line Xo. 2 from
False Creek to Burrard Inlet over the tracks of the B. C. Electric Ey. Co., Limited,
at Harris street in the city of Vancouver, B.C. (Application 4336. Case 998.)

Application dismissed.

1467. Application of the V. W. & Y. Ey., for an Order under section 177 of the
Eailway Act for 1903, approving of the place and mode of crossing over the tracks of
the B. C. Electricc Ey. Co., Limited, Xew "Westminster line, at Venables street in the
city of Vancouver, B.C. (Application 3595. Case 312.)

Application dismissed.

1468. Application of the V. W. & Y. Ey., for an Order under section 177 of the
Eailway Act of 1903, approving of plans and mode of crossing by its branch line No.
2, from False Creek to Burrard Inlet, over the tracks of the Canadian Pacific Eail-
way in the city of Vancouver, B.C. (Application 4315. Case 976.)

Application dismissed.

1469. Application of the V. "W. & Y. Ey. Co., under section 177 of the Eailway
Act, 1903, for an Order approving of the place and mode of crossing over the track of
the British Columbia Electric Eailway Company, Limited, at Harris street, in the
city of Vancouver, B.C. (Application 3596. Case 313.)

Application dismissed.

1470. Application of the Vancouver, Westminster and Yukon Eailway Company,
under section 227 of the Eailway Act, for approval of the plant and mode of crossing
of its branch line No. 2 from False Creek to Burrard Inlet, over the tracks of the
British Columbia Electric Eailway Company, at Powell street in the city of Van-
couver, B.C. (Application 4329. Case 990.)

Application dismissed.

1471. Application of the Vancouver, Westminster and Yukon Eailway Company,
under section 237 of the Eailway Act, for an order approving of the place and mode
of crossing of its branch line No. 2, from False Creek to Burrard Inlet, over the lane
between William and Napier streets in the city of Vancouver, B.C. (Application
4328. Case 989.)

Application dismissed.

1472. Application of the Vancouver, Westminster and Yukon Eailway Company,
under section 237 of the Eailway Act, for an Order approving of the place and mode
of crossing of its branch line No. 2, from False Creek to Burrard Inlet, over Eaymur
avenue, in the city of Vancouver, B.C. (Application 4317. Case 978.)

Application dismissed.

1473. Application of the Vancouver, Westminster and Yukon Eailway Company,
under section 237, for authority to cross Cordova street, with branch line, which com-
mences at point 'A' on another proposed branch line, across south shore of False
Ch*eek east of Westminster avenue, and running to point ' B ' on Burrard Inlet, city
■)f Vancouver, B.C. (Application 4334. Case 995.)

Application dismissed.

1474. Application of the Vancouver, Westminster and Yukon Eailway Company,
under section 237, for authority to cross the lane between Harris and Bernard streets
with branch line, which commences at point 'A' on another proposed branch line.

128 KAILWAY C0MMli>Sl0yi:h'S FOR CAXAftA

9-10 EDWARD VII., A. 1910

across south shore False creek esst of Westminster avenue, running to point ' B ' ou
Eurrard avenue, city of Vancouver, B.C. (Application 4338. Case 1000.)
Application dismissed.

1475. Application of the Vancouver, Westminster and Yukon Railway Company
under section 237, for authority to etoss over Parker street, with branch line, which
commences at point * A ' on another proposed branch line across south shore of False
creek, east of Westminster avenue, and running- to a point ' B ' on Burrard Inlet,
city of Vancouver, B.C. (Application 4333. Case 994.)

Application dismissed.

1476. Application of the Vancouver, Westminster and Yukon Railway, under
section 237, for crossing Westminster avenue by branch line from point ' A ' on main
line to point ' B ' on company's property near Clark drive, in city of Vancouver,
B.C. (Application 4316. C?se 977.)

Application dismissed.

1477. Application of the Vancouver, Westminster and Yukon Railway, under
section 237, for authority to cross Princess street, with branch line, which com-
mences at point ' A ' on another proposed branch line across south shore of False
creek, east of Westminster avenue, and running to point ' B ' on Burrard inlet, city
of Vancouver, B.C. (Application 4323. Case 984.)

Application dismissed.

1478. Application of the Vancouver, Westminster and Yukon Railway, under
section 237, for authority to cross Hastings street, with branch line, which com-
mences at point ' A ' on another proposed branch line across south shore of False
creek, East Westminster avenue,' and running to point 'B ' on Burrard Inlet, city of
Vancouver, B.C. (Application 4330. Case 991.)

Application dismissed.

1479. Application of the Vancouver, Westminster and Yukon Railway, under
section 237, for authority to cross Keefer street, with branch which commences at
point ' A ' on another proposed branch line across south shore of False creek, east
of Westminster avenue, and running to point ' B ' on Burrard Inlet, city of Van-
couver, B.C. (Application 4324. Case 985.)

Application dismissed.

1480. Application of the Vancouver, Westminster and Yukon Railway, under
section 227, for authority to cross tracks of British Columbia Electric Railway at
Venables street, with branch line which commences at point ' A ' on another pro-
posed branch line across south shore of False creek, east of Westminster avenue, and
running to point ' B ' on Burrard Inlet, city of Vancouver, B.C. (Application 4331.
Case 992.)

Application dismissed.

1481. Application of the Vancouver, Westminster and Yukon Railway, under
(Section 237, for authority to cross Venables street with branch line, which commences

at point ' A ' on another proposed branch line across south shore of False creek, east
of Westminster avenue, and running to point ' B ' on Burrard Inlet, city of Van-
couver. (Application 4332. Case 993.)
Application dismissed.

1482. Application of the Vancouver, Westminster and Yukon Railway, under
section No. 237, for avithority to cross lane between Keefer and Princess streets,
with branch line which commences at point ' A ' on another proposed branch across
south shore of False creek, east of Westminster avenue, and running to point ' B '
on Burrard Inlet, city of Vancouver, B.C. (Application 4337. Case 999.)

Application dismissed.

1483. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 177 of the Railway Act, 1903, for an Order approving the place and

REPORT OF THE COMMISSIOXERS 129

SESSIONAL PAPER No. 20c

mode of crossing over the track of the British Columbia Electric Railway Company,
Limited, on Powell street, in the city of Vancouver. (Application 3559. Case 275.)

Application dismissed.

1484. Application of the Vancouver, Westminster and Yukon Railway Company
for approval of crossing by its branch line, which commences at point ' A ' on another
proposed branch line, across the south shore of False creek, east of Westminster
avenue, and running to point ' B ' on Burrard Inlet, over the lane between Hastings
and Cordova streets, in the city of Vancouver, B.C. (Application 4327. Case 988.)

Application dismissed.

14S5. Complaint of R. Robertson & Co., Vancouver, B.C., respecting freight
rates of the Canadian Pacific Railway Company to Ladysmith, British Columbia,
as covered by supplement 7 to C.R.C., No. W. 542, effective April 10, 1908. (Ap-
plication 9308.)

Application dismissed.

1486. Complaint of the Trades and Labour Council, Vancouver, British Colum-
bia, that the Canadian Pacific Railway Company is running its trains from Van-
couver without proper inspection. (Application 8371.)

Application dismissed.

1488. Application of the Vancouver and Lulu Island Railway Company, for an
Order authorizing a proposed deviation from plan of branch line on the south side of
False Creek. (File 344.)

Dismissed.

1489. Complaint of the municipality of Burnaby and Coquitlam, B.C., regarding
defective cattle guards on the line of the Vancouver, Westminster and Yukon Railway
or the Vancouver, Victoria and Eastern Railway and Navigation Company. (File
1875).

Order that the Vancouver, Victoria and Eastern Company within four months
replace all cattle guards upon their line with guards in accordance with the blue print
upon the file.

1490. Complai^^t of the municipality of Burnaby regarding fares charged on cer-
tain portions of the British Columbia Electric Railway Company's Inter-tirban line
between Vancouver and Xew Westminster.

Withdrawn.

1491. Application of the Alaska Pacific Express Company for approval of its
contract forms. (Application 4537. Case 1202.)

Judgment reserved.

1492. Application of the Vancouver Power Company, Limited, for an Order sanc-
tioning the erection and maintenance of a line of wires for the conveyance of electric
power across the tracks of the Canadian Pacific Railway Company at the Second
Narrows, Burrard Inlet, Vancouver, B.C. (File 1746.)

Order to issue in terms of draft attached to file.

1493. Complaint of W. R. Austin alleging insufficient protection in the matter
of cattle guards on the Canadian Pacific Railway in that district. (File 9436.)

Judgment reserved, to be considered with the general question.
1494. Complaint of Alister Thompson, Dewdney, B.C., regarding the unprotected
track of the Canadian Pacific Railway Company at Dewdney, B.C. (Application
9883).

Stands to be dealt with after the disposition of question of a general Order of
Board re cattle guards set down for hearing in Ottawa on 4th May, 1909.

1495. Complaint of Fred Allen, et all, regarding the extension of the railway sid-
ing now terminating at the western Boundary of the Pacific Coast Mill Company on
Coal Harbour.

Application refused.

20c— 9

130 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1496. Complaint of Mission District Board of Trade, Mission City, Britisli
Columbia, that railway company has not built new station promised last year. (Appli-
cation 9259.)

Stands on statement of counsel that railway intends to go on with work as soon
as weather is favourable.

1497. Complaints of Albert Milton against the Vancouver, Victoria and Eastern
Railway and Navigation Company (18 in all), (File 9861. Case 4806.)

Order made directing Great Northern Railway Company to erect fences, construct
swing gates and farm crossings. Work to be completed by 3rd May, 1909.

1498. Complaint of Mr. Kenworthy against the Canadian Pacific Railway Com-
pany regarding repairs to a dike at Dewdney, B.C. (Application 9862. Case 4807.)

Plans to be filed by applicant for approval ; pending this being done, matter stands.
Consent of the railway company to be obtained.

1499. Complaint of R. Hay, of Barnet, B.C., regarding damages for cattle killed
on right of way of Canadian Pacific Railway Company, (File 9506.)

Dismissed, Board holding it has no jurisdiction.

1500. Complaints of Messrs. Murphy, McKenzie, Milton, Armstrong and Shannon
regarding farm crossings, gates, fences and cattle gxiards on the Vancouver, Victoria
and Eastern and Great Northern Railway at and near Cloverdale, B.C. (Application
9858. Case 4804.)

Order made directing Great Northern Railway Company to erect fences, construct
swing gates and farm crossings — work to be completed by 3rd May, 1909.

1501. Complaint of Messrs. Shannon, Milton and Murphy against the New "West-
minister Southern and Great Northern Railway Companies regarding flood gates on
the north side of Nicomekle river and on the east side of the railway track. (Applica-
tion 9859. Case 4805.)

Order made as in previous file No. 9858, Case 4808.

1502. Complaint of Alexander F. Latts, of Port Moody, B.C., regarding damages
for cow killed on the line of the Canadian Pacific Railway Company.

Application dismissed, no jurisdiction.

1503. Application of the Vancouver, Victoria and Eastern Railway and Naviga-
tion Company, for an or;ler, under section 252 of the Railway Act, sanctioning the
placing and maintaining of crossings over lot 23, Group 2, New Westminster Dis-
trict, B.C.

Application refused.

1504. Application of the city of Vancouver, under sections 256 and 257 of the
Railway Act, for leave for the construction of a bridge for highway purposes over the
tracks of the Canadian Pacific Railway Company at the intersection of the northerly
5hore of False Creek and Fourth avenue, Vancouver, British Columbia. (Application
9865. Csse 4809.)

Application granted. Order issued.

1505. Com.plaint of H. T. Thrift of lack of accommodation for either passengers
or freight at Hazelmere Stati<3n, B.C. (Application 9841.)

Judgment directing railway company to provide reasonable and proper facilities
for public at Hazelmere. Formal Order not to issue for thirty days to allow time for
Great Northern Railway Company to api>eal on question of jurisdiction.

1506. Application on behalf of Mrs. H. M. Milsted for an Order that the Vancouver,
Victoria and Eastern Railway and Navigation Company proceed immediately to con-
struct fences along its right-of-way, on both sides, passing through lot 8, Abbottsford
Townsite, New Westminster District, B.C., and the northeast quarter of section 15,
township 16, New Westminster District, B.C., and along the highway adjoining said
right-of-way on the southerly side thereof. (Application 9866. Case 4810.)

Order made directing railway company to construct proper fences with gates at
farm crossings by 3rd April, 1909.

REPORT OF THE COMMISSIONERS 131

SESSIONAL PAPER No. 20c

1507. Application of the Grand Trunk Railway, under sections 256 and 257, for
Order approving of overhead farm crossing to be constructed at mile post 125-12
(between London and Windsor, lot 27, con. 3, township of London, on Anthony Dickie
lands. (Application 1707. Case 1673.)

Order made granting application to construct bridge and approaches thereto for
vehicular traffic at both ends and a separate one for cattle at north end and for pur-
poses of a farm crossing over tracks of applicant company on farm of A. M. Dickie,
Grand Trunk Eailway, at its own expeiise to remove present cro&sing over Canadian
Pacific Eailway, and place at the point shown on plan. "When the work is completed
as set forth in the order, the applicant company to compensate Dickie for damage,
if any, done to him by the raising of the bridge and the diversion of the main
approach. Amount to be determined by agreement or arbitration under the provi-
sions of the Railway Act. Bridge to be completed by October 7, 1909.

1508. Consideration of the question of protection of road crossing in the village
of Dutton, Ontario, by the tracks of the Michigan Central and Pere Marquette Rail-
road companies. (Application 9437. Case 4576.)

Order made that the crossing be protected by folding gates, to be installed by
the Michigan Central Railroad Company by May 1, 1909. Gates to be operated
between 7 a.m. and 7 p.m. daily, except on Saturdays, when to be operated until mid-
night. Cost of installing gates and erecting tower to be borne equally between the
Michigan Central Railroad Company and the Pere Marquette. The cost of main-
tenance and operation to be borne: 55 per cent by the Michigan Central Railroad
Company, 25 per cent by the Pere Marquette, 10 per cent by the village of Dutton,
10 per cent by the township of Dunwicke.

1509. Consideration of the protection of level crossing in the village of Rodney,
Ontario, by the Michigan Central and Pere Marquette Railroad Companies. (Appli-
cation 9437. Case 4575.)

Order made that the crossing be protected by folding gates, to be installed by
the Michigan Central Railroad Company by May 1, 1909. Gates to be operated
between 7 a.m. and 7 p.m. daily except on Saturdays, when to be operated until mid-
night. Cost of installing gates and erecting tower to be borne equally between the
Michigan Central Railroad Company and the Pere Marquette Company. Cost of
maintenance and operation to be borne : 55 i>er cent by the Michigan Central Railway,
25 per cent by the Pere Marquette, 10 per cent by the village of Rodney, and 10 per
cent by the township of Aldsborough.

1510. Accident on Michigan Central Railway at West Lome, Ont., January 9,
1909.

XuTE. — This matter is set down for the purpose of considering the matter of
protection at level crossing in the village of West Lome, just east of the station.
(Application 9415.)

Order made that the crossing be protected by folding gates, to be installed by
the Michigan Central Railroad Company by May 1, 1909. Gates to be operated
between 7 a.m. and 7 p.m. daily, except on Saturdays, when to be operated until
midnight. Cost of installing gates and erecting tower to be borne equally between
the Michigan Central Railroad Company and the Pere Marquette Company. Cost
of maintenance and operation to be borne: 55 per cent by the Michigan Central
Railroad Company, 25 per cent by the Pere Marquette, 10 per cent by the village of
West Lome, and 10 per cent by the township of Aldsborough.

1511. Complaint of the municipality of Xorth Cowichan, B.C., per James Nor-
cross, alleging dangerous condition of crossing at Duncan, British Columbia, and
requesting that an automatic signal be provided. (Application 8142.)

Order made directing railway company to remove section foreman's house at
crossing to a point at least 75 feet from its right of way by May 15, 1909.
20c— 9*

132 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1512. Application of the Pacific Coast Coal Company, Limited, and South Wel-
lington Coal ]\]ines, Limited, tinder section 250, for authority to lay a wooden box
containing- an air and steam pipe under tracks of the Esquimalt and Nanaimo Rail-
way Company near South Wellington, on section 14, range G, Cranberry District.

Application granted.

1513. Application of the Chief Commissioner of Lands and Works, province of
British Columbia, under section 237, for an Order directing the Nicola, Kamloops
and Similkameen Coal and Railway Company to improve all diversions and highway
crossings between Spence's bridge and Nicola, B.C., particularly at point 28J and
30J miles from Spence's ]h-idge. (Application Y055. Case' 3060.)

Order made that the Nicola, Kamloops and Similkameen Coal and Railway Com-
pany forthwith improve for the protection, safety and convenience of the public all
diversions and encroachments upon the highway by the said company along its line
of railway, between Spence's Bridge and the townsite of Nicola, and more particularly
with reference to the diversions and encroachments upon the public highway at the
points on its line of railway between the bridge of the company over the Nicola river,
situated about 28i miles from Spence's Bridge, and the eastern boundary of the
railway belt, as directed and required by the Chief Engineer of the Department of
Lands and Works of the province of British Columbia. Also that in the event of
any dispute arising as to the compliance with the terms of the order or otherwise,
ithe same shall be settled by the Board.

1514. Application of the Government of British Columbia, per John J. Fulton,
Chief Commissioner of Land and Works, for an Order directing the railway company
lo construct suitable highway crossings, cattle guards, planldng, cross fences, at
Rupert street, Renfrew street, Angus road, and Nanaimo street, townsite of Hastings,
British Columbia. (Application 8716.)

Order made that railway company at its own expense construct suitable highway
crossings at Rupert street as soon as street is opened up and an overhead bridge not
less tha'n 20 feet wide at Nanaimo street as soon as street is opened up.

1515. Application of the Chief Commissioner of Lands and Works, province of
British Columbia, imder clause No. 237, for an Order directing the Esquimalt and
Nanaimo Railway Company and the Wellington Colliery Company to provide suit-
able overhead crossing 1^ miles from Ladysmith station, British Columbia. (Appli-
cation 6682. Case 2827.)

Order made granting leave to applicant to construct highway bridge over the two
railways near Ladysmith station, British Columbia. Cost to be divided as follows:
one-half by Colliery Company, I by Railway company, and i by Government.

115a. Complaint of R. Carter, Courtney, B.C., respecting the freight and passen-
ger rates on the Canadian Pacific Railway to Comox and Cumberland. (Application
4607. Case 1312.)

Application dismissed.

1516. Application by the solicitor for His Majesty's Attorney General for British
Columbia in connection with the resolution of the Legislative Assembly of British
Columbia for an Order placing British Columbia in the same and as favourable condi-
tion in respect to tolls for freight and passenger traffic over the Canadian Pacific
Railway through British Columbia as are other portions of the Dominion of Canada
over the main line of said railway. (Application 4747.)

Application fails. If applicant desires to give evidence for purpose of establish-
ing that the rates now charged in British Columbia are unreasonably high or that
discrimination exists, leave will be granted.

1517. Complaint of F. W. Logan, Provincial Dairy Commissioner, province of
British Columbia, against express rates charged by Dominion Express Company and
Canadian Pacific Railway on milk shipments in that province, also conditions imposed
by Canadian Pacific Railway. (Application 5097.)

Stands to be considered after the general question of express rates is dealt with.

REPORT OF THE COMlII8SI01>i'ERS 133

SESSIONAL PAPER No. 20c

1518. Complaint of the Central Farmers' Institute of British Columbia, alleging
inadequate protection afforded stock along the line of railways in British Columbia,
with respect to cattle guards and the proper fencing of railway rights of way. (Appli-
cation 9307.)

Stands to be disposed of after general question re cattle guards is dealt with at
May, 1909, sittings of Board in Ottawa.

1519. Application of the Grand Trunk Pacific Railway Company, under section
ITS of the Eailway Act, for leave to take a right of way 200 feet in width across gov-
ernment lands between the east line of township 12, range 13, west 1st meridian, and
the eastern boundary of the province of British Columbia. (Application 9085. Case
4343.)

Refused.

1520. Application of the Pacific Coast Coal Mines, Limited, under sections 222
and 227 of the Eailway Act for authority to construct a spur, making connection be-
tween the tipple at South Wellington mine, situated in Cranberry district, Vancouver
Island, and tracks of the Esquimalt and Xanaimo Railway Company. (Application
S902. Case 4212.)

After Bill Xo. 62 receives Royal assent the coal company to file plans for an under
crossing of the Esquimalt and Xanaimo Railway when, if same approved by Board's
engineer, order to go for crossing at the expense of the applicant.

1521. Application of the city of Victoria, for an Order to renew, rescind, or vary
order Xo. 3731, and for an order under section 238 of the Railway Act that the Esqui-
malt and Xanaimo Railway Company submit to the Board a plan and profile of the
railway at the place or point where the said line crosses the land known as the old
Esquimalt road in Victoria west; and for an Order imder section 237 of the Railway
Act to construct a level crossing for vehicular traffic; and to remove the existing
fences across the said highway. (File 5663. Case 2292.)

Leave granted to open the street in question across the railway. The railway
company to do the necessary grading and planking for the crossing; city to maintain
crossing when constructed. Formal order to • issue when city furnishes evidence by
affidavit that trees in question have been removed and that binding arrangements have
been made that buildings will not be erected on the vacant lot referred to in evidence.

1522. Application of the Quamichan Mill Company for authority to construct a
crossing over the tracks of the Esquimalt and Xanaimo Railway at a point 1^ miles
north of Duncan, British Columbia. (File 9433. Case 4541.)

Application granted. In the terms of agreement between the parties.

1523. Complaint of Steve Huntley of Xokomis, Sask., that the Grand Trunk Paci-
fic Railway Company has fenced the road allowance in such a way as to prevent him
from obtaining easy access to a portion of his farm.

Stands to be heard at Ottawa.

1524. Application of the Honourable the Minister of Public Works of British
Columbia for an Order directing the Canadian Pacific Railway Company to provide,
construct, and maintain a suitable highway crossing at or near a point west of the
Columbia river where the railway intersects the Eagle Pass, or at such other point as
the Board may direct.

Order to go in terms of agreement.

1525. Application by G. E. & X. to construct spur in Victoria to Wilson & Com-
pany, Limited.

Granted. Engineer to report.

1526. Complaint by the Deputy Attorney General as to fires being caused by the
Esquimalt and Xanaimo Railway Company during the summer months.

Reserved.

1527. Application of the St. Mary's and Western Railway, under septions 222 and
227, for authority to construct a spur across the tracks of the Grand Trunk Railway

134 RAILWAY COMMISSIONERS FOR C AX AD A

9-10 EDWARD VII., A. 1910

to the premises of the J. D. Moore & Company, and D. Maxwell & Sons, St. Marys,
Ontario. (Application 8814. Case 4154.)
Application granted. Order issued.

1528. Application of the Canadian Pacific Eailway Company, under sections 222
and 237 of the Railway Act, for an Order authorizing the construction, maintenance
and operation of a branch line of railway, or spur, in the city of Montreal, commenc-
ing from a point on the centre line of the most westerly track leading to the freight
car repair shop of the said company, distant about 250 feet northerly from the north-
erly end of freight car shop, thence in a southwesterly and northwesterly direction
across De Levis street to and into the premises of the Montreal Gas Company, now
leased to the Montreal Light, Heat and Power Company, situate on Cadastral lot 159
in the Hochelaga ward of the city of Montreal, a distance of about 1,780 feet, together
with another siding about 550 feet in length. (Adjourned hearing.) (Application
S152. Case 3708.)

Application granted. Order issued.

1529. Application of the Niagara, St. Catharines and Toronto Railway Company,
under section 227 of the Railway Act, for an order granting the company authority to
connect its tracks with the tracks of the Toronto, Hamilton and Buffalo Railway Com-
pany in lot 27, con. 6, township of Crowland, county of Welland, Ont. (Application
8838. Case 4176.)

Application granted. Order issued.

1530. Application of the Grand Trunk Railway Company, under section 29, for
under section 227 of the Railway Act, for an Order granting the company authority to
derails on each side of the crossing of the Grand Trunk tracks on Charlotte street,
Peterborough, Ont. (Application 650. Case 3464.)

Application granted. Order issued.

1531. Application of the Canadian Xorthcrn Ontario Railway Company under
section 237 of the Railway Act, for authority to construct its line of railway acrosss
certain highways in the township of Gloucester, county of Carleton, between mileage
48-27 and 54-6 west from Hawkesbury, Ontario. (Application 8770. Case 4122.)

Application granted. Order issued.

1532. Application of the National Board of Trade, under sections 269 and 284
for the adoption by the Board of regulations (a) prohibiting the practice of spitting
in railway cars, railway stations and waiting rooms except in proper receptacles pre-
pared for the purpose, and (h) requiring the railway companies to properly clean and
disinfect railway cars, station and waiting rooms in order to prohibit the dissemin-
ation of tuberculosis or other infectious diseases. (Application 1708. Case 4502.)

(Next case numbered 1534, as one case was stricken out.)

1534. Complaint of the Royal Northwest Mounted Police, re alleged 'dangerous
highway crossing of the Calgary and Edmonton Railway (Canadian Pacific Railway)
range 27, mile 25-5, town of Claresholm, Alberta. (Application 8696.)

Order made that railway company put the crossing between townships 11 and 12
in proper condition, also widen the partial diversion on the northeast quarter of sec-
tion 36, township 11, range 27 and leave granted company to expropriate lands for
such purpose.

1535. Application of the town of Claresholm, Alberta, under section 186 of the
Railway Act, 1893, for an Order directing the Canadian Pacific Railway to provide
and construct a suitable highway crossing where the company's railway intersects
Third avenue, in the centre of the said town of Claresholm, Alberta. (Application
3783. Case 499.)

Order made that applicant at its own expense secure lots 15, 16 and 17 or parts
thereof and do necessary grading for said street through block ' B ' up to west side
of Canadian Pacific yard?.

REPORT OF THE C02IMISSI0\ERS 135

SESSIONAL PAPER No. 20c

1536. Application of the Canadian Pacific Railway, under section No. 167 of
the Railway Act, for an Order authorizing diversions in its Crowsnest branch between
Peigan and Crowsnest, Alberta. (Application 6902. Case 2951.)

iSToTE. — This application is set down for consideration of the complaint of the
towns of Cowley, Pincher Creek, Burmiss and Blairmore, Alberta, with respect of
this diversion.

Order made amending order No. 6251 as follows : —

New townsite of Cowley to be located on northeast corner of section 17, west
side of track, applicant company granted leave to expropriate lands necessary for a
new townsite.

Applicant company to adjust with owners of present lots in Cowley location of
their holds in the new townsite, and if that cannot be worked out to the satisfac-
tion of owners and applicant company within six months from date, all, if any, of
such owners and the company to have leave to apply to the Board to adjust dif-
ferences.

All matters between village council, owners and company, that cannot be decided
amicably reserved for disposition by the Board.

That the proposed site of the new station at Blairmore, be submitted to the Vil-
lage Council of Blairmore before being approved of by Board.

Leave granted to the company to expropriate all lands required for new locations
of stations of Pritchard Creek and Blairmore.

1537. Application of the Canadian Pacific Railway, under section 29 of the Rail-
way Act, to amend the Order of the Board dated February 3, 1908, made upon the
application of the Northwest Jobbing and Commission Company, for an Order under
section 226 of the Railway Act, directing the Canadian Pacific Railway, the Alberta
Railroad and Irrigation Company, or both of the said companies, to construct and
provide a suitable branch or spur from the line of one of the said companies, or from
the lines used jointly by them in their yards in the city of Lethbridge, province of
Alberta, to the warehouse of the applicant company, in the said city, according to
the plan on file with the board under case No. 460, file No. 3955, so as to vary the
location of the said spur line and defiine the method of construction thereof, and
directing the said Northwest Jobbing and Commisison Company to pay into court
an amount sufficient to cover the cost of the said spur if constructed in accordance
with this application. (Application 3955. Case 3583.)

Order made amending order 4353, by striking out the operative part of said order
and placing thereafter the following clause: —

That the Pacific Company be, and is hereby directed to construct, maintain and
operate a branch line of railway or spur from a point marked ' R ' on the present
freight spur; thence curving across Baroness road to the east side of Smith street;
thende along Smith street to the north side of Dufferin street; in the city of Leth-
bridge, province of Alberta, a distance of fourteen hundred and forty-five feet, as
shown in yellow, to the north side of Redpath street, and in red from the north side
of Redpath street to the north side of DufFerin street, on the plan on file with the
Board under case No. 3583, File 3955, which is hereby approved.

1538. Peition of the local union of the United Mineworkers Board of Trade and
storekeepers, of Taber, Alberta, complaining against the freight rates of the Canadian
Pacific Railway on coal shipments.

Also alleged failure of the Canadian Pacific Railway to supply an adequate
number of cars for the movement of coal traffic. (Application 8626. Case 4036.)
Application dismissed.

1539. Complaint of the Alberta Farmers' Association and the Carston Board of
Trade resi)ecting freight, passenger and express rates charge on the Alberta Railway
and Irrigation Company to and from Cardston, Alberta. Also alleged non-billing and
posting of tariffs at station in accordance with Railway Act. (Application 3744."^

Stands for judgment, referred to chief traffic officer for a report.

136 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1540. Complaint of F. W. Godsall, of Cowley, Alberta, respecting passenger
rates on the Canadian Pacific steamers between ports of call on the Kootenay and
Arrow lakes, B.C. (Application 5889.)

Application dismissed.

1541. Complaint of J. G. Swinney, Cowley, Alberta, alleging excessive express
rates charged by Dominion Express Company on milk from Cowlej', Alberta, to

.ichel, British Columbia. (Application 4370.)
Applicatior> "'^missed.

1542. Complaint of F. W. Godsall, Cowley, Alberta, alleging excessive express
rates between Winnipeg and Cowley. (Application 4896.)

Application dismissed.

1543. Application Edmonton Board of Trade re use of lignite coal on locomotives.
Reserved.

1544. Petition of the residents of Westbank, British Columbia, requesting that
the Canadian Pacific Eailway Company's steamers deliver mail and passengers at least
three times a week at their wharf. Hall's Landing. (Application 7307.)

Application dismissed.

1545. Application of the city of Revelstoke, British Columbia, that the Canadian
Pacific Railway be asked to make arrangements towards the construction of a bridge
for trafiic in connection with proposed new railway bridge across the Columbia River
at Revelstoke, British Columbia. (Application 3885.)

Application dismissed.

1546. Complaint of R. G. Sidley, of Sidley, British Columbia, that the Vancou-
ver, Victoria and Eastern Railway is discriminating in favour of the United States
towns in regard to railway facilities in British Columbia. (Application 5039.)

Application dismissed.

1547. Complaint of the Columbia Flouring Mills Company, Ltd., Enderby, Brit-
ish Columbia, against the Canadian Pacific Railway, alleging they are not complying
with section 236 of the Railway Act, with respect to company's rails where they cross
Mill street, town of Enderby, British Columbia. (Application 9172.)

Judgment reserved, to look into the question as to whether Mill street is a high-
way or not. Application subsequently granted.

1548. Application of the Vancouver, Victoria and Eastern Railway, under sec-
tion No. 222, for authority to construct a branch line to connect main line with the
international boundary near Myncaster, district of Yale. (Application 5369. Case
1981.)

Application dismissed.

1549. Application of the city of Grand Forks, British Columbia, under section
29, for an Order varying Order of the Board, dated 23rd October, 1907, granting leave
to the K. V. R. Ry. to cross Main street, city of Grand Forks. (Application 5736.
Case 2343.)

Application granted.

1550. Application of the city of Grand Forks, British Columbia, imder section
29, for an Order varying Order of the Board, dated 23rd October, 1907, granting leave
to the K. V. R. Ry. to cross Bridge street, city of Grand Forks, British Columbia.
(Application 5743. Case 2334.)

Application granted. Order issuer.

1551. Application of the city of Grand Forks, British Columbia, vmder section
29, for an Order varying Order of the Board, dated 23rd October, 1907, granting leave
to the K. V. R. Ry. to cross Winnipeg avenue, city of Grand Forks, British Colum-
bia. (Application 5741. Case 2345.)

Application granted. Order issuer.

1552. Application of the city of Grand Forks, under section 29, for Order varying
Order of the Board, dated 23rd October, 1907, granting leave to K. R. V. Ry. to cross

REPORT OF THE COilMISSIOyERS 137

SESSIONAL PAPER No. 20c

Victoria avenue, city of Grand Forks, British Columbia. (Application 5737. Case
2346.)

Application granted. Order issued.

1553. Application of the city of Grand Forks, British Columbia, under section 29,
for an Order varying Order of the Board, dated 23rd October, 1907, granting leave to
Kettle River Valley Railway to cross Fifth street in the city of Grand Forks, B.C.
(Application 5739. Case 2348.)

Application granted. Order issued.

1554. Application of the city of Grand Forks, British Columbia, under section 29,
for Order varying Order of Board, dated October 23, 1907, granting leave to the Kettle
River Valley Railway to cross Alexandra avenue, city of Grand Forks, British Col-
umbia. (Application 5740. Case 2349.)

Application granted. Order issued.

1555. Application on behalf of the city of Grand Forks. British Columbia, under
section 29, for Order varying Order of the Board, dated October 23, 1907, granting
leave to Kettle River Valley Railway to crosss Sixth street, city of Grand Forks, Brit-
ish Colum-bia. (Application 5742. Case 2350.)

Application granted. Order issued.

1556. Application of the city of Grand Forks, British (Columbia, imder sections
229, 274 and 275 of the Railway Act for Order directing Columbia and "Western Rail-
way Company to adopt a signal service at its crossing of Riverside avenue, city of
Grand Forks, British Columbia. (Application 9141. Case 4435.)

Order made for installation of electric bell by company at its expense, one half
cost of maintenance to be borne by the city; speed limit of ten miles an hour.

1557. Complaint of the Board of Trade of Greenwood, British Columbia, alleging
irregularity in freight and passenger rates on the Victoria, Vancouver and Eastern
Railway, involving unjust discrimination against British Columbia points on the V.
V. & E. Ry., in favour of points in State of Washington. (Application 9264.)

Application refused.

1558. Complaint of the Vernon Fruit Company of Vernon, British Columbia,
alleging excessive freight rates charged by the Canadian Pacific Railway on fruit
shipments from Peachland to Victoria, British Columbia, also against the minimum
carload weight on such shipments. (Application 8911.)

Application withdrawn.

1559. Complaint of the Fruitvale Fruit Growers Association, against condition of
fences, station accommodation for handling of freight and express on the Great Nor-
thern Railway at Fruitvale, British Columbia, also request that the railway company
appoint an agent at that point. (Application 8868.)

Order made for erection of station and freight shed within one month. Local
parties to furnish wire and put same on telegraph posts after railway company; the
latter to put an in the station. Connection at Salmo.

1560. Consideration of the terms of Order No. 2115, November 16, 1906, respect-
ing interwitching charges at Rossland. British Columbia, as between the Red Moun-
tain Railway and the Columbia and Western Railway Companies. (Application 5.)

Judgment reserved.

1561. Application of the Board of Trade of Nelson, British Columbia, respecting
freight rates on the Canadian Pacific Railway to and from that point. (Application
5664.)

Application dismissed.

1562. Complaint of F. W. Godsall, Cowley, Alberta, against alleged delay by the
Canadian Pacific Railway Company in running of trains between Cowley and Nelson.
(Application 4896.)

Application dismissed.

138 RAILWAY COMMISSIOyEIiS FOR CANADA

9-10 EDWARD VII., A. 1910

1563. Application of Frnnk Miller, Coliuiibia, British Columbia, for an Order
directing the Kettle River Valley Railway Company to provide a crossing or bridge
in front of his residence, Columbia, British Columbia. (Application 2283.)

Application withdrawn upon railway company undertaking to put in crossing.

1564. xipplication of the Canada Zinc Company, Limited, for authority to cross
the Canadian Pacific Railway Company's (Proctor branch) tracks with transmission
wires near Station, B.C., 76, one mile from Nelson, British Columbia. (Application
7556. Case 3297.)

Upon affidavit being filed within thirty days by applicant that poles have been
protected to satisfaction of the railway company order to go, otherwise application re-
fused.

1565. Application of the Hasting Exploration Syndicate, Limited, for a station
agent at Erie, British Columbia, on the line of the Nelson and Fort Sheppard Railway.

Application withdrawn,

1566. Complaints of the Okanagan Board of Trade regarding freight rates on
fruit.

Application withdrawn.

1567. Complaint of Robert Robson of Mayook, British Columbia, alleging jwor
train service on the Canadian Pacific Railway on the Crown West branch from
Mayook to Cranbrook, British Columbia.

Application withdrawn.

1568. Complaint of A. E. "Watts that railway companies do not comply with
Provincial or Dominion Acts of Parliament in the matter of keeping their right of
ways clear of inflammable material.

Application withdrawn.

1569. Complaint of A. E. Watts that no station accommodation of any kind is
provided by the Canadian Pacific Railway Company for passengers or freight at
Wattsburg, and that the Dominion Express Company has refused to deliver goods at
Wattsburg.

Order made that railway company file plans within two months, and upon approval
te erect station at Wattsburg within four months from date of Order.

1570. Complq.int of the Cranbrook Eernie Earmers' Institute that cattle guards
on the line of the Canadian Pacific Railway Company are totally inadequate for the
protection of cattle and other stock. (Application 9848, Case 4879).

Stands pending consideration of a general Order regarding cattle guards, &c.

1571. Application of the Cranbrook-Eernie Farmers' Institute for an order to
compel the Canadian Pacific and other railway companies to re-open and restore cer-
tain public roads they have destroyed, obstructed and obliterated wherever such roads
are required for iise by the public in British Columbia. (File 9848. Case 4878).

Stands for judgment, .the company undertaking to investigate as to the obstruc-
tions (if any), and report as to the same.

1572. Petition of the Legislative Assembly of Manitoba, asking that railways
operating in the province of Manitoba be required to pay demmurrage in all cases
where such companies are not able or fail to furnish cars within one week after being
ordered, said demurrage to be at the same rate per day as charged by railway com-
panies when a car is not loaded in a given time after being placed at a loading plat-
form or elevator, and to be deducted from the freight rate. (Application 4235.)

Stands until next sittings of Board in Winnipeg at the request of Attorney
General for province of Manitoba.

1573. Application of the city of Winnipeg, Manitoba, for an order directing the
Canadian Pacific Railway Company to remove its tracks from McPhillips slieet, Win-
nipeg, Manitoba. (Application 2050).

Stands at request of all parties pending the making of a formal agreement be-
tween the city of Winnipeg and the Canadian Pacific Railway Company. Copy to be
filed with Board.

REPORT OF THE COilMISSIOXERS 139

SESSIONAL PAPER No. 20c

1574. Application of the city of Winniijeg for an Order approving of the plans of
the Salter street bridge across the tracks of the Canadian Pacific Railway Company at
Wiimipeg, Manitoba. (File 30S4.)

Stands at request of all parties pending the making of a formal agi-eement between
the city of "Winnipeg and Canadian Pacific Railway Company Copy to be filed with
Board.

1575. Application of M. McGregor of Eagleton, P.O. (Tilston, Manitoba), for a
*;emi-weekly mail service by train instead of by stage or mail carrier system; for an
Order that an agent be placed at the station in question, and for an Order directing
the Canadian Pacific Railway Company to rename the town of ' Eagleton.'

Application dismissed.

1576. Complaint of M. McGregor, of Tilston, Manitoba, on behalf of the farmers
and citizens of that town against the poor service of the Canadian Pacific Railway
between Lauder and Tilston, Manitoba. (Application 9125.)

Application dismissed.

1577. Application of the Kemp Manufacturing Company and Winnipeg Ceiling
and Roofing Company for an Order directing the railway companies to equalize their
freight rates on metallic shingles and sidings from eastern points to Manitoba, Sas-
katel'.ewan and Alberta, as against the freight rates on the manufactured products.
(Application 4756. Case 1460.)

Judgment reserved.

1578. Complaint of John Kerr of Franklin, Manitoba, regarding freight rates on
vegetables shipped from Franklin to Winnipeg. (Application 9796.)

Stands for judgment.

1579. Petition of residents of Broderick, Sask., for an appointment of an agent
by the Canadian Pacific Railway Company at that point. (File 9479.)

Stands for judgment. Company to file statement of earnings at station in
question.

15S0. Complaint of London Fence Company regarding the crossing of Broadway
street, Portage la Prairie, Manitoba, by the tracks of the Canadian Xorthern Railway
Company. (Application 6255.)

Judgment of Board that agreement between the complainant and railway com-
pany should be carried out. Railway consents to pay expense of hydrant if city
extends water main.

1581. Complaint of Union of Manitoba Municipalities requiring cattle guards on
the various railroads in Manitoba. (Application 9818.)

Stands for consideration of general question.

1582. Petition of settlers in the vicinity of the Thunder Hill branch of the Cana-
dian Northern Railway for an Order compelling the Canadian Xorthern Railway to
operate its line and siding about IS miles west of Benito.

Application dismissed.

1583. Complaint of J. F. Wilson, of Dana, Sask., for damages for cattle killed on
the Canadian Northern Railway right of way through section 23, township 38, range
26, west second meridian, also through S. E. quarter section 22, township 38, range 26,
west second meridian.

Application dismissed, no jurisdiction.

1584. Application of the town of Dauphin, Manitoba, to have Vermilion street
opened across the right of way of the Canadian Northern Railway Company. (Appli-
cation 9798. Case 4783.)

Order made that railway company permit public to use the crossing at Vermilion
street on condition that no objection be raised to westbound trains reasonably obstruct-
ing Dartmoor street and eastbound trains Vermilion street.

1585. Application of the Rat Portage Lumber Company, Ltd., for an Order, imder
sections 314, 318, 321 and 323 of the Railway Act, for an Order directing the Cana-
dian Northern Railway Company to reduce its toll for carrying saw logs from the
Rainy River and points adjacent thereto to the mills of the applicant company.

140 RAILWAY COMMISSIONERS FOR CAXADA

9-10 EDWARD VII., A. 1910

Application disposed of except as to the rate (if aliy) to be charged for shunting
on railway company's spur to Rat Portage Lumber Company's mill.

1556. Application of D. A. Ross for an order compelling the Canadian Northern
Railway Company to accept freight for shipment on its Bird's Hull branch.

Application withdrawn.

1557. Complaint of J. J. Powell regarding the dangerous crossing between mile
post 244 and 245 on the main line of the Canadian Northern Railway, "Winnipeg to
Edmonton. (Application 9437. Case 4628.)

Referred to the Board's eng^ineer to report.

1588. Application of Local Improvement District 26-B-4 for an Order directing
the Canadian Northern Railway Company to make level crossings on road allowances
in township 50, range 3, west of the 4th meridian. (Application 9513. Case 4634.)

Order to go for railway company to put in crossings in accordance with the regu-
lations.

1589. Complaint of the Prince Albert Board of Trade that the new joint commo-
dity tariff of the Canadian Northern Railway Company and the Canadian Pacific
Railway Company to British Columbia points is unsatisfactory and for a repayment
to shippers of all amounts paid in excess of the rates applied to Prince Albert prior
to the transfer of the Qu'Appelle, Long Lake and Saskatchewan Railroad and Steam-
boat Company. (Application 6945.)

Application dismissed.

1590. Application of the Board of Trade of Redvers, Sask., for a station and faci-
lities at point on the line of Canadian Pacific Railway Company. (Application 9ST2.)

Order made directing railway company to provide and maintain a station at Red-
vers, known as its No. 5 standard plan, to be completed by 1st September, 1909.

1591. Application of the Canada West Coal Company, Ltd., for authority to con-
struct tunnel under the tracks of the Canadian Pacific Railway where the same cross
the Crowsnest branch on the south half of section 31, township 9, range 16, west 4th
meridian, at Taber, Alberta.

Application dismissed.

1592. Application of Edward D. Coffey et al, for an Order directing the Canadian
Northern Railway Company to put into immediate and continous operation its line of
railway from Etoimami to The Pas.

Application dismissed.

1593. Complaint of the Rev. William Stocker, of Elkhorn, Manitoba, re condition
of Canadian Pacific Railway station at Elkhorn. (Application 9681.)

Reported upon by Board's inspector. Company has undertaken to see that the
grounds for the complaint are removed.

1594. Application of the Bell Telephone Company, under section 248 of the Rail-
way Act, for leave to exercise its power in the construction, maintenance and opera-
tion of its line of telephone under a part of Forticfiation Land and Victoria square
within the limits of the city of Montreal, province of Quebec. (Application 9648.
Case 4682.)

Application granted. Order issued.

1595. Consideration of the question of protection of highway crossing at King
street, Sherbrooke, province of Quebec, by the Canadian Pacific Railway. (Applica-
tion 9437. Case 4708.)

No Order made as railway company assiired Board that it had decided to remove
its passenger station to another point v\-hich will do away with necessity of any regular
train crossing the highway in question.

1596. Application of the corporation of the city of Sherbrooke, province of Quebec,
for an Order requiring the Grand Trunk Railway Company to remove additional track
laid across King street and discontinue shunting their cars across the said King street.

The question of protection will also be considered by the Board in this connection.
(Application 2267. Case 1436.)

REPORT OF THE COMMISSIONERS 141

SESSIONAL PAPER No. 20c

Stands until after June 1, 1909, to give railway company an opportunity to relieve
the inconvenience complained of by such steps as it deems necessary.

1597. Consideration of the question of protection of the level crossing by the
Canadian Pacific Kailway Company and the Grand Trunk Eailway at College street,
Lennoxville, province of Quebec. (Application 419. Case 842.)

Board ordered folding gates to be installed by the Canadian Pacific and Grand
Trunk Eailway companies for protection of the Canadian Pacific Railway crossing and
Boston and Maine, and Grand Trunk Eailway crossings. Gates to be operated from a
tower on Canadian Pacific Eailway property and to be operated day and night. Cost
of construction to be borne equally by the three railway companies. Cost of mainten-
ance to be borne 5-12 by Grand Trunk Eailway Company, 3-12 by Boston and Maine,
3-12 by Canadian Pacific Eailway Company, 1-12 by the village of Lennoxville. Gates
to be installed by 19th July, 1909.

142 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

APPENDIX D.

SUMMARY OE THE PRINCIPAL JUDGMENTS DELIVERED BY THE
BOARD PROM PEBRUARY 1, 190i, TO MARCH 31, 1908.

The tounis of Port Arthur and Fort William v. The Bell Telephone Company and
the Canadian Pacific Railway Company.

The municipalities of these towns owned and operated a joint telephone system
within the limits of the two towns, and applied to the Board under section .193 of tho
Railway Act, 1903, for an order directing the Canadian Pacific Railway Company
to allow the installation of telephone instruments on the premises and in the railway
stations of the company to comiect with the municipalities' exchange.

In May, 1902, and prior to the enactment of section 193, an agreement was made
between the railway company and the Bell Telephone Company, under which the
telephone company, for valuable consideration, was granted, for a period of ten years,
the exclusive- privilege of placing telephone instruments, apparatus and wires in thb
several stations, offices and premises of the Railway Company in Canada, where the
telephone company had established, or might, during the continuance of the agree-
ment, establish telephone exchanges.

Hearing at Ottawa, February 16 and 29, 1904.

Judgment of Board, March 15, 1904.

Held, per Blair, Chief Commissioner (3 Can. Ry. Cas., p. 205) : That the said
agreement was valid and not void or voidable as being in restraint of trade or against
public policy, and that an order under section 193 should provide for payment of
compensation upon just terras for all lawful rights and interests injuriously affected
thereby.

Per Bernier, Deputy Chief Commissioner : While the agreement is valid and com-
pensation should therefore be allowed, the question of compensation should be reserved
for future consideration and determined after hearing any case that might be pre-
sented by the Canadian Pacific or any other railway company in support of damages.

Per Mills, Commissioner : That the agreement is in restraint of trade and against
public policy, and that compensation should be awarded only for the use of the pre-
mises occupied by the municipalities' telephones, and the expense of operating them.

Order suspended pending further argument as to the question of compensation.

Upon questions of law the opinion of the Chief Commissioner prevails. — Section
10 of Railway Act, 1903.

A further hearing of this application on the question of compensation was had
at Ottawa, October 12, 1904.

Judg-ment July 14, 1905.

Killam, Chief Commissioner (4 Can. Ry. Cas., p. 279) : Held, adopting the former
judgment of a majority of the Board.

Compensation should be made to the railway company for the use of its stations
and the interference with its property consequent upon such installation.

Compensation should also be made to the telephone company for the loss of the
exclusive privilege of telephone connection with such stations.

The effect on the exclusive apTeement between the telephone com.pany and the
railway company of installing siich a municipal 1el(']i1inno system must be determined
by the law of the province of Quebec where the contract was made.

REPORT OF THE COilAIISSIOXERS 143

SESSIONAL PAPER No. 20c

The installation of such a municipal system would not of itself rescind the exclu-
sive contract letween the telephone company and the railway company. At most its
only effect would be to give the injured party a right to have the contract rescinded.
Quebec Civil Code, Art. 1065, Dupuis v. Dupuis, R. 72 R. 19 S.Q. 500.

The evidence does not furnish a satisfactory basis of determining the compensa-
tion to be paid by the municipalities, and suggestions are made as to its ascertainment
hereafter by the board or hj arbitration.

Payment of such compensation, or the giving of proper security therefor, to both
companies, should be a condition precedent to the installation of the system in each
town.

Leave was given to state a ease for the opinion of the Supremo Court whether
the installation of the municipal system entitles the telephone company to a rescission
of its contract with the railway company.

In the matter of the Shore Line Railway.

Complaint was made to the Board that the Shore Line Railway, running between
the city of St. John and the town of St. Stephen, in Kew Brunswick, was unsafe for
traffic. The board caused its inspecting engineer to make an examination of the said
line of railway, and upon his report, made an order forbidding the running of trains,
cars or engines over the railway between certain points named. Against this decision
and order a protest was made on behalf of the New Brunswick Southern Railway
Company, the company now operating what wa& and is still knoAvn as the ' Shore Line
Railway,' upon the grovmd that the Board had no jurisdiction or authority to direct
or enforce the stoppage of trains or the operations of said railway.

The undertaking of the Shore Line Railway Company was, by Act of the Parlia-
ment of Canada, chapter 63 of 58-59 Victoria, declared to be a work for the general
advantage of Canada, and that Act provided that the Railway Act of Canada should
apply to the company and its undertaking instead gf the laws of the province of Xew
Brunswick and the Railway Act of that province.

Later, the Shore Line Compare defaulted in the payment of its bonds. Proceed-
ings were taken in the courts of New Brunswick, as a result of which the railway
was subsequently sold, and the sale was followed by an Act of the New Brunswick
Legislature, chapter 74. 1 Edward VII., incorporating the New Brunswick Southern
Railway Company for the purpose of acquiring, holding and operating all or any part
of the Shore Line Railway; and also all the capital stock, bonds, rights, franchises,
powers and privileges, and properties of the said Shore Line Railway ; and by chapter
102 of 3 Edward VII., an Act of the said legislature was passed confirming the deed
of conveyance of the property and franchises of the Shore Line Company to the New
Brunswick Southern Railway Company.

Judgment June 7, 1904.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 277).

A railway company incorporated under the laws of a provincial legislature, whose
undertaking is afterwards declared to be a work for the general advantage of Canada,
is subject to the exchisive control of the Parliament of Canada and the Railway Act
applies. No provincial legislature can restore control, legislatively speaking, to the
provincial legislature.

Dufhte V. The Grand TrunTc Eailway Company.

This was an application, by J. H. Duthie of Toronto, against the Grand Tnmk
Railway Company for relief on account of its action in detaining three cars loaded
with coal at Belleville to enforce payment of charges for demurrage on car service.

144 RAILWAY COMMISSIONERS FOR CAXADA

9-10 EDWARD VII., A. 1910

and, in default of payment, disposing of the coal by private sale and applying the pro-
ceeds in payment of the freight and storage charges.

Hearing at Ottawa, June 27, 1905.

Judgment, August 24, 1905.

Killam, Chief Commissioner (4 Can. Ey. Cas., 305) :

The Board of Kailway Commissioners is a judicial, as well as an executive body,
created to enforce the railway legislation of the Dominion Parliament, but not to
supplant or supplement the provincial courts in the exercise of their ordinary juris-
diction. In making orders and regulations under sections 23 and 25 of the Act the
board is not to adjudicate in respect to rights arising out of past transactions, but to
Iny down rules for future conduct. The board is not empowered to award damages or
any other relief for any injury caused by an infraction of the Act, e.g., section 214.

Held, that any claim for damages for premature or improvident sale should be
prose- 'iited by action in the provincial courts.

By the tariff of tolls approved by the Governor in Council under the Railway
Act of 1888, railway companies were authorized to charge higher tolls than by a
special tariff filed under the Act of 1903, which specifically provided for car service
or demurrage charges. The latter were also recognized by the classification rules
authorized by the Board and in force at the time in question.

Held, that the company not having sought to charge the maximum tolls approved
by the Governor in Council (of the nature of a standard tariff) must be understood
as having accepted the goods for carriage at lowest rates conditional upon its right
to make a charge for demurrage.

Held, that the rate charged was prima facie reasonable and that no order should
be made against the railway company.

Re Car Service Rules.

^Numerous complaints and objections were presented to the Board respecting
chargf-.s utade by railway companies for demurrage or delay in the loading or un-
Icading of car by shippers or consignees, and the rules governing such charges.

The practice of railway companies, before the constitution of the Board, was to
charge lower tolls on goods in carload lots than for less quantities. This practice was
sanctioned by the freight classification and has been followed in the tariffs authorized
by the Eailway Act, 1903.

It appears to the Board to be reasonable that railway companies which delivered
cars to, or placed them at the disposal of, shippers or consignees, for loading or un-
loading, should have some means of limiting the time to be occupied in such loading
and unloading, and should be authorized to impose a reasonable additional toll on
traffic carried at carload rates for any detention or use of the cars or continued occupa-
tion of their tracks, beyond such time as would be reasonably required for loading or
unloading. It was felt, too, to be important in the public interest as securing the
fullest possible use of railway cars, tracks and equipment, that such delays should bc3
discouraged.

With this object in view, and after giving every opportunity which was reason-
ably possible to the various interests affected to be heard upon the subject, the Board,
by order dated January 25, 1906, abolished and disallowed all tolls or charges there-
tofore charged or imposed by any railway company subject to its jurisdiction, for
delay in, or additional time used in, the loading or unloading of cars, whether imder
the name of demurrage car rental, or car service, or otherwise, and all rules regulat-
ing the same, substituting therefor the tolls and rules set out at length in the order.
(See Appendix H.)

Said order, and the rules therein set forth, came into force and took effect the
first dav of March, 1906.

REPORT OF TEE COMMISSIONERS 145

SESSIONAL PAPER No. 20c

The Sydenham Glass Company v. the Grand Trunh Railway Company, Canadian
Pacific Railway Company, Lake Erie and Detroit River Railroad Company,
Wahash Railway Company, Michigan Central Railroad Company, and the Hamil-
ton, Toronto and Buffalo Railway Company.

This was an application by the Sydenham Glass Company for lower special rates
than the special rates agreed to by the railways interested, and which applied on ship-
ments of glassware, bottles, and lamp chimneys from Wallaceburg, Ontario, on the
line of the Pere Marquette Railway Company to Toronto, Hamilton, Berlin, London,
Ontario, and to Montreal, Quebec.

The original application covered the commodities named both in carload and less
than carload lots, but on the hearing it was announced on behalf of the applicants
that the application would be restricted to bottles in carloads.

Hearing at Toronto, June 20, 1904.

Judgment of Board, July 30, 1904.

Per Blair, Chief Commissioner (3 Can. Ry. Cas., p. 409) :

Bottles in carloads were formerly carried from Wallaceburg to Toronto, Hamil-
ton, Berlin and Montreal at special rates less than the regular basis of fifth class.
Upon the Railway Act coining into force on February 1, 1904, these special rates
were increased.

It appeared that at the present rates the Glass Company cannot maintain its
position in the home market against foreign competition : —

Held, that the rates should be reduced to the following scale, viz. : to London, 8
cents; to Toronto, Hamilton and Berlin, 13 cents; to Montreal, 23i cents.

Scohell V. Kingston and Pemhrolce Railway Company.

Complaint alleged (1) that discriminative rates were imposed on the transporta-
tion of cedar Imnber, railway ties and poles of all kinds made from cedar, and used
for railway purposes; (2) that unreasonable and excessive rates were imposed on the
transportation of the telegraph, telephone and trolley poles as compared with rates
on lumber, kc.

Hearing at Ottawa, AyrL V', 1904.

Judgment of Board, July 30^ 1904.

Per Blair, Chief Commissioner (2 Can. Ry. Cas.. p. 412).

It appeared that an increase had been made in the rates on cedar products with-
out any material change in the rate on common lumber and similar products. This
increase was made by the railway company to retard the shipment of cedar products
required for its own use.

Held, a discrimination within the meaning of s. 253, s.s. 2, — the railway com-
pany ordered to cease from levying rates on cedar products in excess of the rates on
other descriptions of lumber and their products. ' Common carriers in making rates
cannot arrange them from an exclusive regard to their own interests, but must have
respect to the interest of those who may have occasion to employ their services, and
must subordinate their own interests to the rules of relative equality and justice.'
(Reynolds v. Western N. Y. R. W. Co., 1 I.C. Rep. 6S5.)

The Sutherland-Innes Company and the Wallacehurg Cooperage Company v. the
Pere Marquette, Michigan Central, Wahash, Grand Trunk, and Canadian Pacific
Railway companies.

This was a complaint against the increase of rates by the railways named on
cooperage stock between points in eastern Canada, and more especially to the increase
from Wallaceburg and other western Ontario points to Montreal for local delivery
and for exports.

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146 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Hearing at Toronto, June 20 and 23, 1904.

Judgment of Board, July 30, 1904.

Per Blair, Chief Commissioner (2 Can. Ky. Cas., p. 412) :

Held, that rates on cooperage stock should not exceed rates on common lumber
according to the mileage lumber tariffs of the railways, but such rates when specially
reduced on account of water competition, &c,, need not necessarily apply to cooperage
stock. From points in western Ontario to Montreal, the maximum rate for local
delivery was fixed upon the evidence at 16| cents, and for export, including ' terminal,'
at 18 cents per hundred pounds.

Tower Oiled Clothing Company's case.

Application by the Tower Oiled Clothing Company, of Toronto, for a carload
rating on oiled clothing, shipped in carload lots.

It appeared that carload shipments had been made from Toronto to Halifax for
fishermen's use, and it was alleged that shipments might also be made to the Cana-
dian Northwest for ranchers' use if the application were granted.

Hearino- at Toronto, June 28, 1904.

Judgment of Board, July 30, 1904.

Blair, Chief Commissioner (3 Can. Ey. Cas., p. 417) :

Held, that although the discrimination involved in the difference between C. L.
and L. C. L. rating has received tacit assent, a shipper has not thereby the right to
demand a lower rate on carloads, unless possibly he can show that the carload rat^)
demanded would pay reasonably for the service and that a refusal would injure his
business. Upon the evidence a third-class rate for carloads of not less than 20,000
pounds from Toronto to Halifax, Winnipeg and Calgary and other points reached
by applicants was ordered.

The United Factories (Limited) v. The Grand Trunk T^aihvay Company.

Complaint alleged that a rate of 3 cents per 100 lbs. on logs from Penetangui-
shene to Newmarket, which the railway company had maintained for a number of
years, from 1895 to November, 16, 1903, conditional that the product of the log^
should be delivered for carriage to the Grand Trunk Company, was, on November,
16, 1903, increased to 4 cents per 100 lbs., but subject to the same condition.

Hearing at Ottawa, April 28 and May 6, 1904.

Judgment of Board, October 10, 1904.

Per Blair, Chief Commissioner (3 Can. By. Cas., p. 424) :

Held, that since the increased rate is neither unjust, unreasonable nor contrary
to some provision of the Railway Act, the application must be refused.

Re The Canadian Freight Association and Industrial Corporations.

This was an application by the Canadian Freight Association, on behalf of all
the railways in Canada, under subsection 4 of section 275 of the Railway Act, 1903,
for permission to make concessions from the current rates on material for construc-
tion and machinery for equipment of new industrial plants.

Certain of the railway companies, members of the Association, had been in the
habit of granting a reduction of 25 per cent on the rates on such material, &c.

Judgment, October 10, 1904, refusing application.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 427) :

That although the Board is prepared to give due effect to subsection 4 of section
875 of the Act, it must have a separate and distinct application in such case, so as
to judge of the effect of its order upon other industries, shippers and dealers.

REPORT OF THE COMMISSIOyERS 147

SESSIONAL PAPER No. 20c

Ontario Fruit Growers' Association v. Canadian Pacific Baihcay Company et al.

Complaints alleged (1) unreasonable and excessive freight rates on fruits and
(2) that the charge for icing in transit were too great.

Hearing at Toronto, June 21, 23 and 24, 1904.

By agreement between complainants and the railway companies, the following
moditicatioi:;s were made in the classification: —

(a) Apples in boxes less than carloads, from 2nd to 3rd class.

(b) Pears in boxes and barrels, L.C.L., from 1st to 3rd class, and in carloads
from 3rd to 5th class.

Also the following commodity rates : —

(c) On fresh fruits (small), from the fruit districts to points in Eastern Ontario,
Quebec, and the maritime provinces, fresh fruit shall be carried at 4th class rates in
carloads of not less than 20,000 lbs. instead of 3rd class rates, and at Snd class rate:^
in L.C.L. of 10,000 lbs. and over instead of 1st class rates.

{d) And from points in Ontario and Quebec to Winnipeg, Portage la Prairie
and Brandon, a fourth-class rates in carloads of not less than 20,000 pounds, instead
of third class.

Approved by Board.

Judgment October 10, 1904.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 430) :

Held, that the present system of making fi^ed charges for icing' cars, irrespective
of the actual cost of such service, is not based on sound principle, and must be dis-
continued; that the actual cost of the ice and the placing thereof in the cars should
not be exceeded. Pending a decision of the Board upon further consideration as to
a reasonable charge, a charge of not more than $2.50 per ton of 2,000 pounds on the
actual weight of the ice supplied was, in this instance, authorized.

The Pea Millers' Association v. Canadian Eailway Companies.

The Pea Millers* Association complained that the railways charged higher rates
from Ontario milling points to the sea-board on split peas for export than they
charged on other grain products, such as flour and rolled oats for export.

Split peas for export were formerly carried upon the flour basis. The advance
complained of commenced in October, 1902, and was made apparently under pres-
sure. The McMorran Company, of Port Huron, complained to the Interstate Com-
merce Commission that Canadian railways were carrying split peas for export at tho
grain product rate, while it had to pay the higher rate of the Michigan roads.

The Michigan railroads opposed any reduction in their rates, and the result was
that the rate advanced on the Grand Trunk and other railways in Canada.

Hearing. at Ottawa.

Judgment of Board, October 10, 1904.

Per Blair, Chief Commissioner (3 Can. Py. Cas., p. 433) :

That the former basis of rates must be restored.

In re application of the Grand Triinh Railway Company for permission to maJce
reduced rates on coal used for manufacturing purposes.

This was an application by the Grand Trunk Railway Company, under subsec-
tion 4, section 275, of the Eailway Act, for authority to continue a difference in the
rate of freight on bituminous coal of ten cents per ton between certain points on its
line of railway, sucli reduced rates being in favour of the manufacturer as compared
with that charged to the dealer or consumer.

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118 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

The applicant company had been in the habit of allowing a rate of 80 cents per
net ton on bituminous coal used for manufacturing purposes at Cobourg, carried
from the Niagara frontier to Cobourg while the usual and customary rate was 90
cents on coal carried between the same points for other shippers and used for domes-
tic purposes.

The company justified the difference in the rate on the ground that certain manu-
facturers in Cobourg would be unable to pay the higher rate and carry on business
successfully.

Judgment, October 10, 1004.

Blair, Chief Commissioner (3 Can. Ey. Cas., p. 438) :

That no evidence has been offered to sustain this claim; but even if proved, the
reduction could not be allowed. The allowance of a reduction in the freight rate
on any article of merchandise to one class of shippers, and the refusal of the same
rate to another class, is unjust discrimination, and forbidden by section 252.

(Castle V. B. & O. K W. Co., 8 I. C. Eep., 333, approved.)

The Almonte Knitting Company v. the Cana'lian Pacific Railway Company and the
Michigan Central Bailroad Company.

The Almonte Ivnitting Company complained that the rates on coal to Almonte
from the Niagara and Detroit frontiers were unreasonably high as compared with
the rates to Carleton Junction, Ottawa, and adjacent stations. The rate to Carleton
Junction, Ottawa, and adjacent stations is $2 per ton from the Niagara frontier, and
$2.25 from Detroit, while the rate to Almonte is 40 cents higher, points on the lateral
line from Carleton Junction being charged an arbitrary rate above the rate to
Carleton Junction.

Hearing at Toronto, June 28, 1904.

Judgment of Board. October 10, 1904.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 441) :

Under certain conditions rates to a point on a branch or lateral line may be
higher than to points on the main line, though at a less distance from the junction
point ; but such rates must not be unreasonable or disproportionately higher than to
nearer points on the main line.

Held, that the circumstances warrant a higher rate to Almonte than to Carleton
Junction and Ottawa; but as the arbitrary rate to Almonte on 10th class traffic was
only 1 cent per 100 pounds (20 cents per ton) it must not be exceeded on coal between
the same points.

Be metallic shingles.

This was a complaint by the Canadian Manufacturers' Association objecting to
the approval by the Board of the Canadian Freight Classification No. 12, which,
among other changes and additions, advanced metallic shingles from 7th to 5th class
in carloads.

This classification No. 12 was issued by the railway companies in 1903. and
superseded all previous classifications. It had never been approved by order in
council, but was provisionally sanctioned by order of the Board of July 16, 1904,
pending consideration of some of the objections raised.

From January 1, 1884, when the first Canadian joint freight classification was
issued, tmtil November 1, 1884, none of these commodities were specially classified;
but. on a later date, a circular was" issued by the railway companies making certain
changes and additions by which, among other things, they placed metallic shingles
in packages as L.C.L. 3. C.L. r>. This rating continued in force until ]\rarch 1,
1888, -when a reduction of one class was made, namely to L.C.L. 4 C.L. 6.

REPORT OF THE COMMISSIONERS . 149

SESSIONAL PAPER No. 20c

lu May, 1S90, a further reduction was made on carloads, and until March, 1901,
the classiiication stood at L.C.L. 4, C.L. 7.

In March, 1901, the rating was placed at L.C.L. 4, C.L. 5.

The complainants set up that these goods were in the 7th class for over ten
years; that the change was never sanctioned by order in council; that no substantial
reason had been sho^vn for the advance; and that the retention of the previous clas-
sification was necessary in order to enable the complainants to compete on fair terms
with wooden shingles, siding, &.c.

The railway companies claimed that the former classification was a mistake;
that the proper class in which to place such commodities was the 5th class ; that the
plate, which is the raw material used in the manufacture of these articles, was iu
the 5th class ; and that it was both unreasonable and unfair to the railway companies to
place the manufactured article in a class for which the rates are lower than those
upon the raw material from which the article is made; and, also, that articles of the
7th class were then carried at lower rates than those at which articles of that class
were carried when these particular commodities were in the 7th class, and that they
should not be obliged to lower their rates on these goods.

Hearings at Toronto, June 23, 24 and 28, 1904.

Judgment, June 29, 1905.

Killam, Chief Commissioner: Held, that the reasonable and fair course would
be to establish for the articles commodity rates equal to those at which they were
carried immediately before the change of classification in March, 1900.

Re St. Pierre & Company and Temiscouata Railway Company.

This was a complaint by George St. Pierre & Co., of Fraserville, Que., allegino
that the Temiscouata Railway Company was unjustly discriminating against the
complainants in the matter of its freight rates, and applying for an order directing
the railway company to revise and lower its freight rates.

Hearing at Eiviere du Loup, April 19, 1905.

Judgment, July 5, 1905.

Killam, Chief Commissioner: The rates charged by the Temiscouata Railway
Company were not unreasonable in view of the nature of the country which the
railway traversed and of its trafiic.

The standard freight tariff of the company was identical with the standard
tariffs of the Grand Trunk Railway Company, the Canadian Pacific Railway Com-
pany, the Canada Atlantic Railway Company, and most of the other railways in the
provinces of Ontario and Quebec, and the same, also, as that of the Litercolonial
Railway between its stations west of Levis.

The rates charged in the special tariff filed by the Temiscouata Railway Com-
pany on various commodities such as are authorized by section 260, subsection 2, ji
the Railway Act. compared favourably with the joint tariffs on the same commodities
issued by the Grand Trunk Railway Company and the Canadian Pacific Railway
Company, in the province of Quebec, except such rates as were rendered necessary
by competitive conditions and which did not prevail on the Temiscouata Railway.

The Temiscouata Railway Company had no special commodity tariff for grain
and grain products in carloads.

Held, that in accordance with the common practice of other railway companie*
and in the interest of lumber camps upon or near its line, the Temiscouata Railway
Company should prepare such a tariff on an equitable basis.

It appeared that the Temiscouata Railway Company had, previous to July. 1904,
a proportional tariff on various classes of goods (according to the Canadian freight
classification from Riviere du Loup and Edmundston, on through shipments from

150 . RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

points bej'ond, and it now charges on this through business its full standard rates
as on strictly local business, except on some traffic to Edmundston.

Held, that the company should state its reasons for withdrawing this propor-
tional tariff, and on what grounds, if any, it objected to restoring it.

The Brant Milling Company v. the Grand Trunh Railway Company.

This was an application by the Brant Milling Company for an order ' allowing
and instructing the Grand Trunk Railway Company to continue ' an allowance here-
tofore made by the railway company for the cost of cartage on ftour and fe^d shipped
from the company's mill out of Portland and Montreal and other points in the
eastern part of Canada.

The allowance was withdrawn after the Railway Act, 1903, came into force, and
it was claimed that its continuance was necessary to the existence of the applicant's
business.

Hearing at Brantford, April 26, 190i.

Judgment, July 13, 1905.

Killam, Chief Commissioner (4 Can. Ry. Cas., p. 259).

The Railway Act, 1903, requires equality in the tolls charged under substantially
similar circumstances, and forbids discriinination between individuals, persons, com-
panies and localities. Sec. 252.

No variation from the authorized tariffs of tolls can be made unless under circum-
stances or conditions specially provided for in such tariffs or by special tariffs of
general application and not discriminating between different localities. Sees. 261, 262.

Held, that the application either for a continuance of the allowance previously
made, or for a change in the authorized tariffs of tolls, in favour of the applicant
alone, must fail.

Manufacturers' Coal Rate Case, 3 Can. Ry. Cas. 438 referred to ; Stone v. Detroit.
&c., 3 I. C. Rep. 613; Hazel Milling Company v. St. Louis, &c., 5 I. C. Rep. 57;
re division of joint rates, 10 I. C. Rep. 681, followed.

Coal Rates Midland to Orillia.

Complaint of F. W. Grant alleging that the rates on coal from Midland to
Orillia, Ont., charged by the Grand Trunk Railway Company, are excessive as com-
pared with the rates from Suspension Bridge, Ont., to the same point.

Hearing at Ottawa, June 8, 1905.

Judgment, September 4, 1905.

Killam, Chief Commissioner: The Board has found great want of uniformity
in the rates charged by railway companies for the carriage of coal for short dis-
tances, and proposes to ascertain, if possible, whether this want of uniformity is un-
reasonable, or whether some attempt should be made to harmonize the rates for
similar distances. In the meantime, as the rate charged by the Grand Trunk Com-
pany for the carriage of coal from Midland to Orillia is not, in itself, an nnreason-
able rate, the Board will not interfere.

Rates on stone from Stonewall and neighbouring points to Winnipeg.

This was a complaint by E. Williams & Co., A. Patterson & Co., Irwin & Son,
and the Winnipeg Supply Company, alleging that the Canadian Pacific Railway Com-
pany, by increasing the rate on rubble and crushed stone from the complainants'
quarries at Stonewall to Winnipeg from 2J cents per hundred pounds to 3 cents per
hundred pounds, while continuing the rate of 2| cents to the Stony Mountain

REPORT OF THE COilillSSIONERS 151

SESSIONAL PAPER No. 20c

quaiTymen, was unjustly discriminating against tlie complainants, and applying for
an order (a) directing the railway company to restore the former rate of 2| cents
from the complainants' quarries, or {h) fixing some other rate as a uniform rate
from all the quarries on the Teulon branch.

Hearing at Winnipeg, September 13, 1905.

Judgment, November 23, 1905.

Ivillam, Chief Commissioner: In view of the facts that the traffic from Stone-
wall was carried for many years at the lower rate; that the railway company itself
made its tii'St rate from Gunton to Winnipeg the same, and that a promise had been
made by the second vice-president of the company to some of the complainants that
the 2 1 cents rate from Eockspur to Winnipeg would be protected, the Board was of
opinion that that rate was a reasonable one. That opinion was strengthened by
reference to the rate of 2J cents per 100 pounds charged by the same railway com-
pany for carriage of similar traffic from Milton, Campbellford, Credit Forks, Schaw
and Orangeville to Toronto, at distances varying from 33 to 49 miles. (Stonewall 's
20 miles, Eockspur 34 miles from Winnipeg.) The question of the propriety of th3
rates from Stony Mountain to Winnipeg should not now be considered.

Held, that a higher rate than 2| cents from Gunton, Eockspur and Stonewall
wa.^ unreasonable, and that an order would go directing the disallowance of the 3
cent rate and the restoration of the 25 cent rate.

The I^iagara, St. Catharines and Toronto Baihvay Company v. the Grand Trunk

Railway Company.

This was an application by the I^iagara, St. Catharines and Toronto Eailway
Company, under section 177 of the Eailway Act, 1903, which empowers the Board to
order that a junction may be made of the tracks of one company with the tracks of
another company, upon such terms, at such places, and in such manner as the Board
may determine, to intersect with its line the railway of the Grand Trunk Eailway
Company, called the Allanburg branch line or cut-off, to form a junction with the
Griiiid Trunk Allanburg branch line at Stamford.

The evidence disclosed the fact that an agreement had been entered into between
the Grand Trunk Company and the Wabash Eailroad Company — the application was,
in fact, a joint one by the Xiagara, St. Catharines and Toronto and the Wabash
Company — under which the Grand Trunk Eailway granted the Wabash Company
the joint user in common with itself of the Allanburg branch for a term of twenty-
five years, and that the Wabash Company was then in use and possession of the said
Allanburg branch jointly with the Grand Trunk Company upon the terms and con-
ditions contained in the memorandum of agTeenient.

Hearing at Ottawa, March 8, 1904.

Judgment, April 5, 1904, granting order applied for.

Blair, Chief Commissioner (3 Can. Ey. Cas., p. 256) :

The object of the Eailway Act (sections 177, 253 and 271) is to insure that all
reasonable and proper facilities for the handling, forwarding and interchange of
traffic shall be afforded to the shipping public. For this purpose the Board may,
without the sanction and against the will of a railway company, permit a junction
to be made with its line by another railway where in the opinion of the Board such
junction is reasonably necessary in the public interest and in the interest of traffic
in the district through which the railway passes. The parties to a lease of a railway
cannot by stipulation between themselves restrict the powers or discretion of the
Board to authorize such a junction.

152 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

The Niagara, St. Catharines and Toronto Bailway Comijany v. the Grand Trunk

Railway Company.

Application by the Niagara, St. Catharines and Toronto Railway Company to
rescind an order of the Railway Counnittee of the Privy Council, approving of the
place of crossing by the branch line of the Grand Trunk Company's main line at
Merritton to the paper and cotton mills in that village, of the main track of the
Kiagara, St. Catharines and Toronto Railway.

It was alleged in support of the application that the conditions imposed upon
the Grand Trunk Railway Company, and upon which that company was allowed to
make the crossing, had not been complied with — that the Grand Trunk Railway Com-
pany has not paid, but has refused to pay compensation for the lands of the applicant
company which are occupied b^' the crossing and with its switches and sidings by
the Grand Trimk Company under the said orrler of the Railway Committee.

Hearings at Ottawa, March 11 and 22, 1904.

Judgment, April 5, 1904. — Application refused.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 263) :

Where two railway companies differ as to the nature and extent of the protection
prescribed by an order of the Railway Committee to be furnished at a crossing of
Iwo iiiilways and one company voluntarily provides the additional protection which
it claims the other company should supply according to the terms of such order, the
Board will not, by an ex post facto order, direct the payment by the other company
of the expeniture thereby incurred, and in default of payment order that the cross-
ing be discontinued. In such cases the proper course is to apply to the court for an
interpretation of the order.

The order of the Railway Committee directed that an interlocking signal system
and all the necessary works and appliances for properly operating the same be pro-
vided at such crossing.

Held, that derails do not form part of the appliances required by such order,
and r. permanent watchman is not necessarily required.

Compensation is not allowed (1) for the use of the land of the senior company
occupied by the crossing tracks of the junior company where no substantial injury
is done to the lands of the senior company; nor (2) for interference with the business
of the senior company, or for any other delays in the use of its railways due to pre-
cautions taken in the use of the crossing required for public safety. (S. 177, Rail-
way Act, n903.)

City of Toronto v. The Grand Trunk Railway Company and the Canadian PacifiG

Railway Company.

This was an application to the Railway Committee of the Privy Council made
in June, 1900, by the city of Toronto for an order to authorize and ratify the con-
struction and maintenance of the overhead bridge adjoining York street, in the city
of Toronto, and crossing overhead the railway tracks on the Esplanade, and directing
the terms as between the city and the two railway companies according to which the
costs of the works were to be borne by the respective parties, pursuant to sees. 187
and 188 of the Railway Act, 1888.

The construction of this bridge, known as the York street bridge, was provided
for by the 7th and 8th clauses of the Esplanade tripartite agreement, dated July 26,
1892, confirmed by Dominion statute 55 and 56 Vic, chap. 48.

The application not having been disposed of before the Railway Act, 1903, came
into force, was heard by the Board on May 27, 1904.

By the said Esplanade agreement, the Canadian Pacific Railway Company
agreed to build a highway over the tracks of the railway companies — the portion of

REPORT OF THE COMMISSIONERS 153

SESSIONAL PAPER No. 20c

the cost to be borne by each to be settled by arbitration or paid equally by the C.P.E-
and the city, in case the Grand Trunk Kailway was found to be exempt from, or
entitled to, indenmity against liability for any portion of the cost.

The rights of the Grand Trunk Railway as to such exemption or indemnity were,
by the agreement, to be decided by the submission to the court of a special case
between the city and the Grand Trunk Railway.

After the bridge was built, and while an action brought by the city against the
railway companies, in lieu of the special case, was pending, this application was made

Judgment, Augaist 19, 1904.

Blair, Chief Commissioner (-4 Can. Ry. Cas., p. 62) :

Application refused, the question involved not being of a public nature, but thp
settleinent of a dispute of a private nature, which the parties, by their agreement,
had left to be settled by the courts.

(The Merritton Crossing Case, 3 Can. Ry. Cas., 263, followed.)

James Bay Eailway Company v. Grand TrunJc Railway Company.

This was an application by the James Bay Railway Company, under section
177 of the Railway Act, 1903, for leave to place its tracks across the tracks of the
Midland Division of the Grand Trunk Railway Company at a point near Beaverton,
in the township of Mara, Ontario.

At the time the application was made and for several years previous thereto,
the Grand Trunk Railway Company had a single track at the proposed point of
crossing, and up to the time of the hearing that company had never suggested that
it intended to lay down any other than the one track.

The matter was heard at Ottawa on August 29, 1905, and an order issued as of
that date authorizing an undercrossing at the point named. The order provided that
for the purpose of the crossing the Grand Trunk Railway should, at the expense of
the James Bay Company, raise its tracks for such distance on each side of the cross-
ing as the chief engineer of the Board should consider necessary to provide a proper
grade and to such height (not exceeding two feet) over the then level of the tracks
as the chief engineer should require. The order also provided that the masonry work
of the undercrossing should be sufficient to allow of the construction of an additional
track by the Grand Trunk Railway Company.

From this order the James Bay Company appealed to the Supreme Court of
Canada on the question whether, under section 177 of the Railway Act, 1903, or
otherwise, the Board had jurisdiction to make the order, in so far as it directed the
masonry work of the undercrossing to be sufficient to allow of the construction of an
additional track on the line of the Grand Trunk Railway Company.

Appeal dismissed: 37 S.C.R. 372.

Later, by petition, dated May 8, 1906, the James Bay Railway Company appealed
to His Excellency the Governor General in Council, under subsection 2 of section 44
of the Railway Act, 1903. to vary the said order of August 29, 1905, by striking out
the provisions requiring the James Bay Company to provide for a second track of the
Grand Trunk Railway Company.

This petition was also dismissed by order of the Privy Council, dated May 31,
1906.

Preston and Berlin Street Railway Company v. the Grand TrunJc Railway Company.

This was an application by the Preston and Berlin Street Railway Company,
under section 177 of the Railway Act, 1903, for leave to cross the tracks of the Grand
Trunk Railway Company at Caroline and Erb streets, in the town of "Waterloo.
Ontario.

154 RAILWAY COMMISSIONERS FOR CA^\lDA

9-10 EDWARD VII., A. 1910

In order to avoid the crossings applied for it was suggested at the hearing, on
behalf of the town, that the Board should exercise the power it was alleged to possess
under section 187 of the Act, and direct the Grand Trunk Railway Company to move
its tracks so as to allow sufficient space for the running of the applicant company's
line between Mr. Seagram's property and the line of the Grand Trunk Kailway.

Hearing at Toronto, November 7, 1905.

Judgment, Killam, Chief Commissioner: The application to be dealt with at the
present time is simply one to allow the two crossings at Caroline and Erb streets,
and in the public interests the application must be refused. The Preston and Berlin
Railway Company previously applied to the Board for leave to use a small portion of
the Grand Trunk Railway Company's land in order to dispense with the crossing.
The company was incorporated solely under the provincial laws, and the provision in
the Railway Act giving the Board power to authorize the vise by one company of the
railway tracks or the land of another, applies only to a railway within the authority
of the Board, authorized by Act of the Dominion Parliament, or a work declared to
be for the general advantage of Canada.

The suggestion that the Board attempt to exercise a power to compel the railway
company, which already had a crossing over the streets, to move that crossing, not
for the protection of the public, but as a matter of convenience to another railway,
might be worthy of some consideration, but does not arise on the present application.

The town might succeed in an application to have the tracks of the Grand Trunk
Kailway Company moved and have the highway extended so as to cover the land of
the Grand Trunk between the corner of the Seagram building and the tracks and a
portion of it that is not already a highway. I would not say what view the Board
would take of it, nor how far it could be done with safety apart from the question of
its being a proper exercise of the power under that section 187 that has been referred
to. If the town wishes to do that they should make an application.

Later the application was renewed at the town of Waterloo, after the Board had
an opportunity of examining the locality.

Judgment, Chief Commissioner: The Board finds that the inspection recently
made of the locality has only confirmed its previous view that the crossings ought not
to be allowed to be made ; that the only apparent reason for such crossings is to enable
the electric railway company to use property on which it desires to have its terminal
station and yard, and that the Board does not consider this a sufficient reason for
adding these two additional crossings so close together, and upon such a curve, to
the other sources of danger in Waterloo; that the fact that the railway company has
chosen to so locate its terminal property, or that the council of the town of Waterloo
is unwilling to allow the electric railway company to place its tracks on other streets
does not seem sufficient to force the Board, in the exercise of the discretion conferred
upon it by law, to a different conclusion than that which it deems proper in the public
interest; that the Board regrets that the Grand Trunk Railway Company does not
see fit to allow the electric railway company sufficient space for the running of it?
cars between Mr. Seagram's property and the line of the Grand Trunk Railway, but
that the Board finds that it has no authority to compel the Grand Trunk Railway Com-
pany to allow the Preston and Berlin Company the use of any portion of the land
of the Grand Trunk Railway Company.

This being so, any change in the line of the Grand Trunk Railway Company at
the street crossings would be of no benefit to the Preston and Berlin Company.

Chatham, Wallacehurg and Lake Erie Railway Company v. Canadian Pacific

Railicay Company.

This was an application by the Chatham, Wallacehurg and Lake Erie Railway
Company, under section 177 of the Railway Act, 190.3, for leave to cross the tracks

REPORT OF THE COMMISSIONERS 155

SESSIONAL PAPER No. 20c

of the Canadian Pacific Railway Company, lessee of the Ontario and Quebec Rail-
way Company, at William and Raleigh streets, in the city of Chatham, Ontario.

By agreement made in 1888 between the town of Chatham and the Ontario and
Quebec Railway Company, the company agreed to maintain on two streets gates and
watchmen where the railway crosses the highway, and to permit crossings to be made
over four streets by the Chatham Street Railway Company and such other companies
or corporations as the town might from time to time authorize to construct and run
street railways in Chatham.

By by-law of the city of Chatham passed in 1905, the Chatham, Wallaceburg and
Lake Erie Railway Company (incorporated by Act of Parliament of Canada, 3 Edw.
VII., ch. 105) was authorized to lay down and construct a street railway in Chatham
and was given extensive privileges of running passenger and freight cars by electric
power on certain streets, including those crossed by the Ontario and Quebec Railway
Company.

Hearing at Chatham, December 7, 1905.

Judgment, Killam, Chief Commissioner (5 Can. Ry. Cas., p. 175) :

Held, that the applicants, although possessing greater powers than an ordinary
street railway company, came within the terms of the agreement of 1888 as being a
company authorized to construct and run a street railway in Chatham.

Held, also, that the consent of the railway company in the agreement of 1888, to
permit crossings for street railway purposes did not amount to a consent to permit
crossings for all purposes, nor require it to bear the cost of any extra precaution
necessary in conseqvience of a street railway or other railway being built across its
line, and that the extra expense incurred ought to be borne by the applicants.

City of Ottawa v. the Canada Atlantic Railway Company and Ottawa Electric

Railway Company.

This was- an application by the city of Ottawa, made on October 8, 1903, to the
Railway Committee of the Privy Council for an order directing the construction by
the Canada Atlantic Railway Company of a subway under its tracks on Bank street
and apportioning the cost of such work between the Canada Atlantic Railway Com-
pany and the Ottawa Electric Company. The application was transferred to the
Board after the coming into force of the Railway Act, 1903.

The Ottawa Electric Railway Company, whose undertaking was declared by the
Parliament of Canada a work for the general advantage of Canada, was authorized
by order of the Railway Committee of the Privy Council, to cross the tracks of the
Canada Atlantic Railway Company on Bank street, and by agreement the expense of
protecting the crossing was borne equally between the two companies.

By an agreement dated June 20, 1893, between the city of Ottawa and the Ottawa
Electric Railway Company, provision was made for the construction and operation of
the works of the company over certain streets (including Bank street) of the city of
Ottawa for a period of thirty years from the date of agreement. Under this agree-
ment the company was obliged to pay the city annually the sum of $450 per mile of
street occupied by its tracks for the first fifteen years, and the sum of $500 per mile
thereafter.

By another clause in the agreement the company undertakes to pay $1,000 per
mile on streets which are permanently paved. The agreement also provides that in
the event of the city desiring to alter the grade of any street, it shall be entitled to
do so without being liable to the company for any damage which it might sustain by
reason of the interruption of traffic.

Hearing at Ottawa, April 11, 1905.

Judgment, July 13, 1905. Per Killam, Chief Commissioner (5 Can. Ry. Case,
p. 127) :

156 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Held, that the city corporation should contribute equally with the steam railway
company to the cost of the work.

Also, that the Electric Street Kailway Company should likewise contribute to
the cost of the work.

Ordered, that the cost of construction of the subway, including compensation for
land damages, be borne by the parties in the following proportions: three-eighths by
the city corporation, three-eighths by the steam railway company, one-quarter by the
Electric Street Kailway Company.

Leave was granted by the Board on the application of the Ottawa Electric Kail-
way Company to appeal to the Supreme Court of Canada from its order upon the
following questions of law: —

1. Whether by reason of the terms of the agreement between the Ottawa Electric
Kailway Company and the city of Ottawa, dated June 28, 1893, the Ottawa Electric
Kailway should have been ordered to contribute to the cost of the work thereby
ordered to be constructed.

2. Whether the Ottawa Electric Kailway Company was entitled under said agree-
ment, to have the city of Ottawa furnish to the Ottawa Electric Railway Company,
for the .iise of the said company in the exercise of its running powers, a street or
highway known as Bank street, including that portion of the said street where it is
crossed by the tracks of the Canada Atlantic Railway Company (either with tlie
existing grade or with a changed grade as proposed), upon terms as to payment or
compensation as laid down in the said agreement, and whether if such was the effect
of the said agreement, the Ottawa Electric Kailway Company should have been
ordered to contribute to the cost of the work, thereby ordered to be constructed.

Held, that the electric company was a company ' interested or affected ' in or by
the said work within the meaning of section 47 of the Railway Act, 1903, and could
properly be ordered to contribute to the cost thereof (37 S.C.R. 354).

Re Canadian Pacific Railway Company's branch east of the Don, Toronto.

This was an application by the Canadian Pacific Railway Company, as lessees
of the Ontario and Quebec Railway Company, under section 175 of the Railway Act,
1903, for authority to construct a branch line of railway along the east side of the
river Don, in the city of Toronto.

Hearing at Toronto, April 27, 1905.

Judgment, August 15, 1905, refusing application.

Killam, Chief Commissioner: It was not shown to the satisfaction of the Board
that such a branch was ' necessary in the public interest, or for the purpose of giving
facilities to business,' as required by subsection 4 of section 175 of the Railway Act,
1903.

The legislature had committed the interests of that part of the city, in a large
measure, to the civic authorities. The Board felt that it should not interfere with
the exercise of their discretion except for gi'ave reason, and that it should be left
largely to them to decide whether any, or what, railway company should be allowed
to construct a branch in that neighbourhood.

It did not necessarily follow that authority would be given to any company
chosen by the city, but the fact that the city agreed to the building of such a lino
would tend to establish its importance, and the city's choice would have great weight
provided the terms appeared to the Board to properly safeguard the interests of other
railway companies as well as those of the public.

Crand Trunh Pacific Railway Company v. Canadian Pacific Railway.

The Grand Trunk Pacific Railway applied under section 123 of the Railway Act,
1903, for an order approving the location of a section of the main line of its railway
from Portage la Prairie to the Little Saskatchewan river, in Manitoba.

REPORT OF THE COMMISSIONERS 157

SESSIONAL PAPER No. 20c

The route map was approved by the Minister of Railways, as required under
section 122 of the Eailway Act, 1903, and by the Governor in Council.

It was objected on behalf of the Canadian Pacific Railway Company that the
continuation of the proposed location of the applicant companjr's line to the boundary
between Manitoba and the province of Saskatchewan would be within a very short
distance, 9 or 10 miles, of the Pheasant Hills and Manitoba and aSTorthwestern
branches of the Canadian Pacific Railway Company, which was contrary to the intent
and purpose of parliament as indicated by the Act incorporating the applicant com-
panj'-, which required the applicant company to keep a distance of approximately 80
miles from other roads, and which involved, therefore, a very important question of
law, namely, as to the true construction and interpretation of the incorporating Act,
and upon which the Board might desire the opinion of the Supreme Court.

Hearing at Ottawa, September 4, 1905.

Judgment, September 4, 1905.

Killam, Chief Commissioner: It does not seem to me that there is any question
of law involved in this case. The company obtained a special Act authorizing it to
huild a line of railway between certain points. Parliament has authorized that to
be done, and it is not for this Board to say that it shall not be done.

The Railway Act, which by its terms is to be read as one with the special Act,
requires the approval by the minister of the route of the railway. After the minister
has approved it, the route is to be deemed the route that the railway is to follow, and
it cannot be altered except by the minister himself. The Board has no arbitrary
power to refuse to accept location plans which have been approved by the minister.
After such approval the proper attitude for the Board to assume is to consider that
there is a company empowered by parliament to construct a railway upon the route
so approved. The Board has no right to say that the line shall not be built on that
route. It must treat the location plans merely as plans of a part of the line accord-
ing to that route located, and all it can say is as to whether the detailed location
along that route shall be adopted or shall not.

There might be reasons why it should vary this a little one way or the other and
still conform to the general route the minister has authorized.

Although the Board should be very chary about questioning the minister's view,
still it might not be found approving that location if it believed that the minister
had taken a wrong view of the law, and that he had no power to authorize or sanc-
tion the route under the special Act of the railway company. A question of that
kind is raised here. There is, to my mind, however, no doubt whatever that the
Grand Trunk Pacific Company has authority to build on the route that has been
chosen, and that the minister has authority to sanction that route.

The company is by its Act given power to build railways from Moncton to the
Pacific coast and certain points are specified through which it has to pass. The
minister would be bound by this.

The clause referred to as creating a limitation as to the route in the Northwest
Territories does not bind the Governor in Council to anything as a matter of law. In
the first place, it requires the location to be approved by the Governor in Council, and
it says that he is to have regard to a certain principle ; that he shall have regard to
that principle except for the purpose of reaching common points. There is one excep-
tion. Then it says, or for other satisfactory reasons. That leaves it open to the
Governor in Council to say what are the satisfactory reasons. It says further that
such location shall, as far as practicable (another exception), be constructed at such
distance, generally not less than thirty miles from any other main line of railway, as
the Governor in Council may deem reasonable. There is no limitation, in fact, as to
the thirty miles. It is a suggestion thrown out by which the Governor in Council
may. to a certain extent, feel himself bound to act. The very fact that some portion
of the line is picked out, and certain considerations are pointed out to guide in the

158 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

approval of that particular location, would indicate that the rest of the route is left
open, as it would be to any other railway company under the general Railway Act,
and its special Act, when the latter has no particular limitation as to route.

Held, that there is not sufficient in the question of law raised to cause the Board
to submit the question to the Supreme Court before acting in the usual way, and that
the orders should issue approving the plans.

Application of the Grand Trunk Railway Company, under section 139 of the Railway
Act, 1903, for authority to take certain additional lands lying north of the
Esplanade and between Yonge and York streets, in the city of Toronto, and for
the settlement of the minutes of the order therein.

On April 19, 1904, an extensive fire took place in the business portion of the city
of Toronto. On May 4, 1904, before proceedings had been taken by any land-owner
to rebuild, this application, which included a portion of the burnt property, was
made. A further application, covering more of the burnt property, was afterwards
made on August 10, 1904.

The application was in the terms of the statute, to permit the applicants to ex-
propriate the lands burnt over and other lands for the purpose of the

' convenient accommodation of the public and the traffic on its railway.' The result
of the application was that none of the o%vners affected had completed any work on
the ground looking towards a restoration of the buildings which had been burnt.

Two important points raised at the hearing were: —

First, as to the jurisdiction of the Board. It was claimed that sufficient ground
was not laid, under section 139 of the Railway Act, to enable the Board to entertain
the application.

Secondly, as to the question of compensation to those interested in the land pro-
posed to be taken.

Hearings, May 26, July 22, December 9, 1904, and January 5, 1905, at Ottawa,
and December 22 and 23, 1904, at Toronto.

Judgment, February 23, 1905.

Killam, Chief Commissioner (4 Can. Ry. Cas., p. 290) :

The Board may consider not merely the traffic coming to the station on the rail-
way of the applicants immediately or from a distance, but also future traffic on the
railway and the future accommodation of the public.

In dealing with the question of compensation, the Board may require the appli-
cants to do any act whatever, including the payment of money, in addition to the
compensation ordinarily allowed under the statute, but any such additional compen-
sation should be allowed only under very peculier circumstances.

Held, that compensation should not be paid to the owners for business losses
sustained since the fire and during proceedings taken before the Board for leave to
expropriate, but interest from the date of the original application for such leave was
allowed.

Bernier, Deputy Chief Commissioner (dissenting) : The principles upon which
compensation should be allowed are fixed by the Railway Act, and the Board has no
power to order payment of compensation for any other damage than that which the
statute allows in the ordinary case of expropriating lands under the Railway Act.

Mills, Commissioner (dissenting) : That compensation can be allowed under sec-
tion 139, for business losses sustained while an application for leave to expropriate
is pending, and that this was a proper case for allowing damages for such losses.

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SESSIONAL PAPER No. 20c

In re Grand Trunk Railway Company and cities of St. Henri and Ste. Cunegondei

The Grand Trunk Railway Company applied for authority to expropriate, for
the purpose of yard room, land owned by the cities of St. Henri and Ste. Cunegonde,
in the province of Quebec.

Hearing at Ottawa. February 14, and at ^lontreal, February 22, 1905.

Judgment, May 2, 1905.

Killam, Chief Commissioner (4 Can. Ey. Cas., p. 277) :

Under sections 118 and 139 of the Eailway Act, 1903, railway companies may
expropriate the lands of municipal corporations used by them for municipal purposes.

Reid V. the Canada Atlantic Railway Company.

This was an application under section ISG of the Eailway Act, 1903, by a private
individual, to compel the Canada Atlantic Eailway Company to make and maintain
highway crossings over or under the line of railway at points adjoining lands ot tne
applicant, and was based upon an alleged agreement between the applicant and the
railway company, claimed to have been made by Mr. J. E. Booth on behalf of the
railway company.

The existence and alleged terms of the agreement were disputed as well as the
authority of ^fr. Booth to bind the company in that respect. The railway was con-
structed through the lands of the applicant, and the right of way acquired from him.
He afterwards laid out into town lots, with intersecting streets, lands adjoining the
railway, and the application was to have certain of these streets carried across the
line of railway.

The municipality had passed a by-law purporting to establish as public highways
such streets without complying with section 632 of the Municipal Act, E.S.O., 1907,
chapter 223.

It was objected that the applicant had no locus standi to be heard on such an
application, which should be made by the municipality only, and that no such high-
way can be opened across the line of railway without the previous enactment of a
by-law of the municipality to that effect, after fulfilment of these formalities.

Hearings at Ottawa, May 16 and June 6, 1905.

Judgment, June 9, 1905.

Killam, Chief Commissioner (4 Can. Ey. Cas., p. 272) :

1. Under section 186, either a railway company or other parties may apply for
leave to the railway company, and possibly in some cases to other parties, to construct
a highway.

2. The by-law of the municipality was imperative to establish a highway across
the railway against the will of the company.

3. The Surveys Act, E.S.O. 1897, ch. 181, sec. 39, cannot create highways across
the land of a railway company or give any right to the applicant to have his streets
extended across the railway.

4. A railway company may, with the leave of the Board, lay out and dedicate
portions of its right of way for use as highways which the municipality could accept
without passing a by-law for that purpose.

5. The applicant is only entitled to an order from the Board authorizing the rail-
way company to lay out and construct such highways. The by-laws of the munici-
pality may be considered an acceptance of such highways.

6. The Board does not enforce specific performance of such agreement*. It is
not empowered to compel the railway company to construct the highway at the
instance of the applicant.

7. As no other court or authority than the Board can lesrally allow the railwav
company or any other person to construct the highwav. the application should proceed
for the purpose of enabling the Board to determine whether it will give this permission.

160 RAILWAY COMMISSIOyEJiS FOR CANADA

9-10 EDWARD VII., A. 1910
Guelph and Goderich Railway Company v. Grand Trunk Railway Company.

This \vas an application by the Guelph and Goderich llailway Company, under
section 137 of the Kaihvay Act, 11)03, for authority to take possession of, use and
occupy land of the Grand Trunk llailway Company at Goderich.

The land sought to be taken was a portion of strip along the harbour of the
town of Goderich upon the waterside of which the Grand Trunk Eailway Company
had a number of tracks and other improvements. The particular portion applied for
was not occupied by the tracks or used in any way by the Grand Trunk Railway
Company, but that company claimed that it would be likely to require, in the future,
for its business at that point, two additional sets of tracks upon the land in question.

The applicant company desired to take and use not only the portion absolutely
required for its tracks, but also a further strip for support.

The Board's Chief Engineer reported that one additional track would meet all
the reasonable requirements of the Grand Trunk llailway Company for the future
and that the quantity he recommended that the Guelph and Goderich Railway Com-
pany be authorized to take was the least that would be reasonably required for its
tipcks and their support.

Hearinj; at Ottawa, March 21, 1905.

Judgment, July 17, 1905.

Fs'ijlam, Chief Commissioner: Railway companies have been granted by the
legislature xerj gi'eat powers to take property without the consent of the owners.
In the exercise of these powers they frequently cause serious discomfort and incon-
venifnce to individuals, and in many cases deprive parties of property urgently
needed for business purposes.

Sfction 137 of the Railway Act, 1903, places railway companies under liability to
be subjeoted to similar treatment to that which, by the general expropriation clauses
of the Act, they are empowered to m.ete out to private individuals.

Parliament desires that the way should be kept clear for the construction of
additional railways, and that existing railway companies should not be allowed to
monopolize the lands advantageously situated for railway purposes at any particular
point.

The board is empowered by this legislation to authorize one railway company
to occupy and use the lands of another, even to the serious loss and detriment of the
latter. Due compensation being made therefor care should be taken to avoid such
injury, except where the public interest imperatively requires it.

It is difficult to estimate in advance the probable requirements of the distant
future. On such applications endeavour should be made to allow for future deve-
lopment; and, if it can be avoided, encroachment upon the property likely to be
reasonably required for the purposes of the existing railway should not be authorized.
On the other hand, the Board must guard against the use by an existing railwaj
company of an exaggerated estimate of its probable requirements for the purpose of
placing at a disadvantage an incoming competitor.

It has not been shown that there is any need of even the one additional track
for the purposes of the business of the Grand Trunk Railway Company in Goderich
'If that time should ever arrive the Board, or such body as shall then exercise its
present authority, can make such provision as may seem meet.'

Held, that order should be authorizing the Guelph and Goderich Railway Com-
pany to take possession, use and occupy the lands estimated by the engineer of the
Board to be required for its purpose, such compensation therefor to be paid by that
company as shall be fixed by agreement between the two companies, or, in case they
cannot agree by the Board.

Held, also, that while the Board has the power to rescind or vary any of its
orders, this order should expressly provide that it is subject to be varied or rescinded

REPORT OF THE COMMISSIONERS 161

SESSIONAL PAPER No. 20c

by the Board; thus the parties will have full notice that such change may be made
as future developments shall require.

Preston and Berlin Street Railway Company v. Grand Trunk Railway Company.

The Preston and Berlin Street Kailway Company applied, under section 137 of
the Railway Act, 1903, for authority to take possession of, use and occupy so much
of the lands of the Grand Trunk Railway Company's right of way at the crossing
of Caroline and Erb streets, in the town of "Waterloo, as is necessary for the appli-
cant company's crossing at these points.

The Preston and Berlin Company was incorporated by letters patent under the
great seal of the province of Ontario.

Hearing at Ottawa, August 29, 1905.

Killam, Chief Commissioner: Section 137 gives to a company, if the Board
authorizes it, the power to take and use the land of a railway company. The words
' the company,' referred to in that section means a railway company within the
legislative authority of the Parliament of Canada.

The Board has no jurisdiction to authorize the taking of the lands applied for.

Bertram & Sons' application Branch line.

This was an application by John Bertram & Sons, Ltd., of Dundas, Ontario, for
an order directing the Hamilton and Dundas Street Railway Company and the
Toronto, Hamilton and Buffalo Railway Company, or one of them, to construct and
maintain a branch line from the railway of the Hamilton and Dundas Street Rail-
way Company from Hatt street, in the town of Dundas, to the lands and premises
of the applicants.

The Hamilton and Dundas Street Railway Company was incorporated by Act of
the ligislature of the province of Ontario, and its railway was never declared by the
parliament of Canada a work for the general advantage of Cauda.

The contention on behalf of the applicants was that section 7 of the Railway
Act, gave the Board jurisdiction.

This section provides that ' every railway, steam or electric street railway or
tramway, the construction or operation of which is authorized by a special Act
passed by the legislature of the province, now or hereafter connecting with or crossing
a railway which, at the time of such connecting or crossing, is subject to the legis-
lative authority of the parliament of Canada, is hereby declared to be a work for the
general advantage of Canada in respect only to such connection or crossing, or to
through triffic thereon '

The Toronto, Hamilton and Buffalo Railway Company is subject to the legis-
lative authority of the parliament of Canada.

Hearing at Toronto, December 11, 1905.
Judgment, December 11, 1905.

Killam, Chief Commissioner : These provincial railways are declared to be works
for the general advantage of Canada in respect only of the making of the physical
connection, the crossing of one by the other, and the through trafEc between them.
That does not include the making of sidings or the giving of facilities for traflSc.

Its purpose is to make those railways authorized by the provincial legislatures
subject to the Dominion Railways Act in respect of certain matters only, and not to
make the whole of these railways, after they have once been connected, and become
in one sense a connection of a Dominion railway, wholly subject to the Act for all
purposes.

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162 RAILWAY COMMISSIONERS FOR CANADA

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Held, that the Hamilton and Dundas Street Railway Company was not within
the Board's jurisdiction and that the Board has no power to make an order directing
it to give a siding.

The Canadian Pacific Bailwuy Company v. the township of North DumfrieU?.

Application by the Canadian Pacific Eailway Company for authority to construct
and operate railway tracks for a term of ten years over the present line of a highway
in the township of North Dumfries, Ontario, to close to public traffic a portion of
such highway, and tc open in lieu thereof a new road.

The company had a spur track running from its main line at Ayr to a mill, and
from this spur line sidings were run into a ballast pit, crossing in their course the
highway in question.

Arrangements had been made with the owners of lands adjoining the gravel pit
on one side of the highway and adjoining the company's mill spur on the other side
of the highway, for the acquisition of further lands containing gravel; and the com-
pany desired to excavate farther back into the side of the hill to a depth much below
the level of the highway, and for that purpose to cut away the soil of the highway a
similar depth, and also for a period of fifteen years to divert the highway so that it
would run around the company's land and be crossed on one side by the spur leading
from the station at Ayr to the mill and gravel pit.

It was objected that the Railway Act did not authorize the diversion of a high-
way except for the purpose of its being crossed by or carried opposite the main line
of the railway.

Hearing at Gait, November 6, 1905.

Judgment.

Killam, Chief Commissioner: Gravel is necessary for properly ballasting a line
of railway and keeping it in a proper state of efficiency. The ordinary method of
obtaining such gravel for use on a line of railway is to construct spurs or sidings to
points where the gravel is to be obtained, and to carry it therefrom by railway loco-
motives and cars to the line on which it is to be used.

Section 141 shows that the acquisition of lands on which gravel is to be found,
and the construction thereto of our spur lines, are without the powers intended by
parliament to be exercised by a railway company.

Where the railway company can acquire the lands containing the gravel, and
have a right of way thereto, it is not necessary to take the steps prescribed by section
141. For the purposes of such spur line, the railway company can exercise the powers
for the diversion of highways given by the Act, as well as for the purpose of the
construction and operation of the main line of railway.

In order to the proper excavation of the gravel pit to the depth to which, the
gravel goes, and for the proper operation of gravel trains, the railway company re-
quires to cut through the highway more than once. A single cutting across the high-
way of the ordinary width for one track, would be insufficient. In order to keep the
highway on its present site in a fit state for travel a long bridge or series of bridges
would be necessary.

The railway company, in lieu thereof can properly be authorized to divert the
highway at this point for the period of time estimated by it to be necessary for the
purpose of exhausting the gravel pit.

By the municipal law of Ontario, the municipality in which the highway is
situated is entitled to dispose of gravel in the soil of a public highway, and to main-
tain trespass against any person taking the same. The railway company does not
desire to deprive the municipality of the gravel in the soil of the highway and is
■willing to restore the site of the highway to a satisfactory condition for public travel
at the conclusion of its operations.

REPORT OF THE COMMISSIOyERS 163

SESSIONAL PAPER No. 20c

Section 2, subsectfons (s) and (bb), 118, 119, 141 and 186 of the Eailway Act,
1903, referred to.

Held, that the diversion should be allowed upon proper terms for safeguarding
the interests of the municipality and of the public.

T. D. Bohinson & Son v. The Canadian Northern Railway Company.

This was an application by T. D. Robinson & Son, of the city of Winnipeg, for
an order directing the Canadian Northern Eailway Company to replace the siding
■wrongfully taken up by it from the applicants' property immediately adjoining the
station and main line and yards of the said railway company in the said city of
Winnipeg or any such other part of the applicants' yard as to the Board may seem
just; or in the alternative that general delivery of all freights consigned to the appli-
cants be made to the siding at present erected close to the applicants' yards and for
such other relief as to the Board may seem just.

The applicants were owners of lands immediately adjoining the main line pas-
senger station and the yards of the railway company in the city of Winnipeg and
formerly had a private siding extending from a point of their land into the station
yards of the company and connecting with the railway. The siding was constructed
and owned by the railway company, who had, however, acquired no title to any part
of the land of the applicants on which the said siding was placed.

The railway company later took up the siding, alleging, as a reason, that it was
inconvenient for them to continue the use of it to the applicants, and as a result
this application was made to the Board.

It was objected, on behalf of the railway company, that the Board had no juris-
diction to make an order as applied for; that the only section of the Eailway Act
empowering the Board to order the construction of spur lines is 176, and unless the
parties should consent to an order made with any other provisions, the Board would
be limited to making this order strictly in accordance with the provisions of that sec-
tion.

Hearing at Winnipeg, September 11, 1905.

Judgment, January 6, 1906.

Killam, Chief Commissioner: In taking from the applicants the sidings and
railroad connection formerly enjoyed by them, the railway company deprived the
applicants of reasonable facilities which the company should be directed to restore.

The applicants did not apply under section 176 of the Eailway Act as owners
of an industry for an order to compel the company to construct a branch or spur
line. Their lands adjoins the railway yard of the company, and no order was neces-
sary to enable the railway company to construct a line upon its own land to the
boundary line between its property and that of the applicants, or to make connection
at such boundary line with a siding upon the applicants' land and transfer cars to
and from such siding.

The siding and connection, and the privilege of loading cars and delivering goods
for carriage on such a siding and of receiving and unloading goods by means thereof,
may proi>erly be required as facilities within the Act.

While the Board does not hold that the railway company should be made to fur-
nish similar facilities to every applicant, in view of the previous supply of the same
to the applicants and of the company's practice in freely furnishing such accommo-
dation to those engaged in the same and other branches of business, as well as the
other facts and circumstances disclosed, these facilities should be regarded as reason-
able and proper ones which the company should afford to the applicants.

Under all the circumstances, the discontinuance of the former service was un-
reasonable. Eailway companies should not be allowed to furnish and cut off such
facilities capriciously.

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164 RAILWAY COMillSSIOyEIiS FOR C AX ADA

9-10 EDWARD VII., A. 1910

An order directing- the railway conipany, in the general t-erms of section 253, to
afford to the applicants all reasonable and proper facilities for the receiving, &c., would
not be sufficient. The authorities cited by counsel for the company were not, in the
opinion of the Board, conclusive against its jurisdiction to direct specifically the con-
tinuance of previous facilities which had been unreasonably discontinued.

Held, that an order should go directing the railway company to restore the spur
track facilities formerly enjoyed by the applicants for the carriage, despatch and
receipt of freight in carloads over, to, and from the line of the railway company and
the connection for that purpose, between such spur track and a railway siding on the
land of the applicants ; the company to have the option of constructing the siding on
the applicants' land, at the expense of the applicants, or of allowing this to be done
by the applicants, who shall bear the expense of making the necessary connection. The
company should also have the option of constructing the track from such point on its
line, and to such point on the applicants' land, as it shall think proper.

Order issued February 19, 1906.

Note. The railway company appealed to the Supreme Court of Canada from the

order of the Board, dated the 19th day of February, 1906, on the question of the
Board's jurisdiction to make the order. Appeal dismissed.

Winnipeg Builders' Exchange.

This was an application by the Winnipeg Builders' Exchange for an order direct-
ing the Canadian Pacific Kailway Company, the Canadian Northern Eailway Com-
pany, and the Manitoba Railway Company to interchange freight of all grades and
classes at the city of Winnipeg.

Hearing at Winnipeg, September 11, 1905.

Killam, Chief Commissioner: Eailway companies are not entitled, under sections
214 and 253 of the Railway Act, 1903, to distinguish between different kinds of traffic
by refusing to certain commodities the facilities for interchange which are given in
respect of other commodities, but in view of the congested state of traffic on railways
in Manitoba at that time, the Board did not think it proper to direct that any change
be made immediately in the practice therefore followed in that respect.

Held, that an order should issue directing that on and after the 1st day of Jan-
uary, 1906, all freight in carloads shall, when carried over the railway of the Canadian
Pacific Railway Company or the Canadian Northern Railway Company to the city of
Winnipeg, or the town of St. Boniface, or delivered to such other company at Winni-
peg or St. Boniface for carriage, be transferred by the one company to the other in
the original car at some point of junction of their lines in the vicinity of St. Boni-
face or Winnipeg, when so consigned.

In view of the condition of the line along the west side of the Red river, com-
monly known as the ' transfer track,' and the total insufficiency of that line for the
interchange of such traffic, the railway companies were left to make the interchange
at such points as circumstances appeared to them to warrant.

The Canadian Pacific Railway Company v. The Grand Trunh Eailway Company.

This was an application by the Canadian Pacific Railway Company for an order
directing the Grand Trunk Railway Company to afford proper facilities for the inter-
change of traffic between the said companies over the branch authorized by order of
the 6th of July, 1904, to be constructed by the Grand Trunk Railway Company from
a point on its line between London and St. Mary's to the line of the Canadian Pacific
Railway Company, between London and Toronto, and fixed the amount to be charged
for such interchange of traffic and the interswitching of cars over the said branch.

REPORT OF THE COMMISSIONERS 165

SESSIONAL PAPER No. 20c

The only connection at or near London, between the lines of the two railways,
is by this branch.

The Grand Trunk Eailway Company's lines in and through the city of London
were in evidence long before the Canadian Pacific Railway was constructed. It had
extensive terminal properties, including a large number of sidings to various business
and manufacturing premises and an extensive business at that point. The terminal
facilities and business of the Canadian Pacific Eailway Company at London, on the
other hand, were comparatively small.

By means of this branch the Canadian Pacific Railway Company was given direct
access to a large number of business premises in London, which it did not previously
have.

Urged on behalf of the Grand Trunk Railway Company, that as the proposed
connection would be much more advantageous to the Canadian Pacific Railway Com-
pany than to it, the Grand Trunk Company should receive much the larger propor-
tion in the division of rates for traffic interchanged between the two companies —
much greater than that which would be a fair remuneration for the mere service ren-
dered in the transportation of cars over this branch and its London terminal lines and
the loading and unloading of the same.

Sees. 253, 266, 267 and 271 of the Railway Act, 1903, referred to.

Hearing at Ottawa, June 20, 1905.

Judgment, July 16, 1905.

Killam, Chief Commissioner: The provisions of the Railway Act which require
railway companies thus to interchange traffic at connecting points are introduced,
not for the purpose of benefiting one railway company at the expense of another, but
solely in the interest of the public. The law cannot recognize anything in the nature
of a good-will of the business of either railway company thus affected, for which
another should give compensation. The division between railway companies of the
joint rates for traffic thus interchanged should be made upon the principle of giving
reasonable compensation for the services and facilities furnished by the respective
companies in respect of the particular traffic interchanged, and not by reference to
the magnitude of the business of the company, or the other particular points, or tho^
respective advantages which each can offer to the other there, or a comparison of the-
loss which the one is likely to sustain with the gain likely to accrue to the other from
the giving of the facilities which the law requires.

The Board cannot properly deal with the question of the division of such rates
or the allowance of charges for switching in a general way. and by reference to all
the points in Canada where the railways may connect. Li each case the nature and
value of the service to be rendered and the facilities to be used mu=;t be taken into
consideration.

The Grand Trunk Railway Companv being obliged to furnish, for the carriage
over its portion of the continuous line, for the receipt and delivery of the same, and
for the loading and unloading of cars for the purpose, the same facilities as in respect
of traffic passing over its own lines only or transferred to or by it at distant points of
the Canadian Pacific Railway system, the apportionment of rates should be made
upon this basis.

Held, that order should go requiring the Grand Trunk Railway Company to
afford all reasonable and prorper facilities for receiving, forwarding and delivering
all traffic offered to it in cars wholly or partially loaded for passage over the branch in
question and its lines connected therewith and of unloaded cars so offered and of
freight offered to it for carriage to and over the lines of the Canadian Pacific Railway
by the medium of the said branch, and for the interchange by means of the said branch
of traffic between its lines and those of the Canadian Pacific Railway Company, as
well as between the lines of the Canadian Pacific Railway Company and those of other
railway companies connecting with the lines of the Grand Trunk Railway Company,

166 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

and providing that the rates to be charged for such traffic shall be those provided for
by any joint tariffs in existence between the railway companies interested, and, in
the event of there being none, the rates charged by the Grand Trunk Railway Com-
pany between the same points, and, in the absence of either the rates charged by the
Canadian Pacific Railway Company between the same points; also, that in the divi-
sion of rates for such traffic, the Grand Trunk Railway Company shall be entitled to
charge and receive the following tolls for switching freight and live stock traffic, in
carloads, from and to the Canadian Pacific Railway at or near London by means of
the said branch, namely: —

(a) Between the point of connection of the Grand Trunk Railway interchange
track and the Canadian Pacific Railway siding, and all delivery tracks and siding
owned or controlled by, or connecting with, the lines of the Grand Trunk Railway
between and including the Canadian Packing Companjr's plant on the east and the
London Street Railway interchange, known as Springbank siding, on the west, except
as provided in clause (b), one cent per one hundred pounds, but not less than five
dollars per carload, for each complete haul in either direction; no extra charge to be
made for the movement of the empty car in the opposite direction.

(h) For the intermediate switching of through or joint freight and live stock
traffic between the point of connection designated in clause (a) and the point of con-
nection of the Grand Trunk Railway with the Pere Marquette Railroad, three dollars
per c^r, in either direction, regardless of the weight; no extra charge to be made for
the transfer of the returning empty car.

Held, further, that the order should also provide that all devices, such as free
or assisted cartage or cartage allowances intended to equalize the facilities of the
respective railways of the Canadian Pacific Railway Company and the Grand Trunk
Railway Company for the collection and delivery of freight at or near London, except
the customary system of cartage published in the freight tariffs of the respective
companies be prohibited and that all preference, prejudice and discrimination in
such cartage system be prohibited.

Order dated July 25, 1905, issued.

Note. — An appeal to the Supreme Court of Canada from the Board's order or
July 25, 1905, now pending.

Walker et al v. The Toronto and "Niagara Power Company.

Two applications were made to the Board, one by John H. Walker and William
Tuck, the other by James W. Alway, for an order rescinding an order of the Board
authorizing a deviation from the located power line of the Toronto and Niagara
Power Company, previously approved by the Board.

By order dated March 29, 1904, the board approved the location of the line of the
Toronto and Niagara Power Company from 3 to 38 miles from the Niagara river.
This included the line across lots 7, 18 and 19, in the 3rd concession of the township
of Grimsby. Each of the three applicants is the owner of one of these lots.

On April 15, 1905, the board authorized a deviation from the located line, as
approved. This was the order sought to be rescinded. The new plans showed a
different location, beginning at lot 15, in the 3rd concession of Grimsby, and extend-
ing across (among other lands) lots 17, 18 and 19, at an approximate distance on
these three lots three-quarters of a mile from the previous location across them.

The applications to rescind the order of April 15, 1905, were based on the grounds
that the Railway Act did not permit a double expropriation, and that the company
was in reality not deviating from the original line sanctioned by the board, but was
constructing an additional or branch line in connection with its original line.

Hearing at Toronto, November 7, 1905.

Judgment, April 12, 1906.

REPORT OF THE COMMISSIONERS 167

SESSIONAL PAPER No. 20c

Killam, Chief Commissioiier (5 Can. Ey. Cas., 190) : Held (1) that the com-
pany's powers under its Act of incorporation (2 Edw. VII., Ch. 107, Dom.) were not
exceeded by the construction of one line, as in the case of a company authorized to
build between two termini or any specified number of lines.

(2) That the cases relating to deviations by railway companies do not apply.

(3) Without considering the jurisdiction of the board to make the orders res-
pecting location plans, the applications must be refused.

The Algoma Central amd Hudson Bay Railway Company v. Grand Trunk Railway

Company.

This was an application by the Algoma Central and Hudson Bay Eailway Com-
pany for an order, under sections 266 and 267 of the Kailway Act, 1903, to compel the
Grand Trunk Eailway Company to enter into a joint tariff with it upon traffic partly
over the Grand Trunk Eailway and partly by a line of steamships of the applicant
company.

The Algoma C^'ntral and Hudson Bay Eailway Company operates a line of rail-
way from Sault Ste. Marie northwesterly for about 70 miles, and also a line of rail-
way from Michipicoten harboiir, on Lake Superior, for a short distance. It uses and
operates a fleet of steamers, passenger and freight, plying between Sault Ste. Marie
and Michipicoten harbour, on the one hand, and points on Lake Huron and other
inland waters reached by the Grand Trunk Eailway on the other.

Section 276 of the Eailway Act, as making the provisions of sections 266 and
267 extend to the traffic mentioned, relied upon.

Hearing at Toronto, April 17, 1906.

Judgment, April 26, 1906.

Killiam, Chief Commissioner (5 Can. Ey. Cas., 196) : Sections 253 and 271 relate
solely to railway traffic, and not to traffic between a line of railway and water line.

A line of steamships operated by a railway company running to ports reached by
the line or lines of another company does not constitute therewith a continuous route
within the meaning of sections 266 and 267 of the Eailway Act, 1903.

Application dismissed.

The City and County of St. John v. The Canadian Pacific Railway Company.

Application by the municipality of the City and County of St. John, ZSTew Bruns-
wick, for an order under section 187 of the Eailway Act, 1903, directing the Canadian
Pacific Eailway Company to construct and maintain suitable gates over a street in
the village of Fairville, and one in the village of Milford, where the Canadian Pacific
Eailway crosses these streets.

Hearings at St. John, April 13, and Ottawa, November 22. 1905.

Judgment, June 5, 1906.

Killam, Chief Commissioner (5 Can. Ey. Cas., 161) : The railway company was
ordered to construct and maintain gates over the street crossing in Fairville and to
install an electric bell at the crossing in Milford.

Held, that the board had jurisdiction, under section 47 of the Eailway Act, 1903,
to order the municipality to contribute to the expense of protecting its highway
crossings, as in the case of municipalities in other provinces. City of Toronto v.
Grand Trunk Eailway Company. 37 S.C.E. 232. referred to.

By later order of the board, dated June 14, 1906. the cost of installing, operating
and maintaining the gates of the Fairville street crossing was directed to be borne
by the railway company, the wages of the day and night watchman employed at this
crossing to be paid one-half by the municipality and one-half by the railway com*

168 RAILWAY COMMISSIONERS FOR CAXADA

9-10 EDWARD VII., A. 1910

paiiy; the cost of installing, operating and maintaining an electric bell at the Milford
crossing to be borne by the railway company.

Ee Apportionment of Cost for Protection of Highway Crossings.

Judgment of Chief Commissioner in the Almonte street crossings' application

(June 15, 1906) ' the iisual practice of the Railway Committee of the

Privy Council, which, before the constitution of the Board of Railway Commissioners,
exercised jurisdiction respecting the protection of highway crossings, was to divide
the cost of the protection of previously existing highway crossings by railways between
the municipalities and the railway companies ; that such has been the practice of this
board, although it is recognized that no fixed rule can be laid down for determining
whether the municipality should share the expense, or in what proportion it should
do so. In a recent case, the jurisdiction of the Railway Committee to apportion such
expense upon the municipality was upheld by the Supreme Court of Canada.

Niagara, St. Catharines and Toronto Railway Thorold Street Crossings.

This was an application by the Niagara, St. Catharines and Toronto Railway
Company, under section 186 of the Railway Act, 1903, for leave to cross certain
streets in the town of Thorold, in the township of Thorold, with its line of railway.

Hearing at Hamilton, May 8, 1906.

The town of Thorold opposed the application, contending that the applicant com-
pany's railway is a street railway or tramway, or is operated or to be operated as a
street railway or tramway, and that leave could not be given to carry it across streets
in the town without the consent of the town by by-law. Upon the evidence, it did
not appear that the proposed branch line was a street railway or tramway, or intended
to be operated as such. The applicant company's main line was constructed upon the
company's right of way and did not run alon^ the streets in Thorold, nor did its cars
stop at street corners to take up or let off passengers, but only at its own stations.

In the year 1902, by authority of the parliament of Canada and of the legislature
of the province of Ontario, the applicant company acquired the property and under-
taking of the Port Dalhousie, St. Catharines and Thorold Electric Street Railway
Company, Limited, a company incorporated under the authority of the legislature of
the province of Ontario, for the construction and operation of an electric street rail-
way, and the applicant company now operates the line of that street railway in and
upon the streets of Thorold and elsewhere; but the branch line authorized by order
of the board, and which the applicant company desired to carry across these streets,
was to be taken from the main line of the applicant company's railway, and not from
the street railway system.

Judgment, Chief Commissioner, June 19, 1906.

The prohibition in section 184 of the Railway Act, 1903, is against the authoriza-
tion of the operation of a street railway or tramway along a highway. In the present
case the application is for crossings only. In one case, the crossing is to be at an
angle which would force the railway upon the street for a considerable distance, but it
seems to be none the less a crossing. The evident intention of the Act is to require
railway companies proposing to operate a street railway system, and to use the streets
as their right of way, to procure the assent of the municipality for that purpose. The
Act authorizes a company to carry its railway across streets by leave of the board, and
the only qualification is that the- consent of the municipality is required where the
railway is a street railway or tramway which runs along, and not merely across, tho
street.

Held, that the application should be granted.

REPORT OF THE COMMISSIOXER^ 169

SESSIONAL PAPER No. 20c

Re The MacGregor-Gourlay Co., Limited, Complaint.

This was a complaint by the MacGregor-Gourlay Co., Ltd., respecting the obstruc-
tion of South "Water street, in the town of Gait, alleging that the Grand Valley Rail-
way Company had raised its tracks from ten inches to two feet above the level of the
street, in contravention of an agreement between the town and the railway company,
entered into September 13, 1905.

Under this agreement, the company was required, amongst other things, to —

(a) macadamize 2 feet in width of the roadway v,-here practicable — such work
to be done in a manner satisfactory to the board of works, who were to have the power
to direct what portion of the roadway of 36 feet in width should form the 22 feet to
be macadamized;

(6) lay and maintain the lots of the surface of the ties so as to be flush with the
adjoining the surface of the street ; but where the track should be laid in or about the
centre of the street, it was required to lay and maintain its rails so that the top
thereof should be flush with the adjoining surface of the street.

The agreement also provided that any disputes were to be determined by th ;
board of works of the town. The board caused its engineer to make an inspection ol
the line of the Grand Valley Eailway Company along South Water street, and hj.
reported that ' from the end of the bridge across the Grand river to the south end of
the property owned by the Beers Tannery, the track along Water street is from 1
inches to 12 inches above the level of the street, so that access to the property on the
west side of the street is cut off '

The engineer expressed the opinion that the company should put its tracks down
to the level of the street, so that the owners of the property on the west side of th?
street might have unobstructed access to their property.

Under direction, the company was asked to advise the board whether it had since
complied with the terms of the agreement between it and the town, and the clerk of
the town notified that this had been done, with the additional notification that, under
sections 1S6 and 187 of the Eailway Act. 1903, the board has jurisdiction to direct
that such works be executed or measures taken as appear to the board best adopted
to remove or diminish the danger or obstruction arising or likely to arise from the
railway company's tracks; and that the board is not bound in this respect by the
decision of the board of works; but may. if the civic authorities allow the railway
and the street to remain in such a condition as unduly to obstruct traffic, direct the
town, instead of the railway company, to take the necessary measures for protection
of the public.

June 25, 1906.

In re Cocherline and Guelph and Goderich Railway Company.

Robert J. Cockerline applied to the board for an order directing the Gueiph and
Goderich Railway Company to make him an undercrossing between the parts of his
farm severed by the railway line. The facts are specifically set forth in judgment
of the Chief Commissioner below.

Hearing at Stratford, May 28, 1907.

Judgment. June 26, 1906,

Killam, Chief Commissioner (5 Can. Ry. Cas., pp. 3, 4 et seq.) : The board made
an order upon the advice of its engineer, directing the Guelph and Goderich Railway
Company to provide for R. J. Cockerline three farm crossings over its line through
his farm, two level crossings and one undercrossing. The railway company has
applied to have this order set aside on the ground that the board has no jurisdiction
to require it to make a farm crossing under its railway.

170 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910-

Section 198 of the Railway Act, 1903, requires that,

' Every company shall make crossings for persons across whose lands the railway
is carried, convenient and proper for the crossing of the railway for farm purposes.
In crossing with live stock, the same shall be in charge of some competent person,
who shall use all reasonable care and precaution to avoid accidents.'

In the case of Armstrong v. James Bay Railway Company, 7 O.W.R. 75, 12
O.L.R. 137, Sir ^Ym. Meredith, C.J., expressed the opinion that the first subsection of
section 198 did not apply to a passageway under the railway track; he referred par-
ticularly to the provision requiring live stock, when crossing, to be in charge of a
competent person, as indicating this view.

In this connection, it seems well to refer to section 191 of the Railway Act of
18S8, by which

' Every company shall make crossings for persons across whose lands the railway
is carried, convenient and proper for the crossing of the railway by farmers' imple-
ments, carts and other vehicles.'

That required crossings to be made ' convenient and proper ' for tHe purposes
specified.

In Reist v. Grand Trunk Railway Company, 6 F.C.C.P. 421, Draper, C.J.,
expressed the opinion that, under 14 and 15 Vict., ch. 51, sec. 13, requiring a com-
pany ' to erect and maintain ' (among other things) ' farm crossings for the use of
proprietors of lands adjoining the railway,' the expression ' farm crossing ' might
include ' a passage across and upon the railway itself — a crossing at grade, or a bridge
over, or a tunnel under the railway,' adding, ' I observe nothing in the Act which
necessarily excludes either- of these interpretations.'

The language of the first subsection of section 198 is much changed. The cross-
ings are required to be ' convenient and proper for the crossing of the railway for
farm purposes.' In Armstrong v. James Bay Railway Company, 7 O.W.R. 715, 12
O.L.R. 137, the learned Chief Justice indicated a doubt as to the power of the Board,
under the second subsection of section 198, to require a company to provide an under-
crossing.

Apart from the reference to live stock, in the first subsection, I should feel no
difficulty in agreeing with the view taken by Draper, C.J., in Reist v. Grand Trunk
Railway, and in applying that to the construction of section 191 of the Act of 1888.

In construing section 198 of the present Act, we should, I think, start from the
position that the previous law required undercrossings, if other convenient and proper
ones could not be obtained. Subsection 2 is wide enough in its terms to include
undercrossings. It gives the Board power to order a company to provide a suitable
farm crossing, and to order and direct how, when and where it shall be constructed.

The principal argument against that view is that the word * across ' means
' over,' or ' on the surface of.' In Webster's dictionary the word is defined as meaning
' from side to side,' ' athwart,' * crosswise,' ' quite over.' The latter expression cer-
tainly does indicate something above, but the other equivalents do not. Usually,
resort must be had to the context. We may go across a river upon a bridge, by boat,
by swimming, or by a tunnel underneath the water. A net or a rope may be properly
said to be stretched across a river although underneath the water. The word * across '
is equally applicable in any case.

In section 184 of the Railway Act, 1903, authority is given to carry a railway
' upon, along or across ' a highway.

By section 186 authority is given, on any application for leave to construct the
railway ' upon, along or across ' a highway, to order it to be carried over or under the
highway. The section makes it clear that in crossing, the highway may be placed
under the railway, or the railway under the highway: but the undercrossing and tho
overcrossing equally are included under the expression ' across.'

REPORT OF THE COMillSSIOXERS 171

SESSIONAL PAPER No. 20c

Section 197 of the Act speaks of drainage or drainage works ' upon and across
the property of the landowners,' and ' upon and across the railway and lands of the
company.' Having reference to the subject, drains underneath the .property or rail-
way would naturally be considered as included, and this is obvious by the latter part
of the section providing that ' no drainage works shall be constructed or reconstructed
upon, along, under or across the railway or lands of the company's &c.

In the present case, the railway is carried across Mr. Cockerline's farm upon a
high embankment constructed for the purpose, any crossing over which would be in-
convenient. I do not think that the so-called level crossings alone would be considered
to be ' suitable.'

Some attempt was made, upon the hearing of the application, to show that
Cockerline, in conveying the right of way to the railway company and agreeing upon
a price therefor, intended to release the right to a farm crossing, or farm crossings.
and to accept compensation for their loss.

To my mind, the evidence establishes directly the contrary, and that Cockerline
acted under assurances calculated to lead him to believe, and which did lead him to
believe, that his application to the Board for an undercrossing would not be preju-
diced by the execution of the conveyance and acceptance of the purchase money.

Under all the circumstances, it appears to me that the order should be affirmed,
with costs to be fixed by the secretary of the board.

Re Complaint of Staunton'Sj Limited^ Toronto.

This was a complaint by Staunton's' Limited, of Toronto, against the Grand
Trunk Railway Company of Canada and the Canadian Pacific Railway Company,
alleging that the freight rates charged by these companies on wall paper shipped from
Toronto to points in eastern Ontario and in the provinces of Quebec, New Brunswick
and Nova Scotia, were excessive and discriminatory in comparison with the rates in
effect upon similar merchandise carried in the opposite direction; and complainants
a; plied for an order disallowing the present east-bound rates on their goods and restor-
ing those in effect prior to November 15, 1905.

Hearing at Toronto, May 9, 1906.

Judgment, Chief Commissioner, June 28, 1906.

The Board considers that the long continued existences of the former tolls affords
strong evidence of their reasonableness, and that it does not appear that there has
been any change of circumstances, or that there is any sufficient reason for the changes
recently made in those tolls ; that the charging of higher tolls for the traffic in ques-
tion from Toronto eastward than are charged for similar traffic from Montreal and
other points westward constitutes an unjust discrimination against the Toronto ship-
pers, and that these tolls should be equalized.

Order of Board, July 31, directing that the said companies reduce their tolls for
the said east-bound traffic from Toronto to Montreal to those in the tariffs for similar
west-bound traffic between the same points ; that the tolls to Montreal be not exceeded
to Ottawa, nor to intermediate points ; and that the tolls to points east of Montreal
be reduced by the amount of the said reduction to Montreal. Also that the tariffs
to be made under the order come into force not later than September 10, next.

P. C. Pathiarche and Burlington Canning Co. v. The Grand Trunh Bailway Co. and
The Hamilton Eadial Electric Street Railway Co.

This was an application, under sections 253 and 271 of the Railway Act, 1903,
to compel an interchange of traffic between the two railways.

The Hamilton Radial Electric Street Railway Company was incorporated by
Act of the legislature of the province of Ontario. Its undertaking and railway have

172 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

never been declared by the parliament of Canada to be a work for the general advan-
tage of Canada, or for the' advantage of two or more of the provinces.

The Grand Trunk Railway was, by the Railway Act of 18S8, declared a work for
the general advantage of Canada, and subject to the legislative authority of the par-
liament of Canada.

The Act of 1888 was repealed upon the coming into force of the Railway Act, 1903.

By section 7 of the latter Act.

' Every railway, steam or electric street railway or tramway, the construction or
operation of which is authorized by a special Act passed by the legislature of any pro-
vince, now or hereinafter connecting with or crossing a railway which, at the time of
such connection or crossing, is subject to the legislative authority of the parliament
of Canada, is hereby declared to be a work for the general advantage of Canada in
respect only to such connection or crossing or to through traffic thereon or anything
appertaining thereto, and also to the provisions set forth in this Act relating to
offences and penalties, navigable waters and criminal matters, and this Act shall
apply to that extent only.'

Some years before the coming into force of the Railway Act, 1903, a physical
connection was made between the two railways, but no order was obtained authorizing
such connection either under section 173 of the Railway Act, 1888, or section 177 of
the Railway Act, 1903, although a crossing had been authorized by the Railway Com-
mittee of the Privy Council in 1897.

Hearing at Hamilton, May 9, 1906.

Judgment, June 28, 1906.

Killam, Chief Commissioner (5 Can. Ry. Cas., 200) : Held, that parliament has
the incidental power to determine the terms upon which a railway, not otherwise
subject to its legislative authority, may connect with or cross one that is so subject,
and the obligations between the companies concerned.

British North America Act, section 91 (10) and (c), and section 92 (29), sections
306 and 307, Railway Act, 1888, and section 7, Railway Act, 1903, referred to.

Held, that such connection being illegal, no order should be made. An applica-
tion to authorize the connection, under section 177 of the Railway Act, 1903, must
first be made.

The Guelph and Goderich Railway Co. v. The Guelph Radial Railway Co.

The Guelph and Goderich Railway Company applied under section 177 of tha
Railway Act, 1903, for leave to construct and operate its railway across the railway
of the Guelph Radial Railway Company on the Elora road, outside the limits of the
city of Guelph.

The Guelph and Goderich Railway Company was incorporated by an Act of the
parliament of Canada, 4 Edward VII., chapter 81, assented to June 6, 190-4. A plan
showing the location of its line across the Elora road, outside the city of Guelph. wa.4
approved by the Board on July 2, 1904. filed in the Registry Office on July 8, 1904,
and notice of the proposed location published in local newspapers in August. 1904.

This application was filed on August 16, 1905, and an order was made giving
leave to the Guelph and Goderich Railway Company to cross the highway at that
point, on October 16, 1905.

On the 25th May, 1905, by 5 Edward YIL, chapter 91, the Guelph Radial Railway
Company was empowered to build and operate an extension of its railway on the
Elora road, outside the city of Guelph. Its location had been authorized hy a by-law
passed by the council of the county of Wellington on June 4, 1904.

Hearing at Stratford, December 4, 1905.

Judgment, July 5, 1906. ^

REPORT OF THE COilMISSIOXERS 173

SESSIONAL PAPER No. 20c

Killam Chief Commissioner (5 Can. Ky. Cas., ISO) : Held, that the location and
operation of the Eadial Railway Company had, under the circumstances, become
authorized on May 25, 1905-, and was prior to that of the applicant company, and
that, following the usual course, the applicant company must be at the expense of the
crossing and maintenance of any necessary protection.

Ruling v. Erroneous Rate Questions.

Chief Commissioner, July 31, 1906: —

The Board is appointed to enforce the Railway Act — not ordinary contracts. In
my opinion, the Board should recognize as valid only the tolls set out in the tariffs
authorized by the Act, and it should not assume to interfere with charges made in
accordance with such tariffs on the plea that lower rates were quoted by a company's
agent. Such a practice would open the door to rebates and preferences.

If parties have any right to relief in such cases, they should seek it in the ordin-
ary courts on the ground of breach of special contract or misrepresentation.

The Act giving the Board jurisdiction respecting rates of express companies does
not apply to past transactions, and the functions of the Board will be confined to the
approval of tariffs for the future and dealings with tolls under them.

Chief Commissioner, September 19, 1906.

Re Grand Trunk Pacific Right of Way at Clover Bar. AJherfa.

Complaint was made to the Board respecting the methods adopted by agents of
the Grand Trunk Pacific Company for the acquisition of lands for the company's
right of way.

Held, Chief Commissioner, October 9, 1906, that the subject-matter of the petition
is one over which the Board has no jurisdiction ; that, under the Railway Act, 1903,
upon approval of its location plans, a railway company is entitled to acquire its right
of way either by voluntary conveyance for the owners of the necessary lands or by
expropriation proceedings. The Act gives to the Board of Railway Commissioners
no authority respecting either method of acquisition of these land^. If parties are
induced by unlawful misrepresentation or redress to part with their lands on unfavour-
able terms, they must seek their redress in the ordinary tribunals. The proceedings
for expropriation are set out in the statute, and the Board is given no authority over
either the procedure or the amount of the compensation.

Re Postal Cars.

Judgment, Chief Commissioner, October 10, 1906.

I am not at all clear that the Board has jurisdiction to compel railway companies
to alter their ordinary practice in regard to the respective locations of mail and
baggage cars. Possibly the jurisdiction may exist under section 212, subsection 2, of
the Railway Act, 1903; but, even if there is such jurisdiction, I do not think that
the board should interfere with the discretion of railway officials upon this point.

It is not easy to determine whether there is materially greater danger to parties
in the first than there is to those in the second car.

Even if greater consideration should be given to those who are not employees of
the railway company, there does not appear to be any reason for giving preference to
mail clerks over the employees of express companies.

a In re Highway Crossings.

Statement of facts taken from judgment of Chief Commissioner:
During the official trip of the Board in western Canada in the summer of 1906,
a number of applications were brought before it in respect of street crossings over

174 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

railways in the province of Alberta. One of these related to a large number of
crossings in the city of Calgary over the line of the Canadian Pacific Railway Com-
pany. This was settled by agreement between the city and the railway company,
and an order, in conformity with the agreement, was issued later.

Another was an application by the town of High River for an order directing
the Canadian Pacific Railway Company to provide and construct a suitable highway
crossing where its railway intersected Fourth street in that town. The application
alleged that there was no railway crossing between the Calgary and Macleod trail and
Seventh street, according to a plan which showed Fourth street as lying in the inter-
mediate space, and that the opening of Fourth street was necessary for the proper
enjoyment of the use of the streets of the town and for the safety of the inhabitants.

A third was the application of the town of Olds for leave to construct certain
highways across the railway of the Canadian Pacific Railway Company's Calgary and
Edmonton branch at Olds, to join and connect certain main streets lying on each side
of the railway.

"Wliile this application alleged the previous existence of certain crossings upon
the lines of certain main streets, known as Second and Third streets, is further
alleged that the only legal crossing which the town had at the time of the applica-
tion was at the extreme north end of the town, which was north of either of the streets
named.

A fourth was that of the town of Didsbary, for an order, * under the provisions
of the Railway Act, 1903, respecting highway crossings, being sections 184 to 191,
inclusive, and particularly under section 187, directing the Canadian Pacific Railway
Company to construct and provide a suitable crossing, and to maintain the same per-
petually where the continuation of Hespeler street, in the said town of Didsbury, if
continued easterly, without the obstruction being placed thereon by the Canadian
Pacific Railway Company, would cross the said railway company's right of way.'

The application alleged that Hespeler street in Didsbury, ' for some years past,
and until it was obstructed by the said Canadian Pacific Railway Company on or
about the 1st day of August, 1906, was a highway, and was used as such by the pub-
lic' It further alleged an express agreement between the railway company and the
town for making Hespeler street a perpetual highway across the railway, and that
the town had, at the request of the railway company, improved Hespeler street upon
the company's right of way, and had expended a considerable sum of money in doing
so; that the railway company had placed a large quantity of earth upon Hespeler
street where it crossed the company's right of way, and that the town had used and
employed this earth in further grading and improving the street at the request of the
railway company; and that the railway company had indicated by a sign that there
was a highway crossing over the railway at that point ; and setting forth other circum-
stances as showing the importance, in the public interest, of having a highway cross-
ing at Hespeler street.

The application further alleged that the railway company had recently obstructed
the crossing at Hespeler street and deprived the public of the use and enjoyment
thereof.

A fifth application was made by the village of Leduc for a street crossing over
the Calgary and Edmonton branch of the Canadian Pacific Railway Company at Mill
street. In answer to this application, the Canadian Pacific Railway Company sub-
mitted a plan of the town site and existing crossings at L^-Iik-. pointing out that
* from the plan it will be seen that there is already a crossing at the point known as
" Edmonton Trail," another nearly opposite Main street, and a third about 1.600 feet
south of the latter.'

Upon examination of the locality by an engineer of the Board, he reported that
he had inspected the site of the proposed crossing in company with the overseer and
principal business men of the village, and that 'the overseer and the others agreed

REPORT OF THE COMMISSIOXERS 175

SESSIONAL PAPER No. 20c

that, if the village has to build and maintain the crossing, it would be just as well for
them to build a road along the east side of the railway from Mill street north to Main
street, and cross there where there is already a crossing.

Subsequently, the village presented to the Board a formal petition with reference
to the crossing at Main street, setting out that what was and is sought was the making
permanent of a crossing at Main street, which crossing is and always has been the
most commonly used access to the railway station.

In the case of High River, negotiations took place between the town and the
railway company which did not result in a complete agreement, but served only to
indicate the respective positions of the parties. The town desired, in addition to the
crossing at Fourth street, to have the passenger station of the company removed to
the neighbourhood of that crossing, and offered, in consideration of these advantages,
to pay a certain sum towards the expense of such removal, and to procure for the rail-
way company a piece of land for the prolongation of its yard at the town in a southerly
direction. The company claimed to be bound by an agreement with a private party
which prohibited it from removing the station to the desired position, and objected to
the establishment of a street crossing at Fourth street, but offered to allow a crossing
to be established at Third street and to remove the station to the neighbourhood of
that crossing, provided that town would procure for the company the proposed lands,
and would close the admittedly existing highway crossing over the railway at Seventh
street. The town refused to accept the condition for the closing of the crossing at
Seventh street.

In the case of the town of Olds, the railway company offered a crossing at
Second street, with an extension of Eailway street (which runs parallel with the
railway) to Seventh street, and another crossing at Seventh street. The town waa
willing to limit its request to a crossing at Third street and one at Seventh street^
with the extension mentioned.

Didsbury is not a town, but a village municipality, established under the ordin-
ances of the Northwest Territories. Counsel for the village claimed that a public
highway had been established at Didsbury by dedication of the railway company,
after the construction of the railway. It was not suggested that any public highway
had existed at that point before the railway was constructed. The contention on.
behalf of the railway company, was that it was incompetent for the company ta
establish a highway by dedication without leave of the Eailway Committee of the
Privy Council under the legislation preceding the Railway Act, 1903, or of the Board
since its establishment. Counsel for the village argued that the railway company
could so dedicate without leave.

In the case of the Leduc application, which is also a village established under the
ordinances of the Northwest Territories, counsel for the railway company submitted
an offer to allow a crossing to be authorized at Main street, as well as another at
Douglas street, in the village, upon the condition that it should be ordered that, in
case of any protective measures or appliances being required at the crossing in the
future, the cost thereof should be borne by the village. It was claimed, on behalf of
the village; that it had for a long time a crossing at Main street, and that the village- '
ought not to be now bound to bear such expense.

Judgment, Chief Commissioner Killam, November 6, 1906.

In connection with these cases it appears to be desirable to con^

aider the functions of the Board with respect to railway and highway crossings. Sec-
tion 184 authorizes the Board to grant leave to a railway company to carry its track
upon, along, or across an existing highway. Section 186 lays down a method of pro-
cedure * upon any application for leave to construct the railway upon, along or across-
an existing railway,' and authorizes the Board to grant such application upon such
terms and conditions as to protection, safety, and convenience of the public as it may
deem expedient, or to order that the highway be carried over or under the railways

176 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

and works to be executed or measures taken to remove or diminish the danger or
obstruction arising or likely to arise therefrom; and section 187 confers upon the
Board the power, in the case of a railway already existing upon, along, or across a
highw-ay, to make any order in respect thereto as in the previous section provided.

Other provisions of the Act impose upon the railway company specific duties
with reference to highways, or assign to the Board certain specified powers with res-
pect thereto; and the Board,' under the general jurisdiction given by section 3, is
empowered to compel railway companies to observe the duties cast upon them by such
provisions of the Railway Act.

As I have previously had occasion to point out, the Board is a creature of the
statute, and has only the powers given to it by statute. While constituted a court for
the purpose of exercising the jurisdiction conferred upon it, the Board is not a court
for the determination of all questions arising between the public or individuals and
a railway company. The Board has no general jurisdiction to determine wheter a
public right of crossing over a railway exists ; but, in cases in which it is called upon
to exercise the powers specifically conferred upon it with respect to highways, or its
jurisdiction to enforce performance of the duties of railway companies with respect
to highways, it has incidentally, the power to inquire and determine whether, in fact,
a right of crossing does or does not exist at a particular point.

For two or three years the public were in the habit of crossing the railway upon
the line of Hespeler street in Didsbury, and this was facilitated by the grading of a
street line upon the company's right of way outside the rails and by planking at and
between the rails. This work has been undone and the crossing so obstructed that
the public cannot now cross. It appears to mo, that, if there is a public right of cross-
ing at that point, the Board has jurisdiction, under sections 186 and 187 of the Act
to direct that such measures be taken as to enable the public to cross there safely
and conveniently, and that, for the purpose, the Board has jurisdiction to determine
whether the right of public crossing exists.

The Railway Act, 1903, nowhere prohibits in express terms the construction of
a highway, or the giving of a public right of crossing over a railway, without the
leave of the Board; but it appears to assume that, for some purpose, such leave is
necessary. I take it to be assumed that, without some provision therefor, a munici-
pality or other body having power under the local law to open a highw-ay across private
property without the consent of the owner, could not open such across property dedi-
cated by authority of the parliament of Canada to the purposes of a railway; and it
appears to me that the provisions of section 186 are intended, ito part, to afford the
means of enabling such municipality or body to do this where the public interests
require it. But, in my opinion, this clause enabling the Board to give leave for the
construction of a highway across a railway, was not intended to provide a means by
which private individuals, or bodies not otherwise possessed of power to open high-
ways, could do so.

In this connection the question naturally arises whether the steps to open such
a highway must be taken by the municipality or other body in accordance with the
law generally applicable to the opening of highways, and whether compensation has
to be given and determined according to such law.

I have never hitherto been called upon definitely to determine that question,
which is by no means a simple one. Hitherto, without careful consideration, I have
expressed an inclination to the view that the local law is applicable. On further
consideration, however, I doubt this ; but, in view of the fact that the point is, so far
as I know, wholly unsettled by authority, and of my having previously used expres-
sions which may have induced parties to consider the question to be settled so far as
this Board is concerned, I would be ready to receive any argument upon the point
which any one might desire to offer. It is very probable that parliament intended
the whole matter to be settled by this Board, and all the conditions in respect of

REPORT OF THE COMMISSIONERS 177

SESSIONAL PAPER No. 20c

compensation, as well as of procedure, construction and precautions, to be determined
by the Board. Section 36 gives to the Board general power to impose terms iu making
an order, and the provisions of section 47 appear capable of application to such a case
without undue straining of language. The Board has already decided that it is not
bound to grant compensation to one railway company for the crossing of its line by
the railway of another company; and the same principle might be applied in cases
of highway crossings.

But it should be observed that the power of the Board in this respect is to give
leave. The Board is iiot authorized to direct or compel railway companies to con-
struct or make highways across their lands where a public right of crossing does not
ah-eady exist by law, though it may give leave to a company or to some other bodies,
on some terms, to do so.

In the Didsbury case, counsel for the railway company cited the remarks of
Hon. Mr. Blair, when Chief Commissioner, in an application made by the city of
Calgary, in 1904, reported in volume 10 of the reports of proceedings of the Board,
at page 457, as follows: —

' Hon. Mr. Blair : Your legal position I cannot think would be very much im-
proved or strengthened by reason of what has transpired; without an order of the
Eailway Committee of the Privy Council, or without an order of this Board, you
have no legal right whatever to cross those tracks, notwithstanding or no matter what
may have been the understanding between you, or the agreement between you, or the
user which has taken place, and no matter what dedication may have been made. The
matter of dedication of a highway there would be a totally distinct and separate thing
from the legalizing of the use of the right of way, or that portion which is occupied
by the tracks of the railway company for the purposes of a public highway. You have
got to have that authority or else you have no legal ground upon which to stand.'

Upon a previous citation in another case of these remarks, I expressed myself
as being inclined to the same view. Counsel for the village, however, argued strongly
for the power of the railway company to dedicate a portion of its right of way for
use as a public highway without leave of the Railway Committee or of this Board.
Upon a reference to Canadian authorities I do not find that the contention of the
railway company is as well supported as I was inclined to think at the time of the
hearing. Guthrie v. Canadian Pacific Eailway Company, 31 S.C.R. 155, and Grand
Trunk Railway Company v. Valliear, 2 Can. Ry. Cas. 45, 3 Can. Ry. Cas. 399, 7 O.L.R.
364, related to private rights ; and Grand Trunk Railway Company v. Valliear was so
distinguished in the Court of Appeal.

The expressions used by Hon. Mr. Blair and myself may have led counsel for the
railway company to omit careful examination or argument of the question; and
counsel for the village did not discuss the Canadian cases or the terms of the Railway
Acts. It appears to me desirable, therefore, that before the Board makes a definite
decision upon this important question, an opportunity should be given to the parties
to present such further arguments in writing as they may desire; and, in this con-
nection, it would be desirable that further consideration be given by counsel to some
other questions, such as the sufiiciency of the evidence to warrant an inference of an
intention on the part of the railway company to dedicate, and the power of the Cana-
dian Pacific Railway Company to do so in respect of the line of the Calgary and
Edmonton Railway Company; and the Board should be furnished with evidence of
the relations of these two companies respecting the line. I understand that the line
is under lease to the Canadian Pacific Railway Company, which may have no power
to dedicate any portion of the land of the Calgary and Edmonton Railway Company
as a public highway, even if it could so dedicate a portion of its own land ; and cir-
cumstances which would warrant the inference of a dedication by the company whose

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178 RAILWAY COMMISSIOXERS FOR CANADA

9-10 EDWARD VII., A. 1910

officials are operating the railway, might be quite insufficient to warrant such an in-
ference as against the lessor.

Towns and villages along the line of the Calgary and Edmonton Railway owe
their existence to that railway. Necessarily they must submit to many inconveniences
inseparable from such a situation. Where the Board exercises a discretionary power
to determine at what points on such a railway street crossings shall be opened, it is
obliged to consider the relative convenience of the public and the railway company aa
well as the public safety. The efficient operation of the railway is a matter of im-
portance to the public generally and to the residents of the particular locality depen-
dent upon it. It is particularly incumbent upon the Board to protect the public from
the dangers attending such crossings ; and in the performance of this duty, it must be
on its guard against being too readily influenced by the insistence of those desiring
relief from present inconvenience and led by self-interest to minimize the danger.

An examination into the position at High River indicates the importance to the
community of a street crossing near the business centre of the town. It is admitted
that the town was laid out by the original promoters of the railway, who, therefore,
are in some measure responsible for the situation which has developed; and the com-
pany at present operating the railway must, for an application of the kind in question,
be treated as affected by this responsibility. On this gi-ound, it appears to me that
there should be a crossing at Third street upon the terms agreed to by the town, which
appear to afford reasonable compensation to the railway company. Under the cir-
cumstances of the town and the probability of its growth westward, the closing of
Seventh street should not be insisted upon.

As regards Olds, the situation appears to be much the same. The convenience of
the community, it appears to me, demands the crossing at Third street; but, for the
present, I do not think that more should be allowed, or that the southern crossing
offered by the railway company as a condition of being relieved of the crossing ,at
Third street should be authorized.

At Didsbury, the promoters of the railway laid out the town site on one side of
the railway only, retaining, in one block, land lying along the other side of the line.
They held out no inducement to the growth of a town or village to the east of the
railway. Such growth as has arisen there is upon land thus separated from the rail-
way and the town on the western side. The village is much smaller than High River,
and the importance of a crossing at a particular point is not so great. The public
have not long been accustomed to regard the crossing at Hespeler street as an open
one. If there were no question of the existence of a public highway at Hespeler street,
but the case was submitted merely to the discretion of the Board, I would not be in
favour of authorizing the crossing at that street. If the railway compaify will so
place the warehouses on the east side of the track as to be convenient to the crossing
at Waterloo street, that crossing should, in my opinion, sufficiently answer the needs
of the village.

It does not appear that the village has full power to open highways. Apparently
this power was not given by the ordinances under which it was constituted. We have
been referred to a late statute of the province of Alberta, the terms of which I have
not yet had an opportunity of learning. Unless the village has such power, I do not
think that this Board can authorize the village to open a highway over the tracks of
the railway company against the will of the company, although the Board might
empower the company to open such a highway if it was willing to do so.

As to Leduc, I think that the company ought to open Main street, at least, un-
conditionally, leaving the question of protection for future consideration when the
necessity arises. The company expressly indicated the crossing at Main street as open
in answer to the application for the making of a crossing at Mill street. If the com-
pany is unwilling to do this, the matter is open to the same difficulty as in the case
of Didsbury, though, upon its appearing that the locality has become incorporated as

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SESSIONAL PAPER No. 20c

a town, an order might be made. If, upon further consideration of the Didsbury
application, it should appear to the Board that, without leave, the company could
dedicate a strip across its land as a public highway, and the company is unwilling to
allow the crossing at Main street as suggested, the village should have an opportunity
of showing the existence of a public highway across the railway at that point.

Orders issued accordingly in the case of the applications of the town of High
Eiver and the town of Olds.

XoTE. — The parties have been asked to submit further arguments in writing in
respect of the question of the power of a railway company to dedicate a portion of its
right of way for use as a public highway without authority of the Railway Committee
of the Privy Council, under the Railway Acts, previous to the establishment of the
Board, or of the Board since its organization.

High Eiver Case.

Judgment in concurrence, Mr. Commissioner Mills.

I cannot help feeling that when a company, running a line of railway through a
locality, fixes upon a place for its station and lays out a town site on both sides of its
tracks, providing for streets running through the town (across its railway), and pro-
hibiting the people who may settle in the town and use the said streets, from crossing
the said railway within the limits of the railway yard, varying in length from one-
third to one-half mile or more, it (the said company) thereby creates an unreasonable
and intolerable business condition, such as no class of people, whether living in the
town or going there to do business, should be asked to submit to.

The unreasonableness of the prohibition above referred to is shown by the fact
that in nearly every such instance the local railway officials allow people on foot to
pass illegally across the railway tracks within the prohibited limits, as the members
of the Railway Commission, their officials, and many others did on the day of the
recent visit of the commission to the town of High River; and in not a few such
places, vehicular traffic is allowed to pass illegally across the right of way and over
the tracks within the prohibited limits, because the prohibition is felt and tacitly
acknowledged by the railway officials themselves to be unfair, if not altogether in-
defensible.

For this intolerable business condition, the railway company is primarily respon-
sible; and the people who, with knowledge of the facts, settle in a town where such a
condition exists, are perhaps to some extent responsible, in so far as they thereby
tacitly agree or consent to work and live where such condition is imposed.

Therefore. I am of opinion that, in such cases, some measure of relief should be
granted, and that the railway company should bear, say, one-half of the expense of
providing such relief.

All rail-level crossings involve more or less danger, farm crossings, highway cros-
sings, street crossings over single tracks in cities, towns and villages, and street cros-
sings over two or more tracks within the limits of railway yards, some close to
stations and others at greater or less distance therefrom. Nevertheless large numbers
of each of these kinds of crossings are found all over the country, because public
opinion (the law-making power) long ago decided and still maintains that such cros-
sings are absolutely necessary. I admit that rail-level crossings through a railway
yard are specially objectionable and should be avoided as far as possible; but, on
account of the intolerable condition above described, the need for such crossings has
been so great that, notwithstanding the danger, they have been made in nearly every
town or village (not to speak of cities) through which a railway passes in the older
provinces; and it appears to me that the Board of Railway Commissioners, especially
on account of the increased and ever increasing length of railway yards, is now and

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180 RAIL}VAY COMMISSIONERS FOR CANADA

9-10 EDWARD Vil., A. 1910

will hereafter be under obligation to grant such crossings in response to reasonable
applications and appeals by the business people of the country, until such time as there
is special legislative provision for distributing and in some way defraying the expense
of subways, overhead bridges, or other special forms of protection at many, if not
most, of the crossings in our cities, towns and villages.

Further, rail-level crossings, especially crossings through a railway yard, cause a
certain amount, possibly a considerable amount, of inconvenience to a railway com-
pany. This is admitted. Nevertheless I think it is manifest that such crossings
must continue to be made until, as above suggested, there is special legislative provi-
sion for the construction of subways or overhead bridges at crossings which cannot ie
properly protected by the ordinary and less expensive methods. At present the ques-
tion is who shall bear the inconvenience, the public or the railway companies? My
opinion is, first, that the inconvenience should be equitably divided; and, second, that
no class of people in any city, town or village should, in the transaction of business
or the discharge of social or civil duties and obligations, be compelled to walk or drive
unreasonably long distance in order to cross the right of way and track or tracks of
any railway company.

In speaking of the Calgary and Edmonton Railway, I may say that I do not
question the correctness of the statement that ' the towns and villages along the line
of the Calgary and Edmonton Railway owe their existence to that railway ' ; but, I
might ask, if it is not equally true that the Calgary and Edmonton Railway owes its
existence and its manifestly profitable traffic to the said towns and villages and the
trade of the farmers use the streets thereof.

I admit also that the Board should ' consider the relative convenience of the public
and the railway company, as well as the public safety,' and should not forget t^-^-^ ' ^''^'^
efficient operation of the railway is a matter of importance to the public generally, as
well as to the residents of particular localities dependent upon it ' ; but the experience
of railway companies and of the public generally in the older provinces of the Dom-
inion goes, I think, to show that the interests of neither the one nor the other have
been seriously sacrificed by granting the residents of particular localities TP''='^ri<ible
facilities for doing business on the opposite side of the lines of railway which pass
through the cities, towns or villages in which they live.

I do not attach much importance to the insistence of those who seek relief, but
I desire to give due weight to the facts in each case; and I never can bring myself
to think that the board, on any mere theory of inconvenience to the railway company
or from a desire to meet the wishes of the general public for more rapid transporta-
tion, is justified in allowing a railway company to create and maintain unreasonable
or intolerable business conditions in any city, town or village through which it passes ;
and while I do not desire to minimize the danger of crossings through railway yards
or elsewhere, I would venture the statement that most of the accidents on the rail-
ways in this country are due, not to crossings, but to collisions of various kinds on
the railways, to carelessness or recklessness in shunting, which results in the death
of so many railway employees.

Therefore, my opinion is that the municipality of High River should be authorized
to cross the right of way and track or tracks of the Calgary and Edmonton Railway
Company on Third street in the said town as soon as it obtains and transfers in fee
simple to the said company, the plot of land agreed upon between the company and
the municipality, all as per agreement between the parties; and that Seventh street,
in the said town, should be kept open and maintained as heretofore for the use of the
public in that locality.

November 10, 1906.

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SESSIONAL PAPER No. 20c

Didsbury Case.

Judgment in dissent, Mr. Commissioner Mills.

Findings —

That the Calgary and Edmonton Railway Company graded and planked the rail-
way crossing on Hespeler street, Didsbury, Alta., opened the said crossing, and main
tained it during a continuous period of about four years, for hauling freight to and
from between the village on the west side of the railway and the freight tracks ( r
sidings on the east side of the main line, and for general use by all who cared to travel
to and from the east side of the railway, whether the residents of the village on the
west side, the property holders on the east side, or the farmers and others in the coim-
try lying east, northeast, and southeast of the village.

That during the time that the crossing on the said street w as in use, and without
any kind of notice or intimation that it would ever be disallowed or closed, some
seventy lots of lands were bought on the east side of the railway, in what is now called
Lacknerville, or Didsbury East. These lots, it appears, were bought and some houses
were built in good faith and under the undoubted impression that on Hespeler street
there would continue to be, as there had been, a regular public crossing over the rail-
way, open at all tim.es for the use and convenience of those who might wish to pass
to and fro between their property on the east side and their place of business in the
village on the west side of the railway.

That the owners of the said lots, with or without houses, have vested rights which
they acquired on the faith that the railway company would continue to do as it had
done regarding the said Hespeler street crossing, which crossing the company had
itself establish, maintained, and allowed the public to u£e without let or hindrance
for a period of four years or longer.

Expressions of Opinion

ISTo doubt the railway crossing on Hespeler street did, when in use, and will if
restored, involve two things :

(1) Some danger to the travelling public in that locality.

(2) Some inconvenience to the railway company.

All rail-level crossings involve more or less danger — farm crossings; highway
crossings; street crossings over single tracks in cities, towns and villages; and street
crossings over two or more tracks within the limits of railway yards — some close to
stations and others at greater or less distances therefrom. Nevertheless large numbers
of each of these kinds of crossings are found all over the country, because they are
regarded as absolutely necessary; and they must, in my opinion, continue to be made
with or without protection and notwithstanding the danger, imtil such time as special
legislative provision is made for defraying the cost of subways or bridges at crossings
which involve serious risk. This, I take it, is the reason why the Railway Com-
mittee of the Privy Council allowed and legalized hundreds of more or less dangerous
rail-level crossings on streets and through railway yards in the cities, towns and
villages of the Dominion.

Further, every rail-level crossing, especially a crossing through a railway yard,
causes a certain amount, possibly a considerable amount, of inconvenience to the rail-
way company; and, after carefully considering the whole situation and circum-
stances, I am of the opinion that this inconvenience, like the danger above referred
to, must continue until legislative provision is made for subways or overhead bridges
at such crossings as cannot be satisfactorily protected by the usual means now in use.
At present, the question is, who shall bear the inconvenience, the public or the railway
companies? My opinion is that the Inconvenience should be equitably divided; on
the one hand, the railway companies should not be embarrassed by too many crossings

182 BAILWAY COlIillSSIOXERS FOR CANADA

9-10 EDWARD VII., A. 1910

through their yards — municipalities should not, in some instances, be given all the
crossings they ask for; and, on the other hand, no class of people in any city, town
or village should, in the transaction of business or the discharge of civil and social
duties or obligations, be compelled to walk or drive unreasonably long distances in
order to get across the right of way and track or tracks of a railway company.

In my opinion, the aim of the Commission should be, not to restrict, hamper or
embarrass the business community by refusing or closing such railway crossings as
reasonable convenience demands, but to provide protection at dangerous crossings
and endeavour to distribute as equitably as possible the cost of such protection.

The distribution of the cost of protecting a railway crossing must always depend
upon the facts and circumstances: Who created the necessity for the crossing ?
Who is responsible for the facts and circumstances which have made the demand for
the crossing a reasonable one? Who is or are served by the crossing — the railway
company alone, the municipality alone, or both, or the railway, the municipality and
the outside, surrounding public? What has caused the danger that makes the pro-
tection necessary — increased traffic on the railway, the running of fast through trains,
or the growth of population and industries in the municipality?

I had stated my views re the distribution of the cost of protecting certain cross-
ings in the village of Didsbury; but out of deference to the opinion of the Chief
Commissioner, I decided to leave that question for future consideration — to be settled
when the occasion arises — and shall deal only with the application for the reopening
of the crossing on Hespeler street in the said village.

In reference to this application, I may say that, for reasons which were obvious,
though not openly avowed at the hearing, the railway company did not, in the case of
Didsbury, lay out and sell any portion of its land on the east side of its line of rail-
way, and did not thus contribute to any inconvenience which might result from a
lack of crossings over its railway in the village; tut, as already stated, it laid out the
village on the west side of its line, placed its freight shed and freight sidings on the
east side of its line, and established a regular crossing over its tracks on Hespeler
street in the said village. For a period of four years or longer, the said Hespeler street
crossing was used, not only for the business of the company, but for all kinds of traffic
— village and farm traffic alike — without let or hindrance from the company, or any
kind of intimation that the said crossing would ever be closed ; and the evidence shows
that, under the impression that on Hespeler street there would continue to be, as there
had been, a regular public crossing, a number of people bought lots on the east side of
the line, some of them built houses there, in order to improve the road leading up to
the crossing on the said street. Then, after a number of people had thus acquired
rights on the east side of the railway, the railway company, without notice, closed the
crossing on Hespeler street and opened another which it thought would better serve
its purpose. This course of action by the company does not seem to me to be quite
fair or reasonable; it might, perhaps, be described as arbitrary; and if the Railway
Commission should approve of it as a fair and reasonable proceeding, it would, I
think, thereby take a serious step towards establishing a new principle of law in
dealing with the question of vested rights.

Therefore, my judgment is:

That the said Hespeler street crossing over the right of way and tracks of the
Calgary and Edmonton Eailway, in the village of Didsbury, in the province of
Alberta, should be reopened and maintained as a regular public crossing over the
said railway at that point; the grading on each side of the track or tracks to be
maintained in good order by the village, and the planking, not less than twenty feet
lon'g, between and on the outside of each pair of rails, to be laid and kept in good
condition by the railway company.

February 1, 1907.

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SESSIONAL PAPER No. 20c

Be Queen's Wharf Crossing, Toronto.

This was an application by the Canadian Pacific Railway Company for an order
to va^y the order of the Eailway Committee of the Privy Council, dated February 8,
189S, and the order of the Board, dated July 27, 1905, by directing that the entire cost
of operation and maintenance of the diamonds, interlocking, derailing, and signal
appliances at the Queen's wharf crossing, in the city of Toronto, of the applicant
company's line of railway by the Grand Trunk Company's lines be borne by the two
companies in the proportion which the total number of cars belonging to one com-
pany 1 assing in any direction over the crossing bears to the total number of cars
belonging to the other company passing in any direction over said crossing.

By an agreement between the two companies, the Grand Trunk Eailway Com-
pany granted to the Canadian Pacific Eailway Company running rights from the city
of Toronto to the city of Hamilton, and by the agreement the expenses of maintenance
of the tracks, &c., so used, and the other expenses connected with the operation of
the section jointly used, were to be divided between the two companies upon a wheel-
age basis. The tracks so used are a portion of those crossing the Queen's Wharf spur
of the Canadian Pacific Eailway Company.

At the hearing (October 23, 1906), the applicant company claimed to be the
senior company and to be entitled, on that account, to have the total cost of the pro-
tective appliances borne by the Grand Trunk Company.

The order of the Eailway Committee of the Privy Council orally pronounced was
that as the origin of the two companies was so close together in point of time, the
committee was not called upon to determine the question of seniority, and that, there-
fore, each company should bear half the cost of construction, the cost of maintenance
to be governed by the agreement.

It does not appear that any application was made by the applicant company to
the Eailway Committee for a change in the order, although there was some corres-
pondence between the two companies in respect of the apportionment of the expenses
between them.

Judgment, November 16, 1906.

Chief Commissioner Killam : It appears to me entirely too late to take the ground
that the order orally pronounced by the committee was varied on a subsequent application
of the Grand Trunk Company without notice to the Canadian Pacific Company.
Such an objection should be raised at once upon the order coming to the notice of the
complainant company. And it appears to me, also, that this Board should not now
reconsider a decision of the Eailway Committee upon the facts which were before it.
It was the body established by law to determine such questions when the application
came before it and when its order was made. The Eailway Committee was a body
whose membership was frequently changing. It would have been wholly unreasonable
for that body to adopt the policy of changing its decisions with changes in the opinions
of individual members of the committee. It would be equally unreasonable, it appears
to me, for the new tribunal which has taken the place of the committee to substitute
the individual views of its members for those of the former tribunal. It is true that
the Eailway Act gives to this Board authority to vary orders of the Eailway Com-
mittee, as well as to vary its own orders; but such jurisdiction, it appears to me,
should not ordinarily be exercised except under changed circumstances, or for the
purpose of rectifying errors which appear to have occurred through want of informa-
tion, oversight or otherwise. Even in the latter cases, application should be promptly
made, as the facts respecting any alleged error or oversight are much more likely to
be then ascertained.

When the application was before the Eailway Committee it was, of course,
unknown in what proportions the crossing would be used by the two companies, and
there was very little before the committee which would enable it to judge the pro-
babilities in this respect. But such must usually be the case.

184 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

I do not think that it would be reasonable or just to take up in this way individual
cases in which it may appear that one company or the other is contributing an undue
proportion of expenses of the kind in question, having reference to the respective pro-
povtions in which they use a crossing. If former orders of this kind are to be revised
on such a principle, the general policy should first be determined upon, and a general
inquiry made respecting at least all such as any railway company should desire to
have considered. I doubt whether any company would derive from such a general
inquiry an advantage which would recompense it for the expense and labour of
engaging in it, and I doubt, also, whether the result would repay railway companies
for keeping the necessary accounts respecting a number of crossings. If it is desired
that the Board should take up the consideration of the adoption of such a general
policy, it might be made a subject of discussion with the railway companies generally;
but, in the meantime, it appears to me that the Board should not interfere with the
order of the Railway Committee. The question whether, under the agreement between
the two companies, the half ordered to be paid by the Grand Trunk Company should
be charged against the expenses to which the Canadian Pacific Company has to con-
tribute, is not a question, in my opinion, for this board to determine.
Re Crossings of Bailway Companies hy Transmission Lines of Power Companies. ,

By order of the Board of August 7, 1906, the Kaministiquia Power Company was
granted leave to erect and maintain its transmission lines across the tracks of the
Canadian Pacific and Canadian Northern Railway Companies' right of way at West
Fort William, subject to the conditions set forth in the order, among which were the
following : —

'■ 1. That the applicant company, at all times, at its own expense, maintain, in
good order and condition, the wires crossing the said railways so that at no time shall
any damage be caused to the companies owning, operating or using the said railways,
oi" to any person lawfully upon or using the same.

' 2. 1'hat the applicant company, at all times, wholly indemnify the companies
owning, operating or using the said railways of, from and against all loss, costs, dam-
age and expense to which the said railway companies may be put by reason of any
damage or injury to person or property caused by any of the said wires or any works
or appliances herein provided for not being erected in all respects in compliance with
the terms and provisions of this order, or if, when so erected, not being at all times
mniaitained and kept in good order and condition, and in accordance with the terms
and provisions of this order, as well as any damage or injury resulting from the
imprudence, neglect or want of skill of any of the employees or agents of the appli-
cant company.

' That no work, at any time, be done under the authority of this order in such
a manner as to obstruct, delay or in any way interfere with the operation or safety
of the trains or traffic on the said railways.'

The Canadian Pacific Railway Company applied for an order amending the said
order, to provide that the erection, construction and maintenance of the said wires
be wholly at the risk of the Kaministiquia Power Company, and the said company
indemnify and save harmless the Canadian Pacific Railway Company ' of, from, and
against all loss, cost, damage and expense from any cause whatsoever to which the
applicant company may be put by reason of any damage or injury to person or pro-
perty or othervdse resulting from the erection, construction, operation or maintenance
of the said wires or any working appliances which may be provided in connection
therewith,'

In support of this application, the Canadian Pacific Railway Company alleged
that the construction, operation and maintenance of high potential wires across its
right of way was a source of the gravest danger to it, its property, and to the pro-
perty and persons of those using the railway; that the presence of the said wires.

REPORT OF THE COMMISSIOSERS . 185

SESSIONAL PAPER No. 20c

even though properly protected so far as human foresight could provide, nevertheless
meant that, in the case of an accident, whether due to exceptional causes or not, tha
resultant damage to the applicant company's property and that of third persons would
be very far-reaching and was not a risk that should, under the circumstances, be as-
sumed by the applicant company; that they should, therefore, be insured against any
such loss, and requested that clause two of the order in question be amended in
accordance with the application. The Canadian Northern Railway Company con-
curred in the application.

By agreement, written arguments were submitted upon the question thus raised.
Express agreements had been entered into between some of the power companies and
some of the railway companies affected respecting a number of such crossings and the
protection to be provided thereat. These agreements were approved by the Board
and orders issued accordingly. Among the provisions of such agreements are the
following : —

' And the power company covenants and agrees that it will indemnify and save
harmless the party of the first part, its agents, operatives and employees of and from
any and all claims of every name, nature and description which shall be made against
the railroad company or against such operatives or employees, by reason of any injury
which shall come to any of them, or to the public, or to any property in transit upon
such railway because of the operation of its transmission lines or any thereof under
this grant and license, and whether such injury shall be sustained through the derail-
ment of any locomotive or car of the railroad company or otherwise, it being intended
that all the risk of all accidents incident or arising from the construction, maintenance
or operation of such cables over the railroad of the railroad company, however occur-
ring, shall be borne by the power company. The railroad company is to notify the
power company in writing of any such claims or of any suit for the recovery of such
damages, and the power company may with the support of the railroad company
arrange with the claimant or defend such suits.

' All the work to be done by the power company or by its contractors, agents or
servants in connection with the doing of the said work, or in connection with the re-
pairs, renewals, or maintenance thereof, shall be done at the risk of the power com-
pany without expense to the railroad company

' The power company covenants and agrees to keep, abide, and perform all the
terms and provisions hereof, and shall and will at all times indemnify and save harm-
less the railroad company of and from all loss and damage which may happen or
arise, or be done, incurred or caused by reason of the construction, repair, renewal,
maintenance or use of the said work.

' The railroad company shall not in any case be liable to the power company or
to its contractors, agents or servants, or to the agents or servants of any such con-
tractors, for any injury or damage to the person or property of the power company,
or to the person or property of any of its contractors, agents or servants, or to tho
agents or servants of any such contractors which may happen, or be done, or caused
by, or by reason of the doing of the said work, or during the repair, renewal, main-
tenance or use thereof ; and the power company shall and will assume and does hereby
assume all responsibility and liability for any and all such injuries and damages, whe-
ther caused by negligence of the railroad company, its agents or servants, or other-
wise; and the power company shall and will indemnify and save harmless the railroad
company, its successors and assigns, of and from all damages, claims for damages,
demands, suits, recoveries, judgments or executions which may arise, or may be made
had, brought, or recovered by reason of or on account of any such injuries or damages.
And it also covenants and agrees to indemnify and save harmless the railroad com-
pany, its agents, servants and passengers of and from all loss, injury or damage to
it or to its agents, servants, or passengers, which may happen or be done or caused

186 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

by reason of the doing of the said work, or by, or by reason of the repair, renewal,
maintenance or use thereof, or by, or by reason of any failure to repair, renew or
maintain the said work.'

The contention of the Canadian Pacific Railway Company was that the lines of
the Kaministiquia Power Company were carried across land owned by the railway
company; that no compensation had been given to it for this interference with its
right of property; that the wires were to be used for the transmission of something
from which there was great risk of injury; and that the railway company could not
be compelled to bear any of the risk this occasioned while it arose from the default
of the power company or from any source beyond the control of the power company.

The original application asked that the risk be thrown absolutely upon the power
company, without providing for cases in which the injury might be due to the default
or negligence of the railway company or its agents; but in the written arguments
referred to, the railway company did not go so far, but suggested a clause which
excepted from the liability proposed to be thrown upon the power company ' any loss
or damage directly attributable to any act, default, or negligence on the part of the
railway company, its agents or employees.'

Judgment, Chief Commissioner Killam, November IT, 1906.

It appears to me that the contentions of the Canadian Pacific Railway Company
are well founded, and that it ought to be at no risk of loss arising from the placing
of such wires across its right of way or the transmission of electric power thereon,
excepting in cases in which the loss is primarily due to its default or that of those for
whom it is responsible. Telephone wires over railway tracks cause a measure of
physical obstruction, from which there is some possibility of danger. Contact be-
tween such wires and other wires may result in injury. But there is no such danger
ordinarily attending their existence over railway tracks as in the case of wires trans-
mitting high electric power. Usually, too, telephone wires are carried along highways
and across railway tracks where the company does not own the land but has merely a
right of crossing the highways; and it is not necessary, at present, for the Board to
determine what orders shall be made where power wires cross a railway upon a highway.

It appears to me that the clause now suggested by the Canadian Pacific Railway
Company as a substitute for clause 2 of the original order and of the draft of the
order proposed to be made in respect of the power company's second application, is a
reasonable one and should be adopted. The clause is as follows: —

' That the applicant company shall, at all times, wholly indemnify the railway
company of, from, and against all loss, cost, damage, and expense to which it may bo
put by reason of any damage or injury to person or property or business caused by
any of the said wires, lines, or any work or appliances herein provided for, or by the
continuance or use thereof, whether caused by the same or any of them not being
erected in all respects in compliance with the terms and conditions of this order, or
if, when so erected, not being at all times maintained and kept in good order and con-
dition and in accordance with the terms and provisions of this order, or otherwise
howsoever caused, as well as of any damage or injury resulting from the imprudence,
neglect or want of skill of any of the employees or agents of the applicant company;
Provided, however, that the applicant company shall not be required to indemnify the
railway company from and against any loss or damage directly attributable to any act,
default, or negligence on the part of the railway company, its agents, or employees.'

The power company now alleges that it has constructed its work under the order
of August 7, and that that order at least should not now be varied. It appears to me,
however, that as the question is a new one and as it was raised so promptly after the
railway company had received notice of the order made, th& power company's objec-
tions should not prevail.

January 24, 1907. Upon the statements made in Mr. Montgomery's further com-
munication of December 11, 1906, it appears that the Kaministiquia Power Company

REPORT OF THE COMMISSIONERS 187

SESSIONAL PAPER No. 20c

has power to construct lines for the transmission of electricity upon and along high-
ways. I understand that this is not disputed by the railway companies, although
opportunity has been given for the purpose. This being the case, I think that the
power company stands in the position of the telephone company, acting under the
provincial order of the Board of Trade, referred to in the National Telegraph Com-
pany V. Baker (1893), chapter 186; and the Tramway Company, whose lines were
constructed under statutory authority, referred to in Eastern and South African
Telegraph Company v. Capetown Tramway Companies (1902), A.C. 381.

The lines authorized by the Board's order of August 7, 1906, are not constructed
across the lands of railway companies, but along the highways in respect of which the
railway companies have merely rights of crossing. Under those circumstances, it
does not appear to me that the power company should be responsible for any injury
except such as may arise from its negligence or that of its servants or agents, and, in
respect of such, the railway companies need no protection by order of the Board.

I am, therefore, of opinion that we should not vary the original order in this case.

February 4, 1907. The Kaministiquia Power Company was incorporated by the
legislature of the province of Ontario, from which it derives any authority that it
may have to construct lines along the highways. With its action in this respect, this
Board has nothing to do. The board is not asked to give the company any authority
to carry its lines along the highways ; but as it is doing, and has done, so in accordance
with the right which it claims, and as these rights are not contested by the railway
companies interested, we may assume for the purposes of the applications before us,
that the power company's action is lawful.

As the Board has no authority to give or refuse leave to run along the highways,
it does not appear to me that it should impose any condition to that being done. The
company applied for leave to carry its wires across the tracks of the Canadian Pacific
and Canadian Xorthern Railway Companies; and an order was made authorizing it
to do so. The railway companies have since asked for the insertion of a condition
throwing upon the power company the responsibility for any damage that may occur
to the railway companies or those using the railways. Upon the grounds expressed
in my memorandum of January 24, I do not think that such a condition should be
imposed, as between the railway companies and the power company; and I think it
best that we should simply refuse the applications of the railway companies, leaving
the municipality and the public using the highways to such protection as is given by
the provincial law.

In Re Canadian Pacific Railway Company and Grand Trunk Railway Company,

Lennoxville Crossing Case.

Under an agreement between the Grand Trunk Railway Company and the Inter-
national Railway Company it was agreed that the said International Railway Com-
pany should bear the cost of providing, maintaining, equipping and working an ordin-
ary level railway crossing, together with all risk arising from such construction and
operation. The agreement also contained the following provision : ' In the event of
the government of this Dominion passing any Act whereby certain signals, interlock-
ing switches, or other appliances shall be used on level railway r>To==inff<5. it is hereby
imderstood and agreed that the party of the second part' (being the International
Company) ' will provide, work and maintain such at their own expense.'

Hearing, October 30, 1906.

Judgment, November 17 IDOn.

Chief Commissioner Killam (6 Can. Ry. Cas., pp 78 et seqo) : Held, that the
said clause of the agreement should not be narrowly construed; that the Board had
authority under the Railway Act. 1903, to order an interlocking system at this cross-
ing for the protection of the public.

188 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Ordered, that the Canadian Pacific Railway Company install, maintain, aiul
operate the ordinary interlocking, derailing and signal system, at its own expense, at
the said crossing.

Windsor, Essex and Lake Shore Rapid Railway Company Crossing, Talbot Street, in

the Town of Essex.

The Windsor, Essex and Lake Shore Eapid Eaihvay Company applied, under
section 177 of the Railway Act, 1903, for leave to cross, at rail-level, with its track
the track of the Michigan Central Railroad Company, on Talbot street, in the town
of Essex.

After hearing and a personal inspection by the Board, and upon the report of its
engineer, the Board, on May 25, 1906, made an order authorizing the applicant com-
pany to construct its line of railway across the track of the Michigan Central Rail-
road Company by means of subway at a point distant not less than 1,200 feet west
of the proposed point of crossing on Talbot street.

Later, the applicant company asked for a further hearing of its application,
claiming that it had not previously received notice that the Michigan Central Rail-
road Company proposed to urge the construction of a subway, and that it was not
prepared with proper evidence upon that point; that, on account of the nature of the
locality, a subway crossing was not feasible there.

The company was directed to formally apply to rescind or vary the Board's order ;
and upon a further hearing, and in view of the opinions expressed by the chief engi-
neer of the Board, as well as by other engineers, the Board, by order, dated November
16, 1906, rescinded its previous order of May 25, 1906, directing the construction of
a subway, and authorizing the crossing by the applicant company at rail-level, requir-
ing:

(a) That the said crossing be protected by an interlocking plant known as the
* McSwain Interlocking Device'; derails to be placed on the applicant company's line
of railway, on both sides of the said crossing; and the said derails to be interlocked
with home and distant signals on the line of the Michigan Central Railroad Company;

(fe) That the tracks of the Michigan Central Railroad Company be bonded to a
point 400 feet beyond the distant signals;

(c) That the normal position of signals on the Michigan Central Railway be at
' safety,' and the derails open on the applicant company's line ;

{d) That the plan showing the position of the derails and signals, the description
of machinery to be provided, and other necessary details, be submitted to the engineer
of the board for his approval;

(e) That a day and night watchman be appointed to take charge of the said
interlocking plant, who shall also operate the gates at the said point of crossing
throughout the whole twenty-four hours for the protection of those using Talbot
street in the ordinary course, the said men to be appointed by the Michigan Central
Raih'oad Company, the wages of one of whom to be paid by the applicant company.
and the wages of the other by the Michigan Central Railroad Company.

At the later hearing it was urged by the Michigan Central Railway Company
thf t, before the applicant company can be authorized to carry its track across the line
of Wxv Michigan Central Railroad Company, it must have its route and its location
plans approved in the manner required by the Dominion Railway Act.

Judgment, Chief Commissioner Killam, November 20, 1906.

It does not appear to the Board that this is necessary. Apparently the
provincial Act did not require approval of the route or location of the railway
by an authority. As the Board held before, the requirement in the Electric
Railway Act of Ontario that plans be filed with the provincial Minister of

REPORT OF THE COMMISSIOXERS 189

SESSIONAL PAPER No. 20c

rubljo Uorks was a condition only to the exercise of the right to expropriate land
ai.c! rot a condition precedent to the right to construct or operate the railway. The
company's Act of incorporation, 1 Ed. 7, c. 92 (Ont.), provided that the railway might
be carried along and upon such public highways as might be authorized by the by-laws
of the respective corporations having jurisdiction over the same. It is not disputed
that the necessary authority to run along the highways has been given by municipal
by-laws. The original Act, as well as the Ontario Act of 1905, cap. 110, authorized
the railway company to carry its line across the line of any other company on the
level. Before the passing of the Dominion Act declaring the company's railway to be
a work for the general advantage of Canada, the Board heard the application for a
level crossing, and made an order authorizing the line to be carried underneath the
Canada Southern Eailway. The last mentioned Act provided that the Eailway Act.
1903, and amendments thereto, with a certain exception, were to apply to the com-
pany and to its works, to the exclusion of the Electric Railway Act of Ontario or any
provision of the Act incorporating the company or any amending Act inconsistent
therewith, but provided that nothing therein contained should affect any action there-
tofore taken pursuant to the powers in such Acts. The application with which the
Board has now to deal is one for a variation of the former order, so as to allow of the
crossing being made at grade. The Board is of opinion that such an order may be
made without approval of the route or the location of the railway under the Eailway
Act, 1903.

In accordance with the report of the engineer, the Board decided to refuse the
application of the Windsor, Essex and Lake Shore Rapid Railway Company for per-
mission to cross the Michigan Central Railway on Talbot street, in the town of
Essex, and, instead, to grant the said company permission to construct a subway under
the main line of the ^Nfichigan Central Railway in the southwestern part of the said
town, and to carry its line at rail-level over the tracks of the Amherstburg branch of
the Michigan Central Railway.

From this judgment, Mr. Commissioner Mills dissents as follows : —

Whereas steam railwav companies have been and still are permitted and author-
ized to carry their lines of railway, even those on which are the heaviest traffic and
fastest trains, across one another at rail-level in all parts of the country;

Whereas the ordinary derailing and interlocking appliances now used by railway
companies were approved and ordered by the Eailway Committee of the Privy Coun-
cil and have frequently been approved and ordered by the Eailway Commission as
affording sufficient protection to the pi;blic where one steam railway crosses another
at rail-level ;

Whereas, by the junction of the block system in use on the Michigan Central
Railway with the ordinary derailing and interlocking appliances and the use of th*^
gates and electric bell now maintained by the Michigan Central at the said crossing
on Talbot street, the protection could, in my opinion, be made more perfect and com-
plete than anything yet ordered by the board;

Whereas the construction of a subway at the point suggested will necessitate
such an abrupt, long, and to my mind unreasonable diversion of the electric line as
no municipality would permit — much less propose — in the case of a highway for
ordinary vehicular traffic;

Whereas the proposed diversion of the electric line in the town of Essex will
involve the making of two crossings instead of one, one by a subway under the main
line of the Michigan Central Railway where it is impossible to get drainage, and the
other at rail-level by the use of a diamond and derailing appliances on the Amherst-
burg branch of the Michigan Central Railway; and

Whereas interurban electric railways, intended especially to meet the wants of
the farming community by carrying passengers for short distances and ccllecting

190 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

scattering freight in small quantities throughout the rural sections of the country,
receive no bonuses from the Dominion government, local governments, or municipali-
ties, and consequently are unable to bear the cost of expensive subways or overhead
bridges such as the heavy subsidized steam railway companies may be able to provide ;

Therefore, I have to dissent from the above judgment, on the ground that in my
opinion, the proposed diversion of the electric line, with all that it involves, is unne-
cessary, unreasonable and oppressive — not necessary for the protection of the travel-
ling public, not even efficient for that purpose, as it proposes and involves a level
crossing of a regular line of steam railway, at rail-level, with very much less com-
plete and effective protection than could and would be provided at the crossing on
Talbot street; unreasonable, because of the length and abruptness of the diversion,
which, by the creation of a steep grade and three or four right-angle curves, will
greatly diminish the hauling power of the electric line; and oppressive, because it
imposes on the Electric Company heavy expense for the purchase of a new right of
way through a good and well-peopled part of the town, the burden of an expensive
subway where drainage cannot be obtained, and the outlay necessary for a diamond
and protective appliances at a rail-level crossing over the Amherstburg branch of the
Michigan Central Railway.

May 26, 1906.

Judgment in concurrence, Mr. Commissionner Mills.

This is an application by the Windsor, Essex and Lake Shore Rapid Railway
Company, an electric road, to cross the tracks of the Michigan Central Railway, at
rail-level on Talbot street, in the town of Essex, Ontario.

After considering the evidence 'submitted, the arguments of counsel, the report
of the chief engineer of the Board, and the whole situation and facts of the case as
set forth at the hearings in Windsor and Essex, I may state briefly my opinion on
tw(. or three points : —

1. That if a subway off at Talbot street (as proposed), with all the difficulties
regarding drainage, were insisted upon, a very heavy, if not altogether intolerable,
burden would be imposed upon the applicant company; and the danger to the tra-
velling public in that locality would be greatly increased beyond what it now is, by
addirg a rail-level crossing of the electric road over the Amherstburg branch of the
!^[ichigan Central Raihvay to the rail-level crossing which now exists (and will con-
tinue to exist) for vehicular and j^edestrian traffic on Talbot street. In fact, we
might fairly say that two things would follow: the applicant company would l>e bur-
dened, possibly bankrupted ; and the danger to the travelling public would be doubled
— without any compensating advantage, except in the matter of convenience to the
main line of the Michigan Central Railway.

2. That the proposed subway, with its five per cent grade, would greatly hamper
and injure the electric road in its freight traffic.

3. 'L'hat if a rail le^el crossing by the electric road over the tracks of the Michigan
Central Railway on Talbot street, where a crossing protected by gates now exists for
vehicular and pedestrian traffic, is granted, and stipulation is made that the most
perfect form of protective appliances for such a crossing are installed, connected with
the gates now in use at that point, and all (the new protective appliances and the
gates) operated night and day by men chosen and controlled by the Michigan Central
Railway. — if, say, all this is done, there will be only one rail-level crossing instead of
two; the Michigan Central Railway will be well served; the electric company will
not be embarrassed either by heavy capital outlay or in the operation of its line of
railway; and above all the danger to the travelling public will be very much less
than it would be with a subway and two level crossings one partially protected and
the other with little or no protection.

REPORT OF THE COMMISSIONERS 191

SESSIONAL PAPER No. 20c

Therefore I can only re-aflirm my judgment of May 26, 1906, and concur in the
conclusion to-day reached by my colleagues, the Chief and Deputy Chief Commis-
sioners.

November 20, 1906.

Re Kaladar Drainage.

The facts are fully set forth in the judgment of the Chief Commissioner.

November 20, 1906, Chief Commissioner Killam:

The Canadian Pacific Railway Company applied to the Board for an order
authorizing the company to construct a ditch upon and across certain specified lands
according to a plan submitted with the application.

The lands in question consisted of certain lots in concessions three and four of
the township of Kaladar, and in concession two of the township of Sheffield, owned by
different private individuals, only one of whom, James Murphy, has made objection
to the construction of the drain through his land or the granting of the order.

The railway actually intersects all the lots except Murphy's, the nearest portion
of which is distant several hundred feet from the line of the railway, and is separated
from the railway company's property by the lands of other private owners which
actually adjoin the railway.

The applicant company relies upon the powers given by subsections (m), (p) and
(g)of section 118 of the Eailway Act, 1903:

' (m) make drains or conduits into, through, or under any lands adjoining the

railway, for the purpose of conveying water from or to the railway;

' (p) from time to time to alter, repair or discontinue the before-mentioned works
or any of them, and substitute others in their stead;

* {q) do all other acts necessary for the construction, maintenance and operation
of the railway.'

On behalf of Murphy it has been argued that section 196 makes it the diity of the
company to make and maintain sufficient ditches and drains along each side of the
railway for the purposes of any necessary drainage; that this method is the only one
that can be used after the railway has been completed; that this railway has been
completed and in operation for many years, and any powers of expropriation of land,
or of the use of adjoining lands for purposes of drainage, have been exhausted and
cannot now be resorted to; that drainage by means of ditches along the railway has
been found to be sufficient for the maintenance of the railway, as evidenced by its
use for so many years; and that Murphy's lands were not 'lands adjoining the rail-
way' within the meaning of subsection (m) of section 118.

Section 196 provides that ' the company shall in constructing the railway maka
and maintain suitable ditches and drains along each side of, and across and under
the railway, to connect with ditches, drains, drainage works and water courses upon
the lands through which the railway runs, so as to afford sufficient outlet to drain and
carry off the water, and so that the then natural, artificial or existing drainage of the
said lands shall not be obstructed or impeded by the railway.'

This clause is evidently inserted for the purpose of imposing upon the company
the duty of instituting such a system of drainage along its tracks as will prevent the
interference of its works with the drainage of the lands of others. It is not intended
to indicate the powers which the company may exercise for the proper construction
and maintenance of its railway. These powers are found in section 118, and among
them are powers from time to time to alter, repair or discontinue the works pre-
viously referred to and to substitute others in their stead, and to do all other acts
necessary for the construction, maintenance and operation of the railway.

Under these powers it appears to me that, when a system of drainage established
upon the construction of the railway is subsequently found to be insufficient improve-

192 RAILWAY COilMISSIONERS FOR C AX AD A

9-10 EDWARD VII., A. 1910

ments may be made therein and such further drainage works executed as will assist
in keeping the railway in an efficient condition and relieve it from the danger of
injury by water. And I think that, for this purpose, the company may avail itself
of the power contained in subsection (m) to make drains into or through lands
adjoining the railway.

We have been referred to the case of Kingston and Pembroke Railway Company
V. Murphy, 17 S.C.R. 582. In that case it was considered that a railway completed
according to its charter could not be farther extended and lands compulsbrily taken
for the purpose. It should be noted, however, that that case was decided under the
Railway Act of 1879, 42 Vic, c. 9, which did not contain the provisions of subsection
(p) and (q) before-mentioned, and that what the company there sought to do was to
construct an extension of its railway, not to alter or repair the works of its existing
railway.

The natural meaning of the word ' adjoining' is lying next to or in contact with;
contiguous. Such is the sense usually ascribed to it by the courts. See I Bouv. L.
Diet. 93, 1 Am. and Eng. Enc, pp. 635-8; 1 Cyc. 765; Rex. v. Hodges, M. and M. 341;
Josh. V. Josh, 5 C.B.N. S., 454; Lighthound v. Higher Bebington Local Board, 14
Q.B.D. 849. Numerous United States authorities are cited in the dictionary and
encyclopedias just mentioned. But, just as in the case of other words, when it is
apparent from the context and subject-matter dealt with that the literal meaning of
the word would defeat the purpose of the legislature, it must be assumed that the
word was used in a different sense. Moore v. Phoenix Insurance Company, 64 N.H.,
140, 6 Atl. Rep. 27; Marsh v. Concord Mut. F. Ins. Co., 71 N.H. 253, 51 Atl. Rep. 898.
See also L. & S.W.R. Co. v. Blackmore, L.R. 4 H.L. 610, 39 L. J. Ch. 713 ; Coventry
V. L.B. & S.C.R. Co., L.R. 5 Eq. 104; Bateman v. Parker (1899) 1 Ch. 599; Hobbs v.
Mid. R. Co., 51 L.J. Ch. 234; Ind. Coope & Co. v. Hamblin, 81 L.T. 779, 48 W.R. 438.

The general principle is best stated in the language in Maxwell on Statutes, 4th
Ed., p. 78. ' The words of a statute are to be understood in the sense in which they
best harmonize with the subject of the enactment and the object which the legislature
has in view. Their meaning is found not so much in a strictly grammatical or
etymological propriety of language, nor even in its popular use, as in the subject or
in the occasion on which they are used and the object to be attained.' See also Beal
on Cardinal Rules of Interpretation, p. 34; The Dunelm, 5 P.D. 171 and Wakefield
Local Board v. Lee, 1 Ex. D., at p. 343.

The statute authorizes the construction of drains into adjoining lands. It is
obvious that it must be necessary in many instances to find outlets for the drains or
ditches along the sides of the railway tracks, and for this purpose to carry drainage
works out of and beyond the land used for the railway right of way according to the
natural configuration of the ground. In authorizing the carrying of drains through
or under adjoining lands the legislature must have contemplated that the drains
should leave the boundary line between the company's lands and those of other owners ;
and it must have contemplated that the distances to which they would be carried
would differ according to circumstances. And it appears to me that the '"'^'^islature
could not have had in view the ownership of the particular parcels or strips of land
through which it would be necessary to carry such works. Having once adopted the
view — ^which, as it appears to me, is the necessary view — that under subsection (m)
Ihe railway company was authorized to carry drains away from the point of contact
and into lands of others. I think that it necessarily follows that the power to carry
the drains as far as might be reasonably necessary to effect the purpose for which
they were to be constructed was included. Naturally such drainage works must be
adapted to the formation of the land. It would be unreasonable to suppose that they
were to stop at the boundary of the owner of the land next adjoining the railway,
leaving the water to run as it would thereafter. In my opinion, ownership should
not be treated as an element in determining whether or not the lands are 'lands

REPORT OF THE COMMISSIOyERS 193

SESSIONAL PAPER No. 20c

adjoining the railway ' for the purposes of a case such as that with which we are now
dealing.

After consideration of the report of one of the assistant engineers of the Board
and the evidence taken upon the hearing, the chief engineer of the Board has reported
that he is ' of opinion that the sooner the water is taken away from the railway at
this point the safer it will be for the railway embankment, and that this is necessary
for the proper maintenance and operation of the railway.'

Under the amending Act passed at the last session of parliament, the Board is
empowered to make an order giving its sanction or approval to any matter, act or
thing sanctioned by the general Eailway Act. It does not appear to me that the com-
pany needs any sanction or approval from the Board to enable it to exercise the power
contained in subsection (m) of section 118; but it is convenient that it should sub-
mit to the Board proposals for the construction of any such works in order that the
Board may exercise some control as to the nature of the works and for the protection
of other parties.

The evidence shows that the portion of !Mr. Murphy'.« lot which would be cut off
by the proposed drain is of little, if any, value, and that no serious injury would be
done to the remainder of his land by the proposed work.

I think, therefore, that the order should go sanctioning and approving the con-
struction of the drain ps indicated by the railway conipany, with a condition that the
railway company is to construct and maintain a suitable crossing over the drain for
Mr. Murphy at such place and in such manner as shall be approved by an engineer of
the board.

Re Express Companies' Contract Forms.

Section 27 of the Act 6 Edward VII., chapter 42, amending the Railway Act of
1903, gave the Board certain jurisdiction respecting express companies and the car-
riage of goods by express.

Under subsection 10 of that section, certain contracts for carriage by express are
not to have any force or effect until first approved of by order or regulation of the
Board.

By section 11 any such contracts lawfully in use at the time of the passing of
the Act were allowed to be continued to be used and to have effect until November 1,
1906, or until such later date as the Board might by order in any case, or by regula-
tion, fix and limit. Before the said Xovember 1, 1906, a number of express com-
panies submitted forms of contract used by their respective companies with a request
for their approval.

Upon an examination and consideration of these forms, the Board decided to
extend for six months from the said Xovember 1, 1906, the time within which the
forms previously in use could be used by express companies, or for carriage by express,
and did extend the time as aforesaid by regulation dated Xovember 13, 1906, with the
qualification that the regulation should ' not have the effect of authorizing any com-
pany, person, or corporation, after approval of its or his tariffs of tolls by the Board
under the provisions of the said Act, to contract or collect in or under any transaction
or contract any express toll or tolls within the meaning of the said section 27 higher
than the toU or tolls set out in the tariffs so approved, applicable to such transactions
or contract.*

Be Express Companies' Tariffs.

Section 27 of the Act, 6 Edward VII., chapter 42, amending the Railway Act,
1903, applies to tolls or charges for the carriage of express matter, either wholly or
partly in Canada and between points in Canada and points in the United States by

20c— 13

194 RAILWAY COMMISSIOXERS FOR CA27ADA

9-10 EDWARD VII., A. 1910

any one company, and the provisions of the Railway Act, 1903, with reference to
joint tariffs, are applicable to tariffs of express tolls under the amending Act.
Chief Commissioner Killam, November 29, 1906.

CLAIMS AGAINST RAILWAY COMPANIES.

The Board has no jurisdiction to compel the railway company to pay for loss of
cattle killed or injured by its trains, or for property burned by fires kindled by loco-
motives, as the statute expressly provides that relief in such matters is to be obtained
by action in a court of competent jurisdiction. The Board, however, has jurisdiction
to compel the company to put in proper cattle-guards and highway approaches, whers
it is the company's legal duty to do so.

Chief Commissioner Killam, November 30, 1906.

Re Bounding off Passenger Tolls.

Section 258 of the Railway Act, 1903, provides ' ; and in estimating

the tolls to be charged in passenger tariffs any fraction of five cents less than two
and a half cents shall be waived by the company, and above two and a half cents and
up to five cents shall be considered as five cents by the company.'

The question was whether, when a special tariff is made up at less rate per mile
than the standard tariff rate, the railway company is obliged to apply the principle
laid down in the part of the section quoted.

Chief Commissioner Killam, December 3, 1906.

It does not appear to me that a railway company is so bound. Provided the
standard rate is not exceeded and the clauses respecting discrimination and other
provisions of the Act are not infringed, a special tariff may be made up either upon
a uniform mileage rate or otherwise. Even if made up in general upon a mileage
rate less than the standard rate, the company may violate that principle in some cases,
and make the rates between certain stations upon another basis, arbitrary or otherwise.

I am, therefore, of opinion that a special tariff can be made without attention to
the provisions of section 258, provided the fares are expressed in whole, not fractional,
multiples of 5 cents. Eor instance, if a special tariff is made up at a rate of 2 cents
per mile for a line where the standard rate is 3 cents per mile, 25 cents may be
charged, instead of 22 cents or 20 cents for a journey of 11 miles.

Re Neelon Highway Crossing.

The Railway Act, 1903, does not empower the Board to order or compel a railway
construction of a highway across the railway ; such leave may be given to the railway
company to construct a highway crossing over its railway where no highway has pre-
viously existed. The power of the Board in such a case is merely to give leave for the
company, in which case it will be at liberty, but not obliged, to construct the crossing,
or leave may be given to the municipal, or other body, having authority to open up a
highway across private property without the consent of the owner. In the latter case
the railway company is no more under obligation to bear the expense than a private
owner would be.

Be James Bay Bailway Company's Application to Cross Grand Trunh Bailway Belt
Line on Bohert Davies' Property

This application came before the Board as the result of an agreement between
the two companies made on the hearing of the two actions for injunction between the

REPORT OF TEE COMMISSIONERS 195

SESSIONAL PAPER No. 20c

two companies in the High Court of Justice for Ontario The agreement was that
the James Bay Eailway Company should apply to the Board for leave to make the
crossing, and that on this application the Board was to decide ' which railway is bound
to cross the other, and on what terms, and at whose expense the crossing is to be made.'

Tlie evidence before the Board showed that, before the lodging of the application
and before the agreement for making it, the James Bay Kailway Company had
entered upon the property under a warrant of possession and constructed its tracks
across the spur in question, although met with forcible opposition by the Grand Trunk
Kailway Company.

The Board decided that it was unnecessary for the James Bay Eailway Company
to make any such application, and treated the track on the Eobert Davies' property
at the point of crossing as not being a railway line or track of another company with-
in the meaning of section 177 of the Eailway Act, 1903, but as being personal pro-
perty, or, if real estate, as the property of Eobert Davies, and made an order giving
leave to the James Bay Eailway Company to construct its line of railway across the
spur track in question without putting in a diamond or otherwise providing for the
operation of the spur by the Grand Trunk Eailway Company across the line of the
James Bay Eailway Company, and without compensation to the Grand Trunk Com-
pany, thus leaving Davies to get such compensation as he might be entitled to under
the Eailway Act.

The Grand Trunk Eailway Company applied to the Board for leave to appeal
from this order upon the following grounds: —

' 1. That the tracks of the Grand Trunk at the point in question is a railway line
of a company, for the crossing of which by the tracks of the James Bay, leave of the
Board is required under section 177 of the Eailway Act.

' 2. That leave of the Board was not necessary in order to enable the Grand Trunk
legally to construct (at the point of crossing) the line of railway in question.

* 3. That the Grand Trunk Eailway Company has an interest in the land at the
point in question as against the James Bay, and the James Bay cannot legally use
or occupy such land without the leave of the Board.'

Judgment, Chief Commissioner Killam, December 3, 1906.

Held, that if these questions or one of them should be answered in the affirmative,
the James Bay Eailway Company could not lawfully have placed its tracks over the
site of the spur in question without leave of the Board, and that such leave would not
have been given upon the terms embodied in the Board's order. Either a diamond
should have been inserted, and the proper method of protection at the crossing deter-
mined, or some compensation shoxild have been awarded under section 137 of the
Eailway Act, 1903.

Leave to appeal upon the following grounds granted : —

1. Did the railway tracks from and connecting with the Belt Line railway con-
stitute, where such tracks crossed the approved location of the James Bay Eailway
over Eobert Davies' property, a railway line or track of a company, leave to cross
which by the line of the James Bay Eailway Company was required under section
177 of the Eailway Act, 1903 ?

2. Could the Grand Trunk Eailway Company of Canada legally construct the
said railway tracks on Eobert Davies' property at the point of crossing by the James
Bay Eailway Company, without the leave of the Board?

3. Had the Grand Trunk Eailway Company, when the James Bay Eailway Com-
pany constructed its line of railway across the said railway tracks on Eobert Davies'
property, such an interest in the land occupied by such railway tracks at the said
point of crossing as aarainst the James Bay Eailway Company that the James Bay
Eailway Company could not lawfully use or occupy such land without the leave of
the Board?

Re Canadian Pacific Railway Spur to Great West Development Company's Premises.
20c— 13J

106 RAILWAY ('(filMlSSIONEh'l^ FOR C AX ADA

9-10 EDWARD VII., A. 1910
Winnipeg

Judgment, December 5, 1906.

Chief Commissioner Killam :

The Canadian Pacific Railway Company should be asked for some evidence thai
the proposed spur is necessary in the public interest, or for the purpose of giving
increased facilities to business. (Under subsection 4 of section 175 of the Railway
Act, 1903.)

Where a body like a city or town consents to the construction of a spur line, the
Board frequently takes this as sufficient, or it may consider that the nature of the
locality to be served, or soir.e other circumstances, afford sufficient prima facie evidence
to satisfy the statute. In the present case there is nothing. We do not know what
the Great West Development Company is. It may be only a speculative real estate
company; and as the city of Winnipeg does not consent and shows some reluctance
to consent to the construction of the spur, there should be some evidence to satisfy
the statute.

Station Sites.

By section 266 of the Railway Act, the location of station must be approved by
the Board, and in case of a railwaj' which, since July 18, 1900, has been granted a
subsidy in money or land by the parliament of Canada, the railway company is re-
quired to maintain and operate a railway station or stations, with such accommoda-
tion or facilities therewith as are defined by the Board, at such point or points on
the railway as are designated by the Board's order ; and in any case, every station of
a railway company is required to be erected, operated, and maintained with good and
sufficient accommodation and facilities for traffic, a provision which, under its general
jurisdiction, the Board is authorized to enforce.

The view the Board has taken is that the approval by the Board of location plans
which appear to leave spaces for station sites, does not satisfy the provisions referred
to, requii'ing that the locations of stations ho approved by the Board, but there must
be separate orders expressly approving such sites.

Chief Commissioner Killam, February 11, 1907.

Ee Jacob Wright's Farm Crossing.

This was an application by Jacob Wright for a farm crossing over the line of
the Canada Southern Railway Company on lot 29, concession 5, in the township of
Enniskillen, in the county of Lambton, Ontario.

Wright is the owner of lands on both sides of the railway. The engineer of the
Board reported that the applicant had no farm crossing and that the only way to
reach the portion of this land lying to the north of the railway was by way of his
neighbour's lands, north of the concession line, necessitating a long and out of the
way route.

It appears that when the railway was built the lands were owned by the Crown,
but were subsequently surveyed and sold to the original owners. The contention of
the railway company is that the lands were surveyed and obtained before the con-
struction of the railway but that the right of way across the lot was conveyed to the
company without reservation before Wright acquired the laud on each side of the
railway; that under its original Act of incorporation it was not bound to grant farm
crossings to the owners of lands adjacent to its right of way; that the subsequent
legislation does not impose upon the company that liability; and that, while not
admitting the jurisdiction of the Board to require the making of the farm crossing
for the applicant, the company expresses its willingness that such an order be made

REPORT OF TEE COilillSf^IOXERS 197

SESSIONAL PAPER No. 20c

upon the terms of the applicant bearing the cost of construction and maintenance
and paying such sum as the Board thinks reasonable and proper for the privilege,
taking into consideration the attendant liabilities in connection therewith.

In the similar case of the Ontario Lands and Oil Company v. Canada Southern
Kailway Company, 1 Ontario L. R. 215, Meredith. J., decided that the railway com-
pany was not bound, under its Act of incorporation and the general Railway Act in
force when the railway was built, to grant farm crossings, and that the Dominion
Railway Act of 1888, which was enacted after the construction of the company's rail-
way, did not apply to cases in which the railway had been previously constructed on
land conveyed to the company and the owner of adjoining land had purchased sub-
sequently to such conveyance, as, in his opinion, the railway could be said to be
carried over the land of a person where such person did not acquire the property
until the railway was constructed.

Chief Commissioner Killam :

I agree with Meredith, J., in thinking that the decision of the Supreme Court of
Canada, in Vezina v. the Queen, IT S.C.R., 1, conclusively established that, under the
general Railway Act in force when the Canada Southern Railway Company was
incorporated and when its line was constructed, a company was not bound to grant
farm crossings over its line where a right thereto was not reserved in the grant or
otherwise agreed to by the company; and I am also of opinion, with him. that where,
prior to the passing of the Act of 1888, a person had acquired lands on opposite sides
of a railway across which his predecessor in title had the right of way of crossing,
the Act of 1S8S did not operate to give that right to the new owner. In my opinion,
also, the Act of 1888 cannot properly be construed retroactively so as to apply to a
railway previously constructed on lands vested absolutely in the company. Section
190 of the Act of 1888 provided— as did section 198 of the Act of 1903— that ' every
company shall make crossings for persons across whose lands the railway is carried,
convenient and proper for the crossing of the railway.' &c. According to my inter-
pretation, this provision is applicable only to cases in which the railwav hn= been
carried across a person's land since the enactment of the Act of 1888. I have formed
this opinion after consideration of the jurisprudence in the province of Quebec, and
particularly the cases of Bolduc v. Canadian Pacific Railwav Company, Q.R. 2-3 S.C.
238, the Grand Trunk Railway Company v. Iluard, Q.R. 1 Q.B., 501.

For the purposes of the application, therefore, it does not appear material to
ascertain whether the railway was constructed before or after the grant from the
Crown. I think that the applicant has no absolute legal right to the crossing, and
that it can be granted by the Board only in the exercise of the discretion given by
section 253 of the Railway Act (subsection 2 of section 198 of the Railway Act, 1903),
which provides as follows : * *

Under the report of the engineer I think that we may properly find that the cross-
ing is necessary for the proper enjoj-ment of the applicant's land on either side of the
railway, and that it would be safe in the public intere?t ; but as such an order is one
to which the applicant is not entitled of right, and as it would have the effect of creat-
ing an easement over property which belongs absolutely to the railway company, and
would involve some danger to the company's trains, any expense of construction and
maintenance should be borne by the applicant, and the company should receive
reasonable compensation.

Deputy Chief Commissioner Bernier expressed the view, in which Mr. Com-
missioner Mills concurred, that the railway company should undertake to open, con-
struct and maintain a farm crossing at its own exi^ense ; and imder the ruling of the
Chief Commissioner that the Board has jurisdiction to make an unconditional order
requiring the railway company to construct the farm crossing in question, although

198 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

he did not depart from his previously expressed opinion, the order issued February
15, 1907.

Judgment in concurrence, Mr. Commissioner Mills.

From the report of an engineer of the Board in this case, it seems clear that Mr.
Wright's application for a farm crossing should be granted; and the only question is,
at whose expense is the crossing to be made and maintained.

After full consideration of the principle involved and its wide application to
Crown and Company lands in the western provinces and elsewhere, I am of the
opinion that farm lands everywhere, actually occupied or to be occupied, carry with
them the right of free passage (saving natural obstacles) from any one part of a lot
to any other part of the same lot, which lot is or is to be occupied and worked as a
farm; and that when a railway company or other corporation, for its own purposes
and advantages, infringes upon this natural and fundamental right, it should do so
with the clear understanding that it will, when constructing its line or at some later
date, be compelled to provide and thereafter maintain, at its own expense, at least
one adequate and satisfactory farm crossing on every lot or farm which it crosses.

Therefore, I concur in the judgment of the Deputy Chief Commissioner, that
the Michigan Central Railway Company, as the successor of the Canada Southern
Railway Company, should provide and maintain, at its own expense, an adequate and
satisfactory farm crossing, at a point to be agreed upon, on the farm of Jacob Wright,
known as lot 29, con. 5, in the township of Enniskillen, county of Lambton, Ont.

Be Complaint of the Dominion Concrete Company, Limited.

This company applied for an investigation by the Board into the matter of the
Canadian Pacific Railway Company's rate of 12 cents per hundred pounds on con-
crete blocks from Kemptville, Ont., to Graham station, a distance of 107 miles, as
against a rate of 6^ cents per hundred pounds on brick, and alleging an unjust dis-
crimination in favour of the latter commodity and against the former.

This matter was taken up by the chief traffic officer of the Board, and after con-
siderable correspondence with the railway company the rate on concrete was reduced
and made satisfactory to the complainants. After the lower rate had gone into effect
complainants claimed to be entitled to a refund of the difference between the higher
and the reduced rate. The railway company refused to recognize any such claim and
the complainants applied to the board for an order directing a refund.

Judgment, Chief Commissioner Killam, March 5, 1907.

Under the Railway Act a railway company is required to obtain approval of what
are called standard tariffs specifing the maximum mileage rates which the com-
pany is authorized to charge, and upon approval of such tariffs, the company is
authorized to charge the rates set out therein, unless it files special tariffs giving
lower rates than those in the standard tariff; and section 327 of the Railway Act pro-
vides that, when a railway company's standard freight tariff has been approved and
published, the tolls specified therein — except where other tolls are provided for by
special or competitive tariffs — are the only tolls which the company is authorized to
charge for the carriage of goods; and, by section 401 of the Railway Act, ' any person
or company, or any officer or agent of any company, (a) who shall offer, grant or give
or shall solicit, accept, or receive rebate, concession, or discrimination in respect
of the transportation of any traffic by the company, whereby any such traffic shall, by
any device whatsoever, be transported at a less rate than that named in the tariffs

then in force shall for each offence be liable to a penalty not exceeding one

thousand dollars and not less than one hundred dollars.' The authority of the Board

REPORT OF THE COMMISSIONERS 199

SESSIONAL PAPER No. 20c

to deal with tolls and tariffs, as set out in section 323 of the Railway Act, is as fol-
lows : ' The Board may disallow any tariff or any portion thereof which it considers
to be unjust or iinreasonable, or contrary to any of the provisions of this Act, and may
require the company, within a prescribed time, to substitute a tariff satisfactory to
the Board in lieu thereof, or may prescribe other tolls in lieu of the tolls so disallowed.

* 2. The Board may designate the date at which any tariff shall come into force.'

Held, that this does not empower the Board to make retroactive alteration in
a tariff which is not contrary to any of the provisions of the Eailway Act, so as to
apply the alteration to past transactions ; and that the railway company is not entitled
to make rebates from tolls which have been charged in accordance with the tariffs
lawfully existing when the transaction took place.

Held, further, that the Board has no authority to direct the Canadian Pacific
Railway Company to refund any portion of the tolls charged by it under the tariffs
existing before March 20, 1906.

A later application was made by complainants against this ruling of the Board,
and it was argued that as the Board had power to designate the date at which any
tariff should come into force, this could be done so as to give the same a retroactive
effect.

Held. Chief Commissioner Killam, March 20, 1907, that the power of the Board
to designate the date at which a tariff shall come into force does not enable the Board
to give such tariffs a retroactive effect, and to make them applicable to prior shipments.

Discrimination.

Eailway companies have no right to discriminate in regard to passenger rates as
between passengers arriving at Canadian ports by different steamers. By sections 315
of the Railway Act tolls are required, under substantially similar circumstances and
conditions, to be charged equally to all persons and at the same rate in respect of all
traffic of the same description, and carried in or upon the like kind of cars, passing
over the same portion of the line of railway; and that no reduction or advance in any
such tolls shall be made, either directly or indirectly, in favour of or against any
person or company travelling upon or using the railway.

Chief Commissioner Killam, March 7, 1907.

(Immigrant Passenger Tariffs.)

Re Complaint Broivn Brothers Company v. Canadian Northern Eailway Company.

The complainants alleged that on May 2, 1906, they delivered to the Canadian
Northern Railway Company at Warman, Alberta, two boxes of nursery stock, con-
signed to L. H. Daly, of Vegreville, Alberta, and that the shipment proved a total
loss to them, occasioned by the neglect or refusal of the railway company to carry and
deliver the traffic without delay.

It appeared from the answer filed on behalf of the railway company to this com-
plaint that a period of fifteen days had elapsed from the time of receipt at Warman
Junction until their arrival at Vegreville, a distance of 262 miles, and the railway
company was advised that the Board felt that, under the circumstances, it should take
into consideration the Brown Brothers Company's claim for damages, and that such
steps should be taken as would prevent the recurrence of such delays.

Held, Chief Commissioner Killam, March 12. 1907. that, under the Railway Act, the
Board has not power to award compensation to parties for delays in forwarding
traffic, as the Act expressly provides that the remedy is to be had by action in the
ordinary courts ; that the fimction of the Board is to require the furnishing of accom-
modation and the forwarding of traffic without delay, while the circumstances admit

200 RAILWAY C0MMIS>S10XEliS FOR CANADA

9-10 EDWARD VII., A. 1910

of the Board interfering; but that, in case of a transaction which is closed, the Board
can only deal with it as showing the necessity for action to prevent such delays in
the future.

Re Complaint of Canadian Canners, Limited.

This was a complaint by the Canadian Canners, Limited, that the Canadian
Pacific Kailway Company charged a rate of 33 cents per 100 lbs. on a carload of
canned goods shipped from Wellington, Ontario, to Sturgeon Falls, Ontario; or 4
cents per 100 lbs. more than the combination of the local rates from Wellington to
North Bay and from North Bay to Sturgeon Falls.

Upon the application of the complainants, the railway company refused to refund
the difference between the published rate of 33 cents and the combination of local
rates, on the ground that it would be illegal to protect other than the published tariff
rate, namely, 33 cents per 100 lbs.

The application to the Board is for authority to make the refund.

Judgment, Chief Commissioner Killam, March 12, 1907.

Held, that, not only w^ould the railway company be justified in refunding the dif-
ference between the fifth-class rate from the point of shipment to Sturg-eon (Falls and
the sum of commodity rate to North Bay, and the fifth-class rate from North Bay
to Sturgeon Falls, but that it ought to do so. The later two rates are those of law-
fully published tariffs; and a shipper has the right to the carriage of his traffic at
the commodity rate to North Bay, and at the tariff rate from North Bay to Sturgeon
Falls, although he consigns his shipment direct to Sturgeon Falls without mentioning
the intermediate point.

It may happen that ignorant shippers wall not be given this privilege, while those
better informed will obtain it ; but the uninformed shipper should not, on that ground
be refused the lower rate.

Re Somerset Bridge, Ottawa.

The city of Ottawa applied to the Board for an order nnder sections 186 and 187
of the Railway Act, 1903, directing the Ottawa Electric Eailway Company, the Grand
Trunk Railway Company of Canada, and the Canadian Pcific Railway Company
to submit a plan and profile for the purpose of widening the bridges and approaches
thereto constructed by them at Somerset street, a public highway in the city of Ottawa.

The bridge in question spans the tracks of the Canada Atlantic Railway and the
Canadian Pacific Railway at the western boundary of the city. The eastern approach
and bridge proper lie within the city of Ottawa, the western approach within the
village of Hintonburg. The Ottawa Electric Company, which is subject to the legis-
lative authority of the parliament of Canada, owns and operates a street railway
system in the city of Ottawa and its suburbs. The portion within the city was con-
structed and is operated under an agreement between the city and the company
authorizing the company to exercise its franchise for the period of thirty years from
August 13, 1893. By a later agreement between the electric company and the city,
the city consented to the construction, maintenance and operation by the electric com-
pany of its railway upon and along Cedar street and other streets in the city, and
by this agreement it was provided that nothing contained therein, or in the original
agreement between the city and the company, or in the by-law of the City Council
ratifying these agreements, should be ' construed to impose any liability on the cor-
poration for the construction, repair, or maintenance of bridges on Cedar street,
crossing Canada Atlantic Railway lines and the Canadian Pacific Railway lines, or
any bridge or bridges that may be constructed in place of the same; or should be
' construed as an assuming by the corporation of the said bridge or either of them.'

REPORT OF THE COMlIlSSIOyERS 201

SESSIONAL PAPER No. 20c

The street referred to as Cedar street is the one now known as Somerset street,
on which the bridge in question is situated.

By agreement between the Electric Kailway Company, the Canadian Pacific
Railway Company, and the Canada Atlantic Railway Company, for certain considera-
tions therein named, the Electric Company agreed from time to time and at all times
thereafter, to ' indemnify and save harmless the railway company from and against
all liability to maintain, alter, repair, or reconstruct the said bridge or the approaches
thereto, and also from and against all claims for damages of every kind or nature
whatsoever, or for any penalty imposed upon the said bridge or crossing, or the ap-
proaches thereto ' ; and further agreed that, if it should at any time become necessary
to reconstruct the then existing bridge or to alter the same, plans of the said altera-
tion or of the new bridge to be constructed should first be submitted to and approved
by the railway company.

The substantial question for consideration was as to the body which should bear
the cost of the alteration. The city, through its counsel, offered to bear one-fourth of
the expense. The railway companies contended that, in view of their agreement with
the Electric Company, and of the fact that the necessity for the widening of the
bridge arises wholly from its use by the Electric Company, that company should bear
the remaining portion of the expense.

Judgment, Chief Commission Killam, March 13. 1907.

Held, that, as between the Electric Company and the two railway companies, the
contention of the railway companies was correct, and that, as between the Electric
Company and the city, the Electric Company should widen the bridge by sixteen feet
according to the plans to be approved by the Board, and that the city should pay the
Electric Company one-fourth the expense involved in the addition.

Passenger Bates.

By order of the Board, dated March 18. 1907, the Grand Trunk Railway Company
of Canada and the Canadian Pacific Railway Company were directed to reduce the
passenger rates for their lines east of and including the Calgary and Edmonton Rail-
wfiy, to three cents per mile.

Re The E. B. Eddy Company's Complaint.

This company has asked the Board to give the Grand Trunk Railway permission
to reduce its charges on certain traffic carried at the rate of 10 cents per 100 lbs. under
the tariff in force at the time, to 8 cents per 100 lbs. subsequently substituted.

Section 327 of the Railway Act provides that, when a railway company's stand-
ard freight tariff has been approved and published, the tolls specified therein — except
where other tolls are provided for by special or competitive tariffs are the only tolls
which the company is authorized to charge for the carriage of goods. Section 401
imposes a penalty on any person or company, or any officer or agent of a company
offering, granting, giving, soliciting, accepting or receiving any rebate, concession or
discrimination in respect of the transportation of any traffic by the company, whereby
any such traffic shall, by any device whatsoever, be transported at a less rate than
that named in the tariffs then in force; and section 402 makes it an offence in a com-
pany to depart from the tolls in a tariff then lawfully in force.

Judgment, ]N[arch 18, 1907.

Held, that the Act gave the Board no power to permit a departure from the law-
fully existing tariffs in respect of past transactions, or to legalize rebates from the
previously earned tolls specified in such tariff; and on this groimd. the Board should
not attempt to interfere. ' In the present instance an attempt to exceed the Board's

•202 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

power seems to be particularly objectionable, because the Board would not be able
to secure to others in a similar position the rebates which the Eddy Company de-
sires, but by becoming a party to the rebate, it would facilitate an undue preference
in favour of one shipper.'

Judgment in dissent, Mr. Commissioner Mills.

On October 16 and 17, the E. B. Eddy Company thought of shipping pulp for the
manufacture of paper from Danville, Que., to Ottawa, Ont., and called the attention
of Mr. Bremner, who represented the Grand Trunk in Ottawa, to the fact that the 10
cent rate quoted on pulp from Danville to Ottawa was prohibitive, and that they could
not ship pulp from Danville to Ottawa at a higher rate than 8 cents per 100 lbs.

After considering the question, Mr. Bremner, on behalf of the Grand Trunk,
advised the E. B. Eddy Company that the Grand Trunk would give the said company
a rate of 8 cents per 100 lbs. from Danville to Ottawa. The Eddy Company accepted
the 8-cent rate and notified Mr. Bremner that some cars were then being loaded; and
Mr. Brenmer says that the Eddy Company was then notified that the 8-cent rate would
not apply on cars shipped prior to the date on which the tariff became effective. The
correctness of this latter statement, the Eddy Company does not admit, but alleges
that in good faith, without any doubt that the 8-cent rate would apply, it shipped
five cars of pulp between the time that the 8-cent rate was announced and the publi-
cation of the tariff to that effect.

Subsequently the Grand Trunk Company rendered a bill for $153.68, being an
extra charge of two cents per 100 lbs. on six cars pulp shipped between the time of
the announcement of the 8-cent rate and the publication of the tariff, 9 days later.

In reference to this account, the E. B. Eddy Company sets forth the following
declarations and statements of opinion: —

It declares that it shipped five of the six cars in good faith after the reduction
was announced, and had no doubt that the rate was to be 8 cents per 100 lbs.

It expresses the opinion that nine days was altogether too long a time to take in
issuing the tariff, and directs attention to the statement of the chief traffic officer that
the said tariff could have been issued much sooner, if it had been done in the way
which is usual when it is known that cars are loaded or being loaded and waiting for
shipment.

It calls attention to the fact that the application of the 8-cent rate from the
date of the announcement would not involve a discrimination against any one.

And it further alleges that the Grand Trunk is willing to withdraw or cancel
this account for extra charges over and above the 8-cent rate, if the Eailway Com-
mission will allow it to do so.

I think the intention of parliament, as expressed in section 401 of the Railway
Act, was to prevent all kinds of discrimination — not to compel a railway company to
•continue charging an admittedly unreasonable or prohibitive rate until such time as
it can conveniently prepare and issue a new tariff, when the said company is willing
to make a reduction in such unreasonable or prohibitive rate as soon as its attention is
called, to the matter (before a change in the tariff is made) — provided such reduction
is made with the knowledge of the Hallway Commission and manifestly without dis-
crimination against any one.

Such a reduction, under such circumstances and conditions, the Grand Trunk
Railway Company announced its willingness to make in the published tariff rate on
pulp from Danville, Que., to Ottawa, Ont. ; and under such circumstances, I think
the Board should allow the said railway company, without injury or discrimination
against any one, to apply its 8-cent reduced rate from the time when it announced
its intention to make the reduction from 10 to 8 cents per 100 lbs.

March 8, 1907.

REPORT OF THE COMMISSIONERS 203

SESSIONAL PAPER No. 20c

Re Application of the Toronto, Hamilton and Buffalo Eailivay Company, under section
175 of the Railway Act, 1903, for leave to construct a branch from its main line
in the City of Hamilton to the works of the Canadian Westinghouse Company.

The projected line would cross Sherman avenue south of Princess street and run
thence, epproximately, parallel to and about 125 feet south of that street, and parallel
to, and some 350 feet south of, the line of the Grand Trunk Eailway Company crossing^
at grade, between certain points, the line of the Hamilton Radial Electric Railway
Company and curving northerly, about FuUerton avenue, a short distance from the
Westinghouse Company's works.

Objection was made to this line by the residents of the locality west of Sherman
avenue and between the proposed line and that of the Grand Trunk Railway Com-
pany, on the ground that it would be very injurious to them that their properties should
be inclosed within a strip bounded by two lines of railway; and the Radial Company
objected to a crossing of its line at grade. The Grand Trunk Railway Company also
objected to the use of any portion of its right of way for the proposed branch.

Judgment, Chief Commissioner Killam, March 28, 1907.

I am of opinion that it would not be reasonable to compel the Grand Trunk Rail-
way Company to allow such a use of its land at that point.

I am also of opinion that it would not be proper to allow the construction of the
branch beyond Sherman avenue south of Princess street. This would leave a strip
of property about fifteen hundred feet long by three hundred and fiity feet in width
between two lines of railway. At the present time the property between Sherman
avenue and the Westinghouse Company's property is wholly residential, and even
though the proposed branch were simply to be used as a spur line for access to the
Westinghouse Company's works, it would be highly injurious to the residents of such
a strip. It may be that circumstances will lead to the strip becoming eventually a
manufacturing locality; but, unless it is sufficiently important, the residents should
not be forced to this result.

On behalf of the city of Hamilton, objection is made to the proposed lowering of
the Radial railway, as this would involve the lowering of Princess street below a large
existing sewer, and in such a manner as would injure Princess street for public travel.

While one or more industries are to be served east of Sherman avenue, the exten-
sion beyond that is for the purpose of giving access to the Westinghouse Company^s
works only. If that company did not object, it would be possible to carry the line
along that of the Grand Trunk Railway directly into the Westinghouse Company's
premises. Doubtless it will be of great value to that company to have the additional
railway connection and service, but it has already connection with the line of the
Grand Trunk Railway, by means of which traffic can be transferred to and from the
line of the Toronto, Hamilton and Buffalo Railway.

No public interests are involved, and it does not appear to me that the residents
of the locality should be compelled to submit to the injury that would be done their
property or that the Radial Company should have its line crossed at grade in order
to enable the Westinghouse Company, which desires the railway communication, to
procure it without injury to its own buildings or premises.

Held, Commissioner Mills dissenting, that the application for leave to construct
the spur line on the route proposed should be refused, but that authority should be
granted, if the applicant company desired, to construct a branch line with the diver-
sion northwesterly over Sherman avenue to the south of the Grand Trunk Railway
Company's right of way, and thence parallel thereto over the radial railway to Rose-
dale avenue, and to take it directly to the Westinghouse Company's premises, or have
it connected with the Grand Trunk Railway tracks, as might be arranged, or that leave
should be given for the construction of any portion of the line which might be desired.

204 RAILWAY lOMMISSIONEh'S FOR CANADA

9-10 EDWARD VII., A. 1910
lie Cedar Dale-Oshawa Crossing.

This was aii application by tlie police village of Cedar Dale for an order direct-
ing the Grand Trunk Kailway Company of Canada to provide better protection where
its railway crosses Simcoe street, in the said village.

There was at the same point an electric railway crossing the Grand Trunk Rail-
way, with interlocking appliances operated by the electric company, and the Board,
by its order of December 19, 1906, directed that the gates be interlocked with those
appliances and be operated by the signalman stationed in the tower, and that the
Grand Trunk Railway Company should bear the expense incident thereto over and
above the expense to which the electric company was subject. The Board also directed
that an electric light should be provided and maintained by the village at the crossing.

Simcoe street, over which the Grand Trunk Railway crosses is a continuation
oi a street of the town of Oshawa but the point of crossing is outside the limits of
the town. Counsel for the town supported the application for the order and took
part in the examination of witnesses. Among other things he said: 'This corpora-
.tiou is interested in having the lives of the citizens protected — their lives and pro-
perty— and would urge upon the commissioners as strongly as possible the propriety
of providing such protection as may be thought proper.' And after reference to the
probable expense of a subway he said : ' But all the other protection that could be
afforded would be urged by this corporation.' Further he said : ' The town council
do not see that they should be called upon to contribute. They contribute an im-
mense amount of business to the railway.'

In announcing to the parties Tts conclusions the Board expressed doubt whether
the town could be considered interested so as to be liable to be made a contributory
to the cost of protection of the crossing and intimated that, if the railway company
should be of opinion that the town was so liable, the Board would like to be furnished
with references to any statutory provisions imposing on the town or bestowing on it
any rights with respect to a highway outside the boundaries of the town ; and it also
stated that it considered that the village of Cedar Dale was not in such financial
position that it should be asked to contribute, except by providing and maintaining
a light at the crossing.

The Grand Trunk Railway Company then applied to have the order varied so as
to apportion the cost of the installation, operation and maintenance of the gates
equally among the town of Oshawa, the village of Cedar Dale and the railway com-
pany. claimin.<^that the town was interested in the matter and should be compelled to
contribute, and that the weak financial position of the village was no sufficient gound
for exem.pt'ng it.

This latter application was heard before the Board. In support of the claim of
interest on the part of the town, reference was made to the position taken by the
counsel for the town at the previous hearing, and to the case of the Grand Trunk
Railway Company v. City of Kingston. 8 Ex. C. R. In that case an application was
made to have certain orders of the Railway Company of the Privy Council made
rules of the Exchequer Court. By these orders, the city of Kingston was directed to
contribute to the expense incident to the construction of a subway for carrying a
highway under the Grand Trunk Railway outside of the city limits; and objection
was made to the authority of the Railway Committee to impose this condition. The
learned judge of the Exchequer Court was of opinion that he had no authority to
review the decision of the Railway Committee upon the merits or its methods of pro-
cedure. He said : ' Was the city of Kingston interested in the works that were
directed to be done?' If that question is answered in the affirmative, the Railway
Committee had jurisdiction to make the orders as amended. If it is answered in the
negative, then the committee had no jurisdiction to impose upon the city of Kingston
the obligation to bear any part of the cost of such works. I think the question should

REPORT OF TEE COMMISSIONERS 205

SESSIONAL PAPER No. 20c

be answered in the affirmative. Although the works directed to be carried out are not
within the limits of the city of Kingston, they are in close proximity thereto, and are
intended to protect the public from danger of crossing the Grand Trunk Railway by
a level crossing on a road that, within a short distance from the crossing, connects
with one of the city streets. In addition to this it appears that the city of Kingston
was one of the movers in the application to the railway Committee for an order to
have the works in question undertaken; and it seems to me that one could not now
with fairness say that the city of Kingston was not interested therein.'

In re Canadian Pacific Railway Company and county and township of York, 27
O.R. 559; 25 O.A.R. 65, Mr. Justice Rose upheld the validity of an order of the
Railway Committee under which the city of Toronto, the county of York and the
township of York were directed to contribute to the cost of installing and maintaining
gates and a watchman for the protection of a highway crossing which was in the
township of York and outside the limits of the city of Toronto. The order of the
Railway Committee had been made upon the application of the city of Toronto. The
county and township of York appealed from the judgment. Burton, C.J.O., and
Maclennan, J., were of opinion that the order was invalid in so far as it imposed a
burden upon the township and county. Osier, J., held that the township and county
were ' persons interested ' within the meaning of the Railway Act, and subject to the
jurisdiction of the committee. Meredith, J., held that, as the road was not a county
road, and the county was under no responsibility for its maintenance, it could not be
considered to be interested so as to be liable to the order of the committee.

The city of Toronto did not appeal, and it does not appear to have been repre-
sented before the Court of Appeal. As the original applicant for the order, it could
hardly be said that it was not interested.

Chief Commissioner Killam :

In the two cases referred to, the courts were called upon to enforce orders mado
by the Railway Committee. They could not review the decisions of the committee
upon the facts. If there was before the committee any evidence that the parties
ordered to contribute were ' interested ' within the meaning of the statute, the juris-
diction of the committee to make the orders could not be disputed.

In the present case this Board is the court of original jurisdiction which has to
decide for itself, not merely the question of law, but also the question of fact, as
regards interest, and further, whether, in the exercise of its discretion, it considers
that the town should justly and properly be made to contribute to the cost of protect-
ing the crossing in question.

I think that it cannot properly be said that, as a matter of law, there is not some
evidence of interest on the part of the town which would support an order of the Board
against it, particularly in view of the direct claim of interest on the part of counsel
representing the to-mi. But it does not appear to me that the town is necessarily
bound by the admission of some interest, having in view the circumstances and the
nature of the interest admitted. The town corporation is a statutory body. It has
no duty to maintain highways outside of the town limits, or to preserve them from
obstruction. It is not authorized to expend the moneys of the town upon such high-
ways. As a public body, having in view the interests of the citizens, a town council
often interests itself in many matters of public importance not directly coming within
its functions. Xaturally the safety of citizens of the town travelling along the high-
way and over the crossing in question is looked upon by the council as of public in-
terest; but it does not appear to me that, on that account, the municipal corporation
can be said to have any legal interest in the matter of protecting the crossing. The
individual interests of citizens having occasion to use the highway are not, in my
opinion, ascribable to the corporation, and the admission of the counsel for the town,
and the part which he took in supporting the application, do not appear to me to

206 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

carry the matter farther or to constitute such an admission or evidence of interest
as to warrant the Board in finding as a matter of fact that there was such interest.

I think, therefore, that the town should not be ordered to contribute to the ex-
pense of erecting, maintaining, or operating the gates.

As regards the village of Cedar Dale, the matter stands in no different position
from that presented at the original hearing. I do not think that the Board should
be called upon in such a case to revise its previous decision, where no new facts have
been presented and no material point was previously overlooked. In making the
order the Board expressed its doubt upon the question of making the town a contri-
butory. That question was fairly open for consideration.

In my opinion the application should be dismissed, and the railway company
should be ordered to pay to the village a reasonable sum for costs of the application
to vary the order. In view, however, of the state of the previous decisions and of
the position taken upon the hearing by the town, I do not thinlc that the railway com-
pany should be made to bear any portion of the costs of the town.

Order dated May 23, 1907, issued accordingly. Costs of the application fixed at
the sum of $25.

Re St. John Ice Company Complaint.

This was a complaint by the St. John Ice Company alleging that the New Bruns-
wick Southern Railway Company was acting illegally and in violation of the pro-
visions of the Railway Act by

1. Billing cars at 20,000 lbs. which contained 40,000 to 50,000 lbs. actual weight.

2. Billing cars at 2 cents per 100 lbs. contrary to C.R.C. No. 1, their standard
tariff, which names 2J cents per 100 lbs.

3. Billing cars at 20,000 lbs. contrary to the Canadian freight classification, which
specifies 30,000 lbs. as minimum carload weight.

4. That through W. E. Scully, their agent at West St. John, passing and billing
as 20,000 lbs. cars which W. E, Scully as * The Union Ice Company ' had sold and
delivered as 50,000 lbs.

5. Misrepresenting the existing tariff charges in the following way: In December
last past their general freight agent, Mr. P. W. Wetmore, quoted as their current rate
on ice from Spruce Lake to West St. John 2 cents per 100 lbs., inimimum carload
weight 30,000 lbs., when he must have known that tariff C.R.C. No. 2, giving a rate
of 2 cents per 100 lbs. had been cancelled and that 2^ cents per 100 lbs. was the legal
rate, as per C R. C. No. 1.

6. Through the collusive action of its officials violating the established tariffs,
inasmuch as P. W. Wetmore, the accountant, who was also general freight agent,
passed entries and way-bills, certified by him and P. J. McPeake, the superintendent,
to the auditor, showing carload weights 20,000 lbs. when actually they were from
40,000 to 50,000 lbs., showing a total freight per car of $4 had been collected when it
should have been from $10 to $12.50 per car.

And applied, under section 60 of the Act, for an order for inquiry into the man-
agement of the said railway company, and for investigation of the complaints herein-
before recited against the company and its officials.

Hearing at St. John.

Ordered, that leave be granted the complainant company to institute proceedings,
under sections 399, 401 or 402, of the Railway Act, against the company for suffering
or permitting.

(a) W. E. Scully to obtain transportation for goods at less than the required
toll then authorized and in force on the railway of the company.

(h) For transporting goods for the said W. E. Scully; and for suffering and per-
mitting W. E. Scully to obtain transportation for such goods at less than the regular

REPORT OF THE COMMISSIONERS 207

SESSIONAL PAPER No. 20c

tolls then authorized and in force on the railway in violation of the provisions of the
Railway Act.

Later, application was made, on behalf of the complainants, for a certified copy
of this order, in order that the same might be made a rule of the Supreme Court
under section 46 of the Eailway Act.

Section 46 provides that any decision or order made by the Board may be made a
rule, order or decree of the Exchequer Court, or of any Superior Court, in any pro-
vince of Canada.

Subsection 2 of that section reads: —
' 2. To make such decision or order a rule, order or decree of any such court, the
usual practice and procedure of the court in such matters may be followed; or in lieu
thereof, the secretary may make a certified copy of such decision or order, upon which
.shall be made the following endorsement signed by the Chief Commissioner and
sealed with the official seal of the Board;

' To move to make the within a rule (order or decree, as the case may be) of the
Exchequer Court of Canada (or as the case may be).'

Application refused.

Held, Chief Commission Killam, that, in the first instance, the usual practice
and procedure of the court in such matters should be followed; that the other alterna-
tive provided under this section is intended rather for a case where the Board is
itself seeking to enforce one of its own orders, that is to say, an order where the
Board has taken the initative.

Vancouver Easthound v. Winnipeg Westbound Rates.

The boards of trade of British Columbia Pacific coast cities complained to the
Board that the rates levied by the Canadian Pacific Eailway Company on all classes
of goods, from Vancouver to points located in British Columbia and the Northwest
Territories, as far east as Calgary, on the main line, and !Macleod, on the Crowsnest
line, were discriminatory as against them as compared with the rates on westboimd
traffic from Winnipeg to the same territory.

The complaint was not based on the ground that the rates were, in themselves,
so excessive as to be unreasonable or unjust, but merely on the ground that undue
preference was given to traffic from Winnipeg westward, as compared with that from
the ccast cities eastward.

Most of the traffic carried westward from Winnipeg is carried under what are
known as * traders' tariffs,' marked as, * to be used on reshipment by Winnipeg whole-
sale houses only to traders doing business at or tributary to stations specified ' in the
tariffs. A question was raised as to the extent to which those tariffs were used, and
the railway company contended that comparison could not be made with them, as the
rates were only the balances of through rates from points east of Winnipeg to the
western points in question, after deducting the regular tariff rates to Winnipeg.

Hearings at Ottawa, March 6, 7 and 8, 1906.

Judgment of Chief Commissioner Killam, May 25, 1907, concurred in by Deputy
Chief Commissioner Bernier.

' It appears to me,' referring to the contention of the railway company mentioned
above, ' that these questions are quite immaterial. If, by so basing the rates, an
unjust preference is given to Winnipeg as against the Pacific points, it is equally as
objec-tionable as if the rates were computed on any other basis, and the comparison
should be made with traffic carried for similar parties and under similar conditions,
and on other traffic the tariffs applicable thereto are those between which comparison
should be made.

The complainants rely mainly on a comparison of the respective distances from
Winnipeg and Vancouver, claiming that the levying of higher rates for shorter dis-

208 RAILWAY (•0]J.]IhSS!ONEl!S t'OR V AS ADA

9-10 EDWARD VII., A. 1910

tances raises a presumption of unjust discrimination. They rely also upon a com-
parison of the practice upon lines in the United States, claiming that the westbound
rates from St. Paul are equalized with the eastbound rates from Seattle and Portland
at points much farther east than are the rates from Winnipeg with those from Van-
couver on the Canadian Pacific Railway.

It appears to me that no inference can be drawn from a mere comparison of dis-
tances upon different portions of railways, and that it does not constitute discrimina-
tion— much less unjust discrimination — for a railway company to charge higher rates
for shorter distances over a line having small business or expensive in construction
maintenance or operation, than over a line having large business or comparatively
inexpensive in construction, maintenance and operation. ,

In my opinion, a party raising such a complaint upon a mere comparison of dis-
tances should show the nature of the particular lines referred to and that there is a
material disproportion of rates as against the shorter line after due allowance is made
for the circumstances just mentioned.

At the hearing, the complainants offered no evidence upon these points; but the
railway company gave some evidence showing that the cost of maintenance and opera-
tion were much greater, and the traffic lighter, upon the western portion of the line,
thiin upon the portion from Winnipeg westward. While this showed that some
difference in rates as compared with distances was reasonable, the information given
was not sufficient to form an accurate judgment as to whether, after making due
allowance for difference of traffic and expense, the western rates were unduly high as
compared with the others.

As the matter was of considerable public importance, the Board did not feel
warranted in dismissing the complaint on the mere ground that no sufficient proof
of discrimination had been given, but directed its chief traffic officer to make further
inquiries and afford it all the information possible for the purpose of enabling it to
arrive at a correct conclusion. This inquiry has been made, with the result that the
figures given by the railway officials have been found to have been, in the main,
correct, and that some further information has been procured.

Members of the Board are aware, from personal investigation of the route, that
grades are much heavier and the line much more difficult of operation in British
Columbia than in the prairie provinces, and this view has been clearly established by
the evidence.

The original report of the chief traff.c officer showed that, by computations based
upon the evidence as to the cost of operation and maintenance upon different sections
of the main line of the I'ailway, the rates from Vancouver to Calgary were really
lower, as compared with those from Winnipeg to Calgary, than if they were based
upon the proportionate expense. No accurate data were furnished by the evidence,
or by the subsequent reports of the chief traffic officer, for comparison of the expense
ojf ope at ion and maintenance on what is known as the Crowsnest route, with that
for the pr.iirie lines, though the chief traffic officer reported that the Crowsnest line
was much the more expensive to operate. He. however, made some further calcula-
tions based on a comparison of grades and the assignment, as a result thereof, to
portions of the lines in British Columbia of a constructive mileage at the rate of one
and a half miles from Yale to Revelstoke, and two miles from Revelstoke to Canmore,
for each actual mile of railway. This estimate was taken from a statement in a
letter of Mr. Maclnnes, freight traffic manager of the Canadian Pacific Railway Com-
pany, that a certain tariff of the company was based upon such constructive mileage.
This calcvilation showed that, using the constructive mileage thus estimated, the rates
from Winnipeg westward were less per mile than those from Vancouver eastward. It
appears to me that the results of such estimates afford no reliable basis for concluding
that the Vancouver eastbound rates are discriminatory as compared with the Winni-
])eg westbound rates. The estimates are very loose, and are not based upon any

REPORT OF THE COMMISSIONERS 209

SESSIONAL PAPER No. 20c

definite calculations. Those based upon actual figures as to comparative expense of
operation and maintenance are much more reliable, even though, in some respects,
details are not fully given. Although the company may in the past, for some purposes,
have made use of such estimates, this should not be taken as establishing that the
estimates were sufficiently accurate for the purposes of the complaint novf in question.
It is clear that an absolutely accurate comparison cannot be made, and the evidence
does not appear to me sufficiently strong to warrant the conclusion that the eastbound
rates are unduly high as compared with the westbound ones.

The report of the traffic officer further shows that the rates from Vancouver east-
ward ai-e lower than those in the United States lines, and this although the portions
of the United States served by these lines are much more productive and thickly
settled, and afford greater local traffic than British Columbia; and, also, that the
points at which the eastbound and westbound rates meet in the United States are con-
siderably nearer Seattle than is claimed by the complainants; and that, comparing
the proportionate distances from Winnipeg and Vancouver respectively with those
from St. Paul and Seattle respectively, the average points of meeting of the rates on
the Caijsdian Pacific Railway are as fairly situated as the points on the lines in the
United States.

So far as the traffic over the Crowsnest line is concerned, it would be much
mo'.-e satisfactory if more definite information as to the cost of operation had been
procured; but, taking into consideration the respective rates over that line and over
the main line via Calgary to Macleod, and the results of the other inquiries, it does
not seem to me sufficiently probable that further inquiry would establish the unfair-
ness of the rates to warrant us in making such inquiry. It must also be remembered
that the traffic on the prairie sections of the Canadian Pacific Railway is very much
greater than that upon the lines in British Coliunbia; that the earnings per mile of
the company for the prairie lines are very much greater than in British Columbia,
?nd that the company may reasonably be expected to carry the traffic on the prairie
lines at lower rates than upon the other lines. At any rate, if it sees fit to do so to a
reasonable extent, it cannot well be claimed that this course involves unjust discri-
mination as against the traffic in and through British Columbia.

There are two minor points which require consideration. One arises under special
commodity tariffs for westbound traffic from Winnipeg upon the classes of articles
named in the statute 60-61 V., c. 5, s. 1 (d), intituled 'An Act to authorize a subsidy
for a railway through the Crowsnest Pass.' That Act authorized the granting to
the Canadian Pacific Railway Company of a subsidy towards the construction of a
railwaj' from Lethbridge, through the Crowsnest Pass, to ]^elson, upon certain
conditions, one of which was that an agreement should be made between the govern-
ment and the company by which, among other things, a reduction was to be made
in the general rates and tolls of the company upon the classes of merchandise therein
mcM.tioned westbound from and including Fort William and all points west of Fort
William on the company's main line, or any line of railway throughout Canada
owned or leased by or operated on account of the company.

As a result of this Act and the agreement made under it, the company made
tariffs of reduced rates upon the classes of merchandise referred to, not only from
Fort William and points east thereof westward, but also from Winnipeg westward,
without similarly reducing rates on the same classes of merchandise from Pacific
points eastward. These reductions cannot be considered as having been forced upon
the company, but were the result of an agreement which it chose to enter into for
the purpose of obtaining a subsidy in aid of the construction of a line of railway.
The agreement and the statute did not even deal with rates from Winnipeg at all.
When the statute was passed, and when the agreement was made, the law prohibited
unjust discrimination between localities; and while parliament did not stipulate for

20c— 14 '

210 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

similar reductions over western portions of the company's railway, it should not, in my
opinion, be considered as having authorized what would, if done otherwise, have pro-
duced unjust discrimination. I think that we are justified in inferring that, in
respect of the classes of merchandise to which these tariffs relate, the reductions did
result in such discrimination, and that the rates from Vancouver eastward, upon
similar traffic carried under similar circumstances, should be proportionately reduced.

The remaining point arises out of the facts that, in order to meet water competi-
tion on the Pacific coast, the railway company carries goods from eastern points to
the Pacific coast at lower rates than to interior western points, and that the same
practice prevails with reference to the rates from Winnipeg westward; and that, at
many interior points, the rates from Winnipeg are less than the combined rates from
Winr.ip«rg to points of the coast, and from the latter points to the interior ones. Tho
lov/ rates to the coast are made necessary in order to enable the railway companies
to cbtnin traffic in competition with ocean carriers. Such a practice is distinctly
authorized by the Railway Act, and, unless the higher rates from eastern points to
interior western points are, in themselves, unjust or unreasonable, this practice does
not involve unjust discrimination. Necessarily the situation must have a modifying
etT«'ct upon the rates to the interior points, which must vary with the distances from
the Pacific ports. Prima facie the railway company should be entitled to charge
reasonable rates from the Pacific ports eastward, and it should not be obliged to
charge and would not even be warranted in charging, excessive rates to the interior
points for the purpose of equalizing the position of the Pacific coast points. It does
nf't appear to me that the mere fact that the westbound rates from Winnipeg or any
other point to such interior western point are less than the rates which would be made
up by a combination of the rates from such eastern points to Pacific points, and from
the letter to the interior point, in itself constitutes unjust discrimination or undue
preference. The railway company is allowed to meet competition at coast points,
and I think it should equally be allowed to meet the effect of that competition upon
interior points to a reasonable extent.

I am of opinion that the complaint should be dismissed, except in so far as relates
to the class of traffic for which reduced rates were given under the Act relating to
the Crowsnest line.'

Judgment in dessent, Mr, Commissioner Mills.

' I regret my inability to concur in the judgment of the Chief Commissioner in
this case.

' I do not attach so much importance as the Chief Commissioner seems to attach
to certain portions of the evidence — evidence into which the element of interest enters
largely and regarding the value of which there is clear ground for difference of
opinion; and I differ wholly from the opinion expressed as to the bearing of what is
called the " constructive mileage " evidence ; it has, I would venture to say, a mani-
festly direct bearing, and is in my opinion the best possible evidence as to the relative
cost of the operation and maintenance of the two sections of the railway, the moun-
tain section and the prairie section — because it is an expression of the deliberate
opinion of the railway company, with the facts in its possession, at a time when there
was no dispute and no issue to be settled; according to which opinion, each mile of
the road between Yale and Eevelstoke cost as much to operate and maintain as one
and one-half miles of the prairie section. The rates were adjusted on this basis and
no complaint was made by any section of the country.

' At a later date, the rates on the prairie section were reduced, without any corres-
ponding reduction on the British Columbia (including the mountain) section; the
balance was thus disturbed, and has remained so, although no evidence was given at
the hearing or since to prove that the traffic on the said British Columbia section
had then become or now is relatively any less than it was when the " constructive
mileage" basis was established; and for this reason, as I understand it, the chief

REPORT OF TEE COMJIISSIOXERS 211

SESSIONAL PAPER No. 20c

traffic officer of the Board used the *' constructive mileage ' of the company in one of
his calculations.

* Further, the chief traffic officer, whose technical knowledge and experience
specially fit him for dealing with such questions, investigated the points at issue, in
all their bearings, at great length, and with the utmost care ; he read and weighed the
evidence pro and con ; he considered the objections urged by the representatives of the
railway company against the statements and recommendations made in his report of
the 17th December, 1906, and he came to the conclusion that there has been and is
discrimination against the Pacific coast cities as compared with Winnipeg.

' Therefore, without stating my reasons at greater length or further enumerating
the portions of the Chief Commissioner's argument and conclusions from which I have
to dissent, I would say that I approve of the recommendations of the chief traffic
officer, as follows : —

(a) That the rates between Vancouver and Calgary should be reduced so as to
preserve the same relative proportion between these and those between Winnipeg and
Calgary as existed before the latter were reduced some years ago; in other words, that
the prairie rates should apply between main line points in British Columbia, counting
one mile between Yale and Revelstoke as equivalent to one and a half prairie miles,
and one mile between Revelstoke and Canmore as equivalent to two prairie miles —
equalizing the Vancouver eastbound and the Winnipeg westbound rates at a point 67
miles west of Calgary.

'(h) That the rates between Eevelstoke and Macleod via Kelson should be
eimilarly reduced, counting each mile between Yale and Crowsnest as one and a
half prairie miles instead of two miles, as at present.

' (c) That from Vancouver to Calgary and Macleod and intermediate points
commodity rates should be given on the same articles as have commodity rates from
Winnix)eg under the so-called " Crowsnest Pass agreement ; " these rates to be cal-
culated in the same manner as the class rates, as in sections (a) and (h) equalizing
the Crowsnest reduced rates from Vancouver westbound and the rates from Winni-
peg westbound at Wardner, 146 miles west of Macleod.'

Application Canadi<in Pacific Railway Company for permission to make refund to
Messrs. George Moore & Co., of Waterloo, from the local freight charges to Gait,
on eggs subsequently reshipped.

The eggs in question were shipped to Gait from the Canadian Pacific Railway
Company's station at Eden, Straffordville and Tilsonburg, in less than carload lots,
aggregating 51,820 pounds, on which the company's local rates to Gait were paid
There was in effect at the time a special tariff which provided that eggs shipped from
the company's own stations in lots of not less than 500 pounds, to certain specified
cold storage points, would, on reshipment, be entitled to an allowance of one-third
from the inward charges to the cold storage point. In the specified cold storage points
of the Canadian Pacific Railway Company's original tariff, Gait and Waterloo, Ont.,
were not included, but were omitted, as the representative of the company says, by
mistake, and as a result Messrs. !Moore & Co. did not derive the benefits of the stop-
over arrangements that were granted the points shown in the tariff, the effect of
which was, as alleged, to unjustly discriminate against IMoore & Co.

Judgment, Chief Commissioner Killam, November 13, 1907, concurred in by the
Deputy Chief Commissioner Bernier, was to the effect that the rates paid were those
provided for by the existing tariff, and that the fact that the tariffs for other points
were discriminatory as against Gait and Waterloo, would not have been proper ground
for disallowing some of the tariffs, or requiring a change, if an application had been
made therefore, and it did not give the Board jurisdiction to direct or authorize the
rebate for which authority is asked, or to interfere in the matter.

20c— 14*

212 RAILWAY COMillSsloyEh'S FOR CAXADA

9-10 EDWARD VII., A. 1910

Judgment in dissent, Mr. Commissioner !ilills.

' I regret my inability to concur in the decision arrived at in this case. It seems
to me to grow out of such a strict and an inflexible interpretation of one section of
the Kailway Act as results in defeating or nullifying other sections of the said Act —
construing section 328 so as to defeat the manifest intention of the equality sections.
315-320 inclusive, which were inserted in the Act to prevent unfair or unjust dis-
crimination.

' The case is one admittedly of unjust discrimination, amounting to $40.61 against
George Moore & Co., of Waterloo, Ont., due to mistake in the tariff. The company
admits the mistake and offers to refund the amount. Our chief traffic officer advises
that the refund be made, provided two things are done to remove the possibility of
discrimination against any other shipper of the same commodity; and the decision
of the Connuission is that the refund must not be made — that the rate in the pub-
lished tariff, right -or wrong, even though it has admittedly resulted in discrimination,
must be charged, no matter who suffers loss, until a new tariff is printed and pub-
lished. This may be according to the letter of the law; but it is. I think, at variance
with the principles of justice ; so I have to dissent.'

Held further (Chief Commissioner and Deputy Chief Commissioner), following
previous rulings (see complaint Dominion Concrete Company, Ltd., and the E, B.
Eddy Company's complaint) :

' That the Board is not a court for all purposes, but only for the purpose set out
in the Act. Discrimination is forbidden by the Act. The Board, under its general
jurisdiction, has power to prohibit the continuance of discrimination when found to
exist, and it has the power to disallow tariffs which, in that or other respects, are con-
trary to the provisions of the statute; but I cannot find anything in the Act which
confers upon the Board jurisdiction to direct or authorize rebates on the ground set
up in this application.'

Naylor and the Windsor, Essex and Lake Shore Rapid Railway Co.

This was the complaint by C. E. Xaylor, of the town of Essex, alleging that the
Windsor, Essex and Lake Shore Rapid Railway Company had constructed its line of
railway and high tension -s^-ire along Talbot street, in the said town of Essex, in such
a way that electrical current had escaped from the said wire to the wires of the com-
plainant and thence to private premises, where it had caused damage; and appliec^
for an order directing that steps be taken to remove the danger.

The Windsor, Essex and Lake Shore Rapid Railway Company was incorporated
by Act of the legislature of the province of Ontario, passed in the year 1901, c. 92.
By that Act the company was authorized to construct a railway, to be operated by
electricity, from a point in or near the city of Windsor, through the towns of Essex
and Leamington, to a point in or near Wheatley. The Act provided that the rail-
way, or any part thereof, might be carried along and upon such public highways as
might be authorized by the by-laws of the respective corporations having jurisdiction
over the same.

By Act of the Parliament of Canada. 1906, c. 1S4, the railway works of the com-
pany were declared to be for the general advantage of Canada, and provided that the
Railway Act, 1903, and amendments thereto should thereafter apply to the company
and the said works to the exclusion of the Electric Railway Act of Ontario or any
provision of the Company's Act of incorporation inconsistent therewith; but that
nothing therein should affect any action theretofore taken pursuant to powers in such
Acts contained.

The Dominion Act also provided that the company should not construct or
operate its line of railway along any highway or other public place without first
obtaining the consent (unless such consent had already been obtained), expressed by

KEPORT OF THE COMMISSIONERS 213

SESSIONAL PAPER No. 20c

by-law of the municipality having- jurisdiction over such highway or other public
place, and upon terms to be agreed on with such municipalities.

On the 7th of April, 1902, the municipal council of the town of Essex passed a
by-law granting to the company, subject to the terms and conditions contained in the
by-law, the right to construct its Une through the town and along the highway known
as Talbot street. The by-law provided that the poles and wares of the railway company
should be placed so as not to interfere with the poles or wires of any other person or
company then existing. The by-laws also provided that the franchises thereby granted
should be subject to all other franchises, rights or privileges in respect of TaT'ot street,
within the town, theretofore enjoyed by any person or persons, company or companies.

On the 19th February, 1900, an agreement in writing was made between the town
of Essex and the complainant, under which the complainant agreed to furnish cer-
tain lamps for street lighting in the town, and to keep the same burning each night.
At the time of the passing of the by-law, the complainant had upon and along Talbot
street, a number of poles and wires used for the purpose of furnishing power for the
lighting of the streets and the lighting of private premises. The railway company
constructed a line of railway along Talbot street and put upon the street poles and
wires for the purpose of conveying electrical power for the operation of the railway.
In doing this, it interfered to some extent with the complainant's poles and wires,
'aoVd so that there was risk of the escape of the current from their wires to those of
complainant. The evidence showed that electrical current had escaped from the
company's power wire to complainant's wires and thence to private premises, where
it had caused damage.

Hearing at Chatham, October 29 and Xovember 1, 1907.

Judgment, Chief Commissioner Killam, December 24, 1907

' If the railway and the power line were constructed before the passing

of the Act declaring the company's railway works to be for the general advantage of
Canada, it appears to me that no order of the Board was necessary to authorize their
subsequent maintenance and use. If none of these things were done before the pass-
ing of the Act, I think that the railway company required the leave of the Board,
under sections 235 and 237 of the Railway Act, for the purpose. If part only of the
work was done before the Act and a part afterward, difficult questions might arise as
to the necessity for such leave, under which the actual facts might be material; and
I, therefore, refrain from expressing any opinion upon such questions.

For the present I assume that the work, or sufficient of it, was done before the
passing of the Dominion Act to render the maintenance and operation of the railway
upon and along the street lawful. If the company were coming for leave to construct
and operate the railway upon the street, the Board would clearly, in my opinion, have
the power to impose upon the company such conditions as it might see fit for the
purpose of protecting, existing telegraph, telephone or electric lighting lines, and for
the purpose of protecting the public from the danger necessarily arising from the
escape from the railway company's wires of heavy electrical currents to and over any
other lines; and it appears to me equally clear that, if the railwav and its power lines
were lawfully upon the street when the Dominion Act was passed, the Board still has
the power, under section 238 of the Hallway Act, to impose similar conditions upon
the railway company or to make orders requiring the railway company alone, or other
parties interested or affected or the company and any such other party or parties
jointly, to execute such works or take such measures as. under the circumstances,
appear to the Board best adapted to remove or diminish the danger.

Both by the terms of the Railway Act and by those of the Act declaring its works
to be for the general advantage of Canada, the company became a railway company
subject to the terms of the provisions of the Railway Act so far as applicable. The
poles and wires erected by the company formed a necessary and integral part of th^

214 RAIUVAY COAlillSiilONER^ FOR CANADA

9-10 EDWARD VII., A. 1910

railway works. In exercising tlie jurisdiction conferred upon it by section. 238, the
Board must take into consideration the nature of the works and of thft protectiv3
measures which works that nature render necessary, just as in the case of a railway
operated by the power of steam.

The case is, therefore, one for the exercise of. the Board's discretion as to the
measures to be taken and the party or parties who are to do the work or bear the
expense. The Board's electrical engineer has visited the locality and reported upon
the measures which he deems necessary for the protection of the public and of the
owners of other lines. The by-law of the town authorizing the construction of the
railway upon and along the street required that the railway company's poles and
wires should be so placed as not to interfere with any poles or wires of any other
person or company existing at the time of the passing of the by-law. Whether a
formal by-law of the town council was necessary to enable Naylor lawfully to place
and maintain his lines upon the public street, we must presume that they were there
with the Icnowledge and the tacit consent of the municipal authorities.

Under these circumstances, it appears to me that the railway company should
adopt the measures and bear the expense necessary to the protection of the existing
lines and of the public.

At the hearing Naylor's counsel expressed his client's willingness, if the railway
company would construct the necessary lines for the purpose of enabling him to trans-
mit power across the street where this was necessary for connections on the other
side, and would allow the use of its poles on the opposite side of the street, to do the
work and bear the expense of running his wires along these poles.

This appears to me to be a reasonable solution of the difficulty, and an order
should, in my opinion, go accordingly; the order to be drawn under the advice of the
electrical engineer and to direct the railway company to provide and place, in accord-
ance with the recommendations of the electrical engineer, the wires necessary for this
purpose, and to allow Naylor the use of its poles for carrying his wires — the same
to be placed to the satisfaction of the Board's electrical engineer.

The railway company should pay Naylor the costs incurred by him in respect
of the proceedings before the Board in this matter, and the order should so provide.

It does not appear to be necessary to enter into consideration of the objections
to the by-law or to Naylor's authority for the use of the street, or to any of the other
questions of law raised by counsel. I would put the case wholly as one for the exer-
cise of the Board's discretion under the express terms of the Eailway Act, and impose
the expense upon the railway company in view of the terms of the by-law which was
necessary to enable it to use the street.'

Order, dated January 15, 1908, issued accordingly.

Interswitching.

Several applications and complaints from different places were made to the Board
respecting what are known as switching charges, and related —

(a) To the amount of the charges;

(6) To the practice of adding to the tariff rates of the company carrying to a
particular place the switching charge of another company to which the traffic is trans-
ferred for carriage to and delivery at another point in or near the same place; and

(c) To the practice of railway companies, in cases whore the traffic originates at
a place common to the two companies, or what are usually designated as competitive
points, while adding the charge when the point of origin is non-competitive.

Hearings at Winnipeg, Lindsay and Toronto.

Judgment, Chief Commissioner Killam, concurred in by the Deputy Chief Com-
missioner Bernier and Mr. Commissioner Mills, December 26, 1907.

REPORT OF THE COMMISSIOyERS 215

SESSIONAL PAPER No. 20c

' In some late cases before the Interstate Commerce Comjnissiou in the

United States, Nos. 1073, 107-i, Laing-Harris Coal and Grain Company v. Atchison,
Topeka and Santa Fe Railway Company, 12 I.C.C. Rep. 556, the complainants claimed
that the tariff rates of the railway company, which read to Kansas City, included
delivery at any points within the corporate limits of Kansas City without regard to
whether this was or was not upon the lines of that company. The Commission said
in its report : " This claim and argument are entirely at variance with customs of
many years' standing and contemplate imposing upon the carrier a duty which it
would be utterly unable to perform. The Act to regulate commerce in specific terms
provides that one carrier shall not be obliged to give the use of its tracks and ter-
minals to another carrier engaged in like business. The defendant company could
not deliver cars to any industry except upon its own rails without the consent and
co-operation of the carrier or carriers upon whose rails the industry sought to be
reached is located or via whose rails it is reached. A carrier may not reasonably
be required to accept and deliver free of charge traflBc which is moved by its com-
petitor." And again: "In the absence of tariff specifications to the contrary, the
transportation shovm in a carrier's tariff to a given point are and always have been
understood to include delivery to industries or unloading places located upon its own
rails, and if consignee or owner of shipment orders it transported by another carrier
to another place, he must expect to pay the lawful charge for that service."

* In those cases the shipments were originally billed simply to Kansas City, and
after arrival, direction was given to transfer to destinations not on the line of the
originating company. But, the same principles were applied in another set of cases.
No. 1078, Leonard v. Chicago, Milwaukee and St. Paul Railway Company and other
cases, 12 I.C.C. Rep. 573, where it appeared that at one time the originating company
absorbed the switching charge, later discontinued the practice, and subsequently
resumed it; and the complainants claimed that the adoption of the practice and sub-
sequent resumption after discontinuance showed the unreasonableness of requiring
shippers to pay the switching charge; but the Commission refused to disallow the
charge. There the Commission said : " The practice at that time of absorbing switch-
ing charges without a specific tariff provision therefor was very general among the
carriers." If offence against the law was involved in such practice it would rest in
the absorption rather than in requiring shippers to pay, because the switching charge
being the charge of another carrier, shoiild appear in its tariff. No switching or
other terminal charges should be absorbed except under a plain and specific tariff
provision therefor.'

* There is not in our legislation any express provision similar to that in the
United States Commerce Act, that one carrier shall not be obliged to give the use of
its tracks and terminals to another carrier engaged in like business. But, in the
absence of any such enactment, this must necessarily be the law. Express legislative
authority is necessary to enable one railway company to use the lands or premises
of another company without its consent. Such authority is embodied in section 176
of the Railway Act, provided the approval of this Board is first obtained; and the
Board is empowered to fix the compensation to be paid therefor. In the London case,
the Board held that the transfer by one railway company to another at a junction
point of traffic to be delivered on the second company's line near the junction point
did not constitute a use by the first company of the second company's tracks or ter-
minals; but that the second company was to be compensated by a fair rate for the
receipt, carriage and delivery of the particular traffic so transferred, including the
use of its premises for the purpose. The rule was laid down that the ' division
between railway companies of the joint rates for traffic thus interchanged should be
made upon the principle of giving reasonable compensation for the service and faci-
lities furnished by the respective companies in respect of the particular traffic thus

216 RAILWAY COMMISSIONEh'.'i FOR CAS AD A

9-10 EDWARD VII., A. 1910

interchanged. The order of the Board required the interchange of tratiic between the
lines of the Canadian Pacific llailway Company and the Grand Trunk Railway Com-
pany at the junction point near Loudon to and from the tracks and terminals of the
Grand Trunk Railway Company in and near London, and provided that the rates
to be charged for such traffic should be those provided for by any joint tariffs in
existence between the railway companies interested, and. in the event of there being
none, the rates charged by the Grand Trunk Railway Co. between the same points,
and, in the absence of either, the rates charged by the Canadian Paf^i^-^ Railway
Company between the same points, and fixed the amounts to be charged by the Grand
Trunk Railway Company. In that case the Canadian Pacific Railway Company
consented, and offered to absorb the Grand Trunk Railway Company's charges. The
order was affirmed on appeal to the Snnreme Court of Canada.

I think the principles laid do-wn by the Interstate Commerce Commission are
correct — that a railway company's tav'ff to an-1 from particular places should, in the
r^bsence of indication to the contrary, be read as covering only traffic originating at
and for delivery upon its own tracks and connecting sidings within its own terminals,
and not as including traffic originating or for delivery at or near the same places upon
the lines of another carrier ; that a reasonable additional rate should be payable for
what is ordinarily designated switching, namely, the service for short carriage and
receipt or delivery as the case may be; and that the company carrying for the long
distance should not be obliged to absorb the whole of this charge. I think, however,
that the Board may require the two companies to treat such traffic as joint traffic and
to establish therefor joint tariffs under which the joint rate may be less than the sum
of the two rates, and each or one of the companies required to accept less than its
full rates. In such cases the principal carrier does not usually perform the full ser-
vice which it performs in ordinary cases of receipt, carriage and delivery upon and
over its own lines only. There may be cases in which as much services is performed,
but usually the service is less.

The Board's chief traffic officer has made a report upon this subject which con-
tains valuable suggestions and recommendations both as to fixing the bases of switch-
ing charges and as to divisions of the joint rates between the carriers, and also as to
some other matters.

In the case recently heard by the Board at Toronto it appeared that it had long
been the practice of the two companies operating there (the Grand Trunk Railway
Company and the Canadian Pacific Railway Company) to absorb these charges in
respect of traffic upon their respective lines to and from Toronto, received or delivered
on the lines of the other, and that, without any change of tariffs, they had recently
abandoned this practice and adopted the principle of adding the switching charges to
the regular tariff rates. The origin of the practice was explained. It appeared that,
when the Ca^iadian Pacific Railway was constructed into Toronto, it had to receive
and deliver its traffic wholly or mainly upon the tracks of the Grand Trunk Railway
Company and was practically compelled to bear the charges therefor, that, as the
Canadian Pacific Railway Company established and enlarged its terminals and ac-
quired siding to industries and places of business, the Grand Trunk Railway Com-
pany followed the same practice in reference to traffic received and delivered on the
tracks ©f the Canadian Pacific Railway Company. It does not appear to me that the
railway companies are bound to make an exception in the case of Toronto or that,
because of their having thus mutually absorbed these charges for a considerable length
of time, they must necessarily continue to do so forever. The whole question is one
of reasonableness; and while the continuance of the practice affords evidence of its
reasonableness, it is not conclusive. I do not feel that we can properly require the
companies to continue it. I think, too, that each company, without changing its
tariffs, could add the charge of the connecting carrier. The switching tariffs should

REPORT OF THE COilMIHSIONERS 217

SESSIONAL PAPER No. 20c

certainly be filed with the Board, but, in the absence of filing, the rates set out in the
standard tariffs would prevail; and it is not claimed that charges were made at higher
rates. All claims made for refunds should, therefore, in my opinion, be disallowed.
The exact amounts which should be paid and the exact divisions for the aggregates of
the two sets of charges which are to be allowed hereafter, were not considered and
discussed at Toronto. Our attention was confined to the main qiiestions of principle.
Naturally the scales suggested by the chief trafiic officer cannot well be applied gen-
erally without consideration of local circumstances.

While, in my opinion, the railway companies by which the principal carriage is
performed should not be obliged to bear the whole of these switching charges, it does
not follow that they should be debarred from absorbing the whole of such charges
provided that this does not involve unjust discrimination or preference. The Railway
Act recognizes that what might otherwise constitute unjust discrimination or prefer-
ence may be justified as the effect of competition. If a railway company receiving or
delivering traffic upon its own lines is obliged to charge its full tariff rates without
absorbing the switching charges of the line from which it receives or through which
it delivers the traffic, it will often be deprived of the opportunity to get traffic from
or to places common to it and other railway companies, and such places would often
lose some of the competitive conditions. While this may result in some disadvan-
tage to non-competitive points, the existence or possibility of such disadvantage
cannot, I think, be considered as constituting the railway companies to absorb the
whole of such charges in all cases, or prohibit them from absorbing them where this
is induced by real competition.'

Braniford and Hamilton Power Wire Crossing over the Railway of the Grand Trunh
Railway Company of Canada at Cainsville, in the Province of Ontario.

This was an application by the Brantford and Hamilton Electric Railway Com-
pany, under section 246 of the Railway Act, for leave to carry a wire for the trans-
mission of electric power of high voltage across the Grand Trunk Railway Company's
tracks at Cainsville. The applicant company had previously obtained leave to carry
its railway under the track of the Grand Trunk at this point. The Grand Trunk Rail-
way Company asked that the wire also be carried under its railway. The electrical
engineer of the Board reported that this would not be safe, and that the crossing
should be over the railway, and the telegraph and other wires along the railway.

The Board proposed to make a short temporary order, giving the right of cross-
ing, specifying certain precautions, and leaving it subject to further order. A draft
of such an order was submitted to the railway companies. It was approved by the
applicant company, but objected to by the Grand Trunk Railway Company, which
submitted a form of order embodying a niimber of conditions to which the applicant
company objected. Among others, there was a provision for indemnifying the Grand
Trunk Railway Company against damage.

Judgment, Chief Commissioner Killam. February 17. 1908 : —

' The question of requiring the condition of indemnity was very carefully con-
sidered by the Board in some applications of the Kaministiquia Power Co.. and it
was there decided by the Board that, when the power wire is sought to be carried over
the railway company's own property without other compensation to the railway com-
pany, it is reasonable to make the power company responsible for any injury resulting
therefrom, except such as may be due to default or neglect on the part of the railway
company's sers'ants or agents; but that, where the wires are. under proper authority,
being carried along a highway over which the railway company has merely a right of
crossing, such responsibility shovild not be imposed upon the power company, which,
in such case, should be left to its common law liability.

218 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

The order in that case was settled after contest between the power company and
the railway company, and the form seems to be a reasonable one for ordinary use,
and should, I think, be adapted to the present case.'

Order issued accordingly, March 24, 1908.

Be Private Siding.

The facts, as related to the Board, were that ' S,' a private individual, had a
siding partially on his own land and partially on the land of an adjoining neighbour
' C,' connecting with the Canadian Northern Railway Company's line of railway. As
the siding was not, at the time of the application to the Board, and had not been for
some time previous, used by ' S,' ' C ' applied to the company for permission to load
a few cars of wood, thereby saving quite a haul and the necessity of crossing the com-
pany's track. The railway company refused its consent, and the Board was asked to
direct the company to grant the same.

The Board caused inquiry to be made, and found that the siding referred to was
a private one, put in under an agreement between the railway company and * S ' ; that
there was no record of any order either of the Board or of the Railway Committee of
the Privy Council, authorizing the construction of the siding as a branch of the rail-
way company.

Held, that the Board had no power to compel the railway company to use the
spur for ' C's ' accommodation ; that if the siding had been placed upon ' C's ' land
without his authority it would be a matter in respect of which the Board had no juris-
diction, but rather a matter of civil right which must be dealt with in the ordinary
courts, in case ' C ' desired to assert a claim to the land as against the railway com-
pany or against * S.'

January 30, 1908.

Re Highway Signboards.

Under the Railway Act, signboards at every railway crossed at rail level by any
railway are required to be erected and maintained at each crossing, with the words
' railway crossing ' painted on each side thereof in letters at least six inches in length.

The Board was asked if any arrangements had been made by it with respect
to the placing of these signboards ; whether or not a signboard could be placed in the
middle of the highway leading to the crossing, or on the side of the road ; and whether
they could be so placed that there would be a danger to vehicles running into them.

Held, that in the absence of complaints that highway signboards are so placed as
to obstruct highway traffic, it was not necessary for the Board to adopt any regulations
in respect thereto; that, in the opinion of the Board, a railway company is not jus-
tified in placing highway signboards in such positions as to obstruct highway traffic;
and that the Board would be glad to he informed of any cases in which such sign-
boards are so placed.

April, 1907.

Ee Complaint of Monypenny Brothers & Co.

Complainants alleged that they had occasion from time to time to make a claim
against the Grand Trunk Railway Company for shortages in shipments made to them
occurring through pilferage vphile in transit. The shipments referred to were con-
signed to complainants at Toronto by the manufacturers in the old country, and
were shipped via the English railroads, the steamship line and the Grand Trunk
Railway. The contention was that the Grand Trunk Railway Company was respon-
sible to them, but that the company refused to admit liability, alleging that the goods
were delivered as received from the steamship company.

REPORT OF THE COMillSSIOXERS 219

SESSIONAL PAPER No. 20c

Held, that the Board has no jurisdiction to compel railway companies to pay
claims for lost or damaged goods; that the remedy given by the statute is by action
in a court of competent jurisdiction; and that the Board did not consider that it
could properly advise upon the question of the railway company's liability.

January, 190S.

Re Application of the Town of Almonte for Protection of Crossings hy Canadian
Pacific Eailway over certain Streets in the said Town.

This was an application by the corporation of the town of Almonte for an order
directing the Canadian Pacific Railway Company to provide suitable and proper
protection at the railway crossings in the said town.

After hearing, the judgment of the Board — Chief Commissioner Killam and
Deputy Chief Commissioner Bernier, ilr. Commissioner Mills dissenting — ^was that
the railway company be required to place and maintain an electric bell at the Main
street crossing and to construct a subway to carry Little Bridge street under the
tracks of the railway company, according to plans to be submitted to and approved
by the Board's engineer; and to erect and maintain gates at the Bridge street cross-
ing, and keep a watchman or watchmen there at all hours by day and by night, the
town to pay one-half the wages of such watchman or watchmen. The order also to
provide tlut by consent of the council of the town, the gates might be closed at such
hours of the night as the council prescribed. The order further to provide that if the
town should consent by resolution within three months from the date of the order,
the subway was to be placed at such point between Bridge and Little Bridge streets
as the Board determined, and both the said streets diverted into and through the sub-
way, and the level crossings at both streets closed. In every case the railway com-
pany to bear all compensation, except in respect of injury to the property of the town,
which was to be borne by the town.

Judgment in dissent, Mr. Commissioner Mills.

At the rehearing of this application on March 26, 1907, it was stated by the
mayor that the population of the town of Almonte is 1,200 less than it was aljoiit
twenty years ago; and, assuming this statement to be correct, I cannot avoid the con-
clusion that the town has not contributed in any degree to the increase in danger at
the railway crossings referred to in the application. This increase in the danger
which has made protection at the said crossings now necessary, has, in my opinion,
been caused to some extent by the raising of the railway tracks at Bridge street and
Little Bridge street, but is chiefly, I might say almost wholly, due to the increase in
through trafiic on the railway, especially to through trains which run at a high rate
of speed and pass Almonte without stopping. Therefore, I am unable to see the
equity of requiring the town to pay anything towards the protection of crossings over
streets which were in existence when the railway was constructed, and which have
been made dangerous, not by increased population or increased traffic in the town,
but by through traffic on the railway.

Hence, in view of the admitted facts, and the allegations of the mayor as to the
decrease in the population of the town and the consequent decrease in vehicular and
pedestrian traffic over the crossings referred to in the application, and his declaration
as to the smallness of the total assessment of the town and the very high fixed rate
of taxation, my judgment is that an order should go directing the railway company,
at its own expense, to put in and maintain an electric bell at !Main street, as per the
report of Engineer Simmons; construct a subway on Little Bridge street, as per the
report of Chief Engineer Mountain ; and remove the building and shed which obstruct
the view at Bridge street — the town agreeing to pay to the said company one-quarter
of the actual cost of the subway on Little Bridge street.

April, 1907.

220 RAILWAY COMMISSIONERS FOR CAXADA

9-10 EDWARD VII., A. 1910

Tke Canadian Pacific Railway Company v. The Grand Trunk Railway Company
(known as the London Interswitching Case, Reported in the First Annual Report
of the Board, at p. 86.)

The Board granted leave to the Grand Trunk Eailway Company to appeal from
its order to the Supreme Court of Canada, and the following questions were sub-
mitted, w'ith the approval of the Board :

1. Had the Board authority, under the Railway Act, 1903, and particularly under
sections 53, 71 and 214, to make the order in question under the circumstances
shown in the record in this case ?

2. Are sections 266 and 267 of the Railway Act, 1903. applicable under the cir-
cumstances of this case where one and the same through rate is charged to and from
all points within the district lying in and about the city of London to which the said
order applies?

3. Does the order appealed from involve the obtaining by the Canadian Pacific
Railway Company of the use of the tracks, station or station grounds of the Grand
Trunk Railway Company at London, for which the Grand Trunk Railway Company
should obtain compensation under the Railway Act, 1903, ami particularly under
section 137 ?

4. Was the Board ' bound, as a matter of law,' to take into consideration, in
estimating the remuneration or compensation to be allowed to the Grand Trunk Rail-
way Company in consequence of or for what was required of that company by the
said order : —

(a) The magnitude of the business of the Grand Trunk Railway Company at
London as compared with that of the Canadian Pacific Railway Company at that
point.

(b) The corOiparative advantage which each, of the said two companies can ofFer
to the other there.

(c) A comparison of the loss which one company is likely to sustain with the
gain likely to accrue to the other company from the giving of these facilities which
the law required.

((/) The amount which may have been expended by the Grand Trunk Railway
Company in the acquisition of their terminal facilities at London or the value of
their investments therein, otherwise than as evidence of the fair value of the service
to be rendered and of the use of the facilities to be afforded under the said order.

(e) The amount of any further investment of capital which the Grand Trunk
Railway Company may be obliged to make in order to carry out the terms of the said
order, otherwise than as excepted by the last preceding paragraph.

The order was afiirmed.

The judgment of the court delivered by Davies, J. : Since this appeal was taken
from the decision of the Railway Commissioners, parliament has enacted an amend-
ment to the Railway Act, placing beyond doubt the power of the Commissioners to
make such an order as the one now appealed from.

Our decision, therefore, as to what was the true meaning of the original Act is
of no public importance, and we do not see any good purpose in stating reasons for
the conclusion we have reached that the appeal must fail.

We should answer the first and second qiiestions in the affirmative and all others
in the negative.

Ruling re Application for Opinion in Matter not Fending hefore Board.

An ice company owTied a switch from the line of railway of a railway company
to their icehouse, which they kept entirely in repair and owned themselves.

The railway company delivered cars to their icehouse over this switch. The
Board was asked on behalf of the owners of the industry who would be responsible for

REPORT OF THE COMMISsfOyERS 221

SESSIONAL PAPER No. 20c

accidents that might occur in the operation of the switch, and whether the railway
company would have the privilege of operating the switch against the wishes of the
ice company.

Held, Chief Commissioner Killam, that, while the Board is always willing to give
information as to the contents of statutes to which parties may not have the means of
convenient access, it considered that it should not undertake to give legal opinions as
the parties' right under circumstances stated to it, except where it became necessary
to do so in dealing with applications and complaints that came before it in due course
for adjudication; that, in the case submitted, the rights and obligations of the parties
might be affected by the circumstances not known to the Board, and the Board felt,
therefore, that it could not properly undertake to advise in the matter.

Re Brantford and Hamilton Railway re Carriage of Troops on the Brantford and

Hamilton Railway.

The Board was advised by residents in Hamilton that it v%as proposed to trans-
port regiments of troops from Hamilton to Ancaster, stating that an inspection of the
Brantford and Hamilton Railway would be necessary before that time, and asked the
Board to cause an inspection to be made.

And chief engineer of the Board inspected this company's railway from Hamilton
to Ancaster, a distance of six and one-half miles, and recommended that the request
of the citizens to haul troops over it for the date asked be granted upon certain con-
ditions.

Held, Chief Commissioner Killam, that there was no authority for the making
of an order such as that recommended by the chief engineer. By section 261 of the
Railway Act, no railway, or any portion thereof, is to be opened for the carriage of
traiEc other than for the purposes of the construction of the railway until leave there-
for has been obtained from the Board, as thereinafter provided. Two systems of
opening are provided for: (1) for freight traffic only; (2) for traffic generally, after
a certain application and affidavit has been furnished and an engineer has reported
that, in his opinion, the opening of the railway, or portion thereof, proposed to be
open for the carriage of traffic, will be reasonably free from danger to the public
using the same. The necessary application and affidavit have not been furnished
and the engineer has not reported as required by the Act. Upon these grounds, the
Board refused to authorize the limited use of the railway as asked for.

Ocean Bills of Lading.

A railway company submitted to the Board, for temporary approval, forms of
tills of lading covering traffic between ports in Europe and Canada, Some of these
were intended for ocean traffic only, others appeared to relate to traffic partly by
ocean and partly by rail in or through Canada, and while the terms of the bills of
lading appearing to be intended to cover the railway service as well as the ocean
transportation, they were evidently drawn with special reference to the ocean trans-
portation, and the effect of their application to the railway service was not clear.

Held. Chief Commissioner Killam, that in respect of the bills of lading intended
for ocean traffic only, the Board had no jurisdiction; that, in regard to the others,
which appeared to be drawn for traffic to be carried partly by ocean and partly by
rail, while the terms of the bills of lading appeared to be intended to cover both the
railway service and the ocean transportation, they were evidently drawn with refer-
ence mainly to the ocean carriage; and the application, in many parts, to the rail-
way service difficult, and their probable effect far from clear; and that in other res-
pects the terms of the bills appeared to the Board not to be reasonable or such as the
Board should approve for transportation upon railways; that, by the terms of the

222 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

biUs, it appeared to be intended that the carrier should be relieved from liability for
many intentional wrongful acts and many acts of negligence of employees; that the
provision requiring consignees to take delivery of goods within twenty-four hours
after arrival, although they may have had no opportunity to learn of the arrival, did
not appear to the Board to be reasonable, and that the provision giving a lien on
goods not only for the freight and charges thereon, but also for all previously un-
satisfied freight and charges due by consignees, appeared to be unreasonable and also
to go beyond what is authorized by section 345 of the Kailway Act; and that in
these and other respects the forms of the bills appeared to the Board to be so objection-
able that they should not be approved.

Be Appttcation of the. Vancouver, Westminster and Yukon Railway Company, under
sections 221 and 22^ of the Railway Act, for authority to construct Branches or
Spurs in the City of Vancouver.

InJ this case the Board decided the principle that it could not authorize the con-
Btruetion of a branch line from a point on a line of railway not yet existing.

The question also arose, where the proposed branch line or spur involved the
crossing of a navigable water, whether the Board could authorize such construction
before the approval by the Governor in Council of the site and plans of the work as
required under section 233 of the Railway Act. This section provides that when the
company is desirous of constructing any work over a navigable water, a plan and
description of the proposed site for such work and a general plan of the work to be
constructed must have the approval of the Governor in Coimcil; and upon such
approval, application made to the Board for an order authorizing the construction of
the work.

Held, here, that while there was no doubt that False creek and the arm in ques-
tion, as navigable waters, required the approval by the Governor in Council of the
site and plans of the work before it could be constructed, such approval was not a
necessary condition precedent to the granting of the application by the Board.

Chief Commissioner Killam : ' The converse is, to my mind, the case ; the
authority to build a branch is a condition precedent to the application for approval
of the site and plans of so much as crosses navigable water. In my opinion, the grant-
ing of authority by the Board to build a branch does not, of itself, relieve a railway
company from liability to comply with the other provisions of the Railway Act, it
does not, of itself, authorize the grading of the line across a highway or another
railway without specific leave therefor from the Board, though it is convenient in
many cases to determine upon the one application, or at the same time, whether the
last mentioned leave should be given, as in many cases circumstances affecting appli-
cations for such leave might well have to be considered in determining whether the
branch should be allowed, and the parties interested in the railway or highway cros-
sings might well be heard upon the original application. In many cases, it may
well appear that the objection to such modes of crossing highways or railways as are
found practicable, are such that no authority should be given for the construction of
the branch, and, in the present ease, the Board is entitled to take into consideration
the extent to which any of these lines would probably obstruct navigation, before
determining the application.'

April 10, 1907.

Re Montreal Produce Merchants' Association s Complaint.

This was a complaint against the advance in the winter export rate on butter
and cheese from Montreal to Portland and West St. John, as proposed by the Grand
Trunk and the Canadian Pacific Railway Companies, alleging that for two or three

REPORT OF THE COMMISSIONERS 223

SESSIONAL PAPER No. 20c

-winters prior to the lodging of the complaint the rate on these commodities had been
16 cents per 100 lbs., and that it was now proposed to increase this rate to 20 cents
per 100 lbs., or an advance of 25 per cent. The complainants asked for an order
restoring the original rates.

At the hearing it was alleged on behalf of the complainants that the fact that ths
lower rate had been maintained for a number of years was evidence that such rate
was a reasonable and profitable one, and that, therefore, the new rate was unreason-
ably high.

Judgment, Chief Commissioner Killam, concurred in by Deputy Chief Commis-
sioner Bernier.

The only ground upon which, under section 323 of the Eailway Act, the Board
is authorized to disallow a tariff, or a portion thereof, is that it considers it to be un-
just or unreasonable, or that it is contrary to some of the provisions of the statute.

In this case, the statutory notice of increase was given, and the tariff does not
appear to be in any way contrary to any of the provisions of the Eailway Act. The
Board has no power to compel railway companies to give longer notice than that pro-
vided for by the statute.

While the previous existence of a particular rate affords evidence of its reason-
ableness, it is not conclusive evidence, but more or less cogent according to circum-
stances. In the present case, having reference to the nature of the service, the lowness
of the rate per mile, and the opinion of the chief traffic officer of the Board, * that, for
the season of the year and the services performed, the rate is a reasonable one,' I do
not think that the Board can properly find that the rate complained of is unjust or
unreasonable. The board has no power to compel a railway company to reduce a rate
which it does not consider unjust or unreasonable, merely for the purpose of encourag-
ing traffic or of preserving the vested interests of dealers in a commodity, or others
interested in its transportation.

Judgment in dissent, Mr. Commissioner !N[ills.

First, as to the notice given by the Grand Trunk Railway Company and Cana-
dian Pacific Railway Company, of their intention to raise their rates 25 per cent —
from 16 cents to 20 cents per 100 lbs. — on winter shipments of butter and cheese from
Ifontreal to Portland, Me., and "West St. John, N.B. ]!^otice was given on the 1st
November and the increase was made on the 1st December — 30 days afterwards.

Notice of 30 days, under ordinary circumstances, would be quite sufficient. In
some cases it might perhaps be more than could reasonably be demanded; but in this
case, while sufficient in itself, it was not given at the right time; it was long enough,
but not soon enough. It was withheld, or not given, till the greater part of the sea-
son's make of cheese had been shipped and the Montreal exporters had bought and
stored most of what they required for winter shipment. Therefore, I think the com-
plaint of the Montreal Produce Merchants' Association is well founded and should be
favourably considered by the railway companies.

Second, as to the cartage in ^Montreal. I certainly think ih"'- tbe exporter or
other shipper should be allowed to do his own carting, if he so desires. If the rates
charged by the railway cartage companies are as low as those charged by other carters,
shippers will undoubtedly patronize them in preference to private carters. If they
are higher, why should not shippers be allowed to employ private carters or use their
own teams to do the work? I have heard no satisfactory answer to this question,
and I cannot think of any.

Third, as to the increase from 16 cents to 20 cents per 100 lbs. in the rate on
winter shipments of butter and cheese from Montreal to Portland, Me., and "We=t St
John, N.B.

The chief traffic officer (in his report, page 3) says that ' eliminating the rates of
previous seasons and the revenue already earned on the bulk of the traffic

224 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

the rate (that is, the present 20-cent rate) is a reasonable one,' but this elimination
assumes a condition of things which has not existed and does not now exist, and helps
us only to a theoretical conclusion as to what, under non-existent conditions, would be
a reasonable rate for the service rendered. On the same page, however, he proceeds
to discuss the rate under the conditions which have existed and now exist. He says
that if a lower rate had been maintained for a number of years, under practically the
same conditions, ' the inference cannot be avoided that the lower rate must have been
profitable, and, therefore, that the new rate is unreasonably high.' He shows that,
with two slight exceptions, the rate was 16-07 cents from 1904 till the time of the
increase on 1st December, 1906, and that prior to December, 1904, the rate varied
from 14-47 cents to 18*22 cents, averaging 15-19. He calls attention to the fact
that the rate of 15 cents per 100 lbs. on packing-house products between the same
points is 25 per cent below the standard tariff, and that the 20-cent rate on butter and
cheese is only 13 per cent under the said tariff, and concludes that, in view of all the
facts and circumstances, the 20-cent rate is unreasonably high.

Therefore, I have not reached the same conclusions as my fellow Commissioners in
this case. I approve of the recommendations of the chief traffic officer, ' that the
companies be directed to reduce their rate from 20 cents to 18 cents per 100 lbs. on
carload lots, and to give exporters the option of making their own arrangements for
the cartage of their butter and cheese under the through rate and stop-over system ; '
and my judgment is to that effect.

April, 1907.

Ee Wire Crossings. Conditions (is to Indemnity.

Chief Commissioner Killam :

The question of requiring parties applying for leave to carry wires across railway
tracks, to indemnify against injuries arising therefrom, is one that must be deter-
mined in each case according to the circumstances; but some general rules are appli-
cable. It is a principle of law that a person storing or placing on his own land some-
thing which, in its nature, will be injurious to others if allowed to escape, is respon-
sible to others for injuries caused through its being allowed to escape. This principle,
however, is qualified by another, which is that, where a party is authorized by a statute
to do anything, as the doing of it is. in such a case, lawful, he is not responsible
for the injuries resulting therefrom to others. Unless, however, the statute speci-
fically authorizes it, he is not empowered to enter upon or take the property of others
without the consent of the owner. Where the statute gives this latter power, it
usually provides for compensation to the owner of the property, and the courts con-
sider that, unless the Act is clear, the presumption should be that the legislature
does not intend to give the power without a right to compensation.

Companies authorized to construct railways and to operate them by steam, elec-
tricity or other power which involves danger to others, may lawfully do so without
liability from any injury through the use of the necessary agencies for the purpose,
unless the real cause of such injury is in the misfeasance or negligence of the com-
pany, its officers or employees. The same principle applies to companies authorized
by the legislature to raise wire structures and transmit electricity thereby.

Railway companies are almost uniformly given the power to take private property
without the consent of the owner : but provision is made for compensating such owner.
Such provisions may differ in different statutes. ITsually, such companies are not
required to compensate parties, none of whose property is taken, for the discomfort,
inconvenience or positive injury done them or their property by the operation of the
railway. "Wliere the company takes a portion only of one man's property, it is obliged
to compensate him, not merely by paying the actual value of the piece taken, but also
by paying for the injury done by separating it from the other portions of the pro-

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SESSIONAL PAPER No. 20c

perty; and usually, under most statutes, the courts consider that the use to which the
company is to put the property taken and the injury which will thereby be occasioned
to the previous owner in respect of the property retained by him, should be taken
into account. But where a company is given the power to construct and operate a
railway, an electrical transmission line or other work, and is now given power by the
legislature to carry it across lands of another party without his consent, it must take
that consent with such conditions as the owner sees fit to annex.

By section 246 of the Kailway Act, ' No lines or wires for telegraphs, telephones
or the conveyance of light, heat, power or electricity shall be erected, placed or main-
tained across the railway without leave of the Board.'

This merely imposes a condition which must be fulfilled in order to make it law-
ful to place electrical transmission wires over railway tracks. If that condition were
not imposed, such wires could be placed over railway tracks only by consent of the
railway company or by authority of the proper legislature. It may be that, in the
absence of this stipulation, the authority of a provincial legislature would be suffi-
cient. This clause does not, it appears to me, authorize this Board to empower a
company authorized by the legislature to construct and operate electrical transmission
lines to carry such lines over the property of a railway company without the consent
of that company, unless statutory power is given by the proper legislature to do this.
A railway company stands in this respect in no different position from any other pro-
perty o^vner, and railway companies, like property holders, own the land usque ad
coelum. There is no height above the surface of the earth at which the property
holder is not entitled to the protection of the law against the invasion of his right.
In the case of the Kaministiquia Power Company, we held that, where the line was
being carried along a highway by the authority of the legislature — either direct or
through a municipality — as the railway company was not given the ownership of the
soil of the highway, but merely a right of constructing and operating its railway over
the highway, leave should be given to carry the wires over the railway with the im-
position of such conditions only as seemed requisite for the protection of person or
property, thus leaving the power company liable only for breaches of the conditions
imposed or for the misfeasance or negligence of the company, its officers or employees.

If the legislature gives to an electrical transmission company power to carry its
wires and transmit electricity by them over a private property, it should be considered
by this Board as having a right to do so upon the conditions imposed by the statute
giving the authority, and should be given leave for the purpose upon such additional
conditions only as we consider necessary for the protection of person and property
leaving it liable for injury only as in the case of highway crossings. But if no such
statutory authority is given it, we cannot give that authority, and the electrical com-
pany must svibmit to any conditions which the railway company ask, our function in
such case being only to see that such precautions are taken as to remove as far as
possible the risk to the public or others than the railway company; and if among the
conditions sought to be imposed by the railway company is one of indemnifying the
cornpany, its employees and those using the railway against injuries from the works
or their operation, whether due to negligence on the part of the electrical company,
its officers or employees or not, that condition should, I think, be imposed by our order.

April 18, 1907.

Re Brown Brothers Company's Complaint.

Complainants complained to the Board that certain shipments of perishable stock
delivered by them to the Canadian Northern Eailway Company at Warman, Alberta,
consigned to L. D. Daily, Vegreville, Alberta, were so delayed in transit as to become
a total loss, and asked if there was no relief that the Board could give in the matter.

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226 RAILWAY COilMlSSIOXERS FOR CAXADA

9-10 EDWARD VII., A. 1910

Held, Chief Commissioner Killam, that the subject-matter of the complaint was
not one in which the Board could aflford any relief ; that section 284, subsection 7, of
the Kailway Act provided a remedy to any person aggreaved by neglect or refusal of
a railway company to carry and deliver traffic without delay, that is, by action in the
ordinary courts; that the function of the Board is to order the furnishing of accom-
modation and the appliances and means necessary therefor, in case of the failure of
the railway companies to do so; that, as the complaint in question relates only to a
particular previous shipment, no order that the Board could make would be of service
to complainants; and that the Board was not created to take the place of the ordinary
courts, but to exercise an entirely different jurisdiction. It was the function of the
ordinary tribunals to award compensation for past breaches of the statute; that of
the Board to prevent as far as possible future breaches.

April. 1907.

Re Ontario Lumler Company's Siding Agreement.

The Ontario Lumber Company, Limited, of Toronto, applied, under section 176
of the Kailway Act, 1903, for an order directing the Canadian Pacific Eailway Com-
pany to repay and refund to the applicant company the sum of $830 by way of rebate
out of the tolls charged by the railway company in respect of the carriage of traffic
for the lumber company.

Under an agreement between the applicant company and the railway company,
the railway company undertook to construct a siding and to refund to the applicant
company the said sum of $830, being the amount deposited by the applicant com-
pany as the estimated cost for the construction of the siding.

Held, that the Board had no jurisdiction to enforce the provisions of the said
agreement under which the siding was built to the lumber company's premises; that
at the time the agreement was made there was no provision in the Eailway Act then
in force corresponding to the provision in the present Railway Act, under which rail-
way companies could be required to construct such sidings upon the condition, among
others, that the deposit should be repaid by rebates from other roads; that the siding
was constructed wholly under the agreement ; and that the Board had jurisdiction only
to enforce provisions of the Eailway Act and not rights arising out of contracts.

June 27, 1907.

Re Robertson v. Grand Trunh Railway Company.

This was an application for an order directing the Grand Trunk Eailway Com-
pany of Canada to issue third-class tickets at the rate of one penny for each mile
travelled, and directing the company to provide at least one train having in it third-
class carriages which shall run every day throughout the length of its line. The
application was based upon a clause in the original Act of incorporation of the Grand
Trunk Eailway Company, which provided that the fare or charge for each first-class
passenger by any train on the said railway should not exceed two pence for each mile
travelled; the fare or charge for each second-class passenger by any train should not
exceed one penny and one-half penny currency for each mile travelled; and that the
fare or charge for each third-class passenger by any train on the said railway should
not exceed one penny currency for each mile travelled.

These provisions have never been expressly repealed. The contention on behalf
cf the company was that they had been impliedly repealed by subsequent legislation.

By its special Act, the several clauses of the Eailway Clauses Consolidation Act
with respect, inter alia, to tolls, were made to apply to the company and its under-
taking so far as these clauses were not inconsistent with the provisions of the special
Act. °

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SESSIONAL PAPER No. 20c

The CliJef Commissioner, in his judgment, traces the history of railway legisla-
tion from the Kailway Clauses Consolidated Act, 1851, down to the present time,
so far as such legislation relates to the question of tolls.

The Railway Act requires a railway company to furnish adequate and suitable
accommodation for receiving, loading, carrying and delivering traffic, and to furnish
and use all proper appliances, accommodation and means necessary therefor; to afford
to al) persons all reasonable and proper facilities for the receiving, forwarding and
deavering oi traffic. The Act empowers the Board to order the company to furnish
such accommodation where it has failed to do so, and power is given the Board to
order that specific works be constructed or carried out, &c.

Held, that the clause requiring the running of third-class carriages and limiting
third-class fares was not affected by any legislation prior to the Act of 1903.

Judgment, in part, of Chief Commissioner Killam, concurred in by the Deputy
Chief Commissioner Bernier and Mr. Commissioner Mills:

' As has been said, the provisions of the special Act have not been expressly
repealed. None of the enactments in the Railway Act, 1903, or in the present Rail-
way Act, are explicitly inconsistent with those provisions. The contention on the
part of the railway company is that, in effect, those enactments, and particularly
the portions relating to tolls and those giving the Board jurisdiction respecting the
accommodation, &c., to be furnished by the company, are so inconsistent as impliedly
to repeal the provisions of the special Act.

' " If two inconsistent Acts be passed at different times, the last is to be obeyed ;
and if obedience cannot be observed without derogating from the first, it is the first
which must give way." Per Lord Langdale, M.R., in Dean of Ely v. Bliss, 5 Beav.,
i.t p. 582. But a " repeal by implication is never to be f avoiired." Per Field, J.,
in Dobbs V. Grand Junction W. W. Co., 9 Q.B.D. at p. 158.

*' We ought not to hold a sufficient Act repealed, not expressly as it might have
been, biit by implication, without some strong reason." Per Lord Bramwell in
G. W R. Co. V. Swindow and Cheltenham R. Co., 9 A, C, at p. 809.

' " A later Act of parliament hath never been construed to repeal a prior Act,
without words of repeal, unless there be a contrariety and repugnancy between them.
Of at least some notice taken of the former law in the subsequent one, so as to in-
dicate an intention in the lawmakers to repeal it." Per Lord Hardwicke, L.C., in
Middleton v. Crofts, 2 Atk. 650.

' The court must be satisfied that the two enactments are inconsistent before they
can from the language of the later imply a repeal of an express prior enactment.'
Per Byles. J., in Conservators of the Thames v. Hall. L.R., 3 CD., at page 419 ; and
in the same case Keating, J., said (p. 420) : ' I entirely agree with my Brother Byles.
that, before we come to that conclusion, we are bound to satisfy outselves that it
is a necessary implication.'

' When the repeal is not express, the burden is on those who assert that there is
an implied repeal to show that the two statutes cannot stand consistently the one with
the othei.' Per Chitty, J., in Lybbe v. Hart, 29 ch. D. 8.

The intention to repeal must appear even more strongly where the first provision
is contained in a statute of a private or special nature, in which case the maxim
generolio specialibus non derogant usually prevails. ' A later statute in the affirma-
tive shall not take away a former Act, and eo potior if the former be particular and
the latter be general.' Gregory's Case, 6 Rep. 19 b.

' The law will not allow the exposition to revoke or alter, by construction of
general words, any particular statute where the words may have their proper operation
without it.' Lyn v. Wyn, 2 Bridg., C.P. 127.

' The general principle is that a general Act is not to be construed to repeal a
previous particular Act unless there is some express reference to the previous legisla-

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228 RAILWAY COMMISSIONEIiS FOR CANADA

9-10 EDWARD VII., A. 1910

tion on the subject or unless there is a necessary inconsistency in the two Acts stand-
ing together.' Per Bovill, C.J., in Thorpe v. Adams, L.R. 6 C.P. at p. 135.

' Unless two Acts are so plainly repugTiant to each other that effect cannot be
given to both at the same time, a repeal will not be implied, and special Acts are not
repealed by general Acts unless there is some express reference to the previous legis-
lation or unless there is a necessary inconsistency to the two Acts standing together.'
Per A. L. Smith, J., in Kutner v. Phillips, 1891, 2 Q.B. 267.

' It is a fundamental rule in the constriiction of statutes that a subsequent statute
in general terms is not to repeal a previous particular statute unless there are express
words to indicate that such is the intention, or unless such an intention appears by
necessary implication.' Per Bovill, C. J., in Peg. v. Champneys, L.E. 6 C.P. at p. 394.
' In order to show that a particular Act is repealed by a general Act by implica-
tion, it is not enough to show that the particular Act may have become useless or
futile, that is to say, that the subject-matter of the particular Act comes within the
terms of the general Act ; it must be shown, as it seems to me, that there are enact-
ments in the general Act, when rightly construed, inconsistent with the maintenance
of the particular Act.' Per Brett, J., in Peg. v. Champneys, supra, at p. 404.

' Now, if anything be certain it is this, that where there are general words in a
later Act capable of reasonable and sensible application without extending them to
subjects specially dealt with by earlier legislation, you are not to hold that earlier and
-special legislation indirectly repealed, altered, or derogated from merely by force of
■such general words, without any indication of a particular intention to do so." Per
Lord Sherborne, L.C., in Seward v. Vera Cruz, 10 A.C. at p. 63.

' See also the enunciation of similar principles by Sir W. Page Wood, V.C, in
Titzgerald v. Champneys, 2 J. & H. at pp. 53-61.

' But all of these statements admit that, if the intention of parliament to that
-effect sufficiently appears, the later Act should be construed as repealing or varying
the former Act, whether special or general, and several cases have been cited in which
the courts have adopted such construction. In most of these the circumstances and
the nature of the enactments vary so much from those with which we have now to
deal that they do not appear to afford us any material assistance.

' In these cases the principles before stated are not contravened ; in some they
are expressly acceded to. Usually, the decisions turned upon the view taken by the
court of particular language or of the scope and intention of the legislation as under-
stood by the court. I will cite from but two of them. In Daw v. Metropolitan Board
of Works, 12 C.B., N.S. 161, Willes, J., said: " The rule of construction of Acts of
parliament as laid down by Vice-Chancellor Wood in the London and Brighton Eail-
way Company v. Board of Works, 26 L.C., ch. 164, is no doubt a very wholesome one.
A subsequent general enactment will not derogate from a prior special enactment.
When, as the learned judge says, the legislature has had a special case in view, and
has specially legislated upon it, the inference necessarily is that it does not intend by
a subsequent general enactment not referring to the former, to deal with those mat-
ters which have already been specially provided for. The rule generalia specialhus

non derogant is properly applicable to such a case In the present case,

however, the rule cannot apply. The powers conferred by the two are substantially,
if not strictly, the same. So soon as you find that the legislature is dealing with
the same subject-matter in both Acts, so far as the later statute derogates from and
is inconsistent with the earlier one, you are under the necessity of saying that the
legislature did intend in the later statute to deal with the very case to which the
former statute applied." And in the Great Central Gas Consumers' Company v.
Clarke, llC.B., N.S. 814, Keating, J., said: "1 agree that, when we find in an Act
of parliament a prohibition against a public company exacting more than a prescribed
'ate we should require a very clear enactment in a subsequent Act to remove the

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SESSIONAL PAPER No. 20c

restriction, but it is equally clear that, if we find in a later Act of parliament pro-
visions which are utterly inconsistent with those of an earlier Act, we are bound to
give effect to the later provisions." And in the same case, 13 C.B., N.S, 838, Pollock
C.B., said : " Although that section is not in terms repealed, yet it becomes a clause
in a private Act, of parliament quite inconsistent with a clause in a subsequent public
Act of parliament. That is sufficient to get rid of the clause in the private Act.
Looking at the 19th section of the general Act, we think it is impossible to read it
otherwise than as repealing the 24th section of the private Act. We are bound as.
well by the plain words of the Act as by the general scope and object of it, and also
by the justice of the case."

* By section 3 of the Act of 1903, that Act was to be incorporated with and con-
strued as one Act with the special Act, subject as in the general Act provided; and
by section 5, in the event of inconsistency between the general Act and any special
Act passed by the parliament of Canada relating to the same subject-matter, the
provisions of the special Act were to be taken to override the provisions of the gene-
ral Act in so far as should be necessary to give effect to the special Act. These pro-
visions are combined in section 3 of the present Railway Act. This would settle the
matter if the special Act had been one passed by the parliament of Canada, in which
case, although earlier than the general Acts, the provisions of the special Act would
prevail. But the portion of the Grand Trunk Railway to which the present applica-
tion refers was constructed under a special Act of the late province of Canada. I
have some doubt whether section 6 of the Act of 1903, and the similar section of the
present Railway Act, under which the general Act is to apply to the exclusion of such
of the provisions of a special Act of a provincial legislature as are inconsistent with
the general Act, were intended to cover the case of a special Act passed by the par-
liament of the province before the union. The definition of the terms " legislature
of any province," and "provincial legislature," in section 2. subsection (r) of the
Act of 1903, and section 2, subsection 20 of the present Act, is probably wide enough
to include such parliaments; and the Grand Trunk Railway was declared by an Act
of the parliament of Canada to be a work for the general advantage of Canada. That
declaration was included in an Act amending the general Railway Act. which, though
referring specifically to the Grand Trunk Railway and other named railways, may
not come within the definition of a " special Act." The Grand Trunk Railway was
a railway connecting one province with another, and thus became ipso facio, upon the
formation of the Dominion, subject to the legislative authority of the parliament of
Canada without a declaration that it was a work for the general advantage of Canada.
Section 6 was probably intended to apply to railways constructed under special Acts
of provincial legislatures passed after confederation.

' Possibly, however, this may not be important, since section 6 embodies the most
important of the beforemehtioned principles, that the prior special Act is repealed
or affected by the general Act only where there is inconsistency between them ; and I
take it that, under either view, the burden is upon the party asserting it to point out
the ir consistency, and that this should be made clear.

' The clause in the special Act is two-fold : It limits the fares for different classes
of passengers, and it reqiiires the running of third-class carriages. Xecessarily, under
the later portion, there was some obligation upon the company to furnish reasonable
accommodation; some obligation to give some attention to the comfort and conve-
nience of third-class passengers, even though this accommodation and attention should
fiot be of the same character as required for the other classes. The legislation requir-
ing the furnishing of adequate and suitable accommodation and the affording of
reasonable and proper facilities, could certainly not affect a repeal of the provision
for running third-class carriages, nor, in my opinion, can the legislation empowering
the Board of Railway Commissioners to make regulations providing for the protec-

230 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

tion, safety, accommodation, and comfort of the public. Whatever the obligations
under the present Act or the former Acts, these could not satisfactorily be enforced
by the ordinary methods in the ordinary tribunals. The Board of Railway Commis-
sioners was created to be the tribunal for the settling of these and other matteri
affecting railways and railway companies. It does not appear to me that the creation
of such a tribunal was in any way inconsistent with the continuance of the obligation
imposed hy the special Act, or could affect its rei)eal or evidence an intention of par-
liament that the obligation should be no longer effective.

' Under the Railway Clauses Consolidation Act and all the succeeding legislation,
down to the Act of 1903, railway tolls were subject to the approval of, and to be
altered by, the Governor in Council. This limitation upon the company's powers was
embodied in the special Act by reference to the general Act. The jurisdiction of the
Governor in Council could exist, therefore, consistently with the limitation as to
fares imposed by the special x\ct, and it does not appear to me that the substitution
of the Board of Railway Commissioners as the body which is to approve, and which
has the jurisdiction to alter, railway tolls, makes any change in this respect. Under
the former legislation, all the railway tolls required the approval of the Governor in
Council; under the present, it is only the standard of maximum tariffs which must
be approved by the board; and railway companies are authorized to make special
tariffs imposing tolls lower than those in the standard tariffs. The practice has been
for the companies to obtain approval of standard passenger tariffs, not distinguishing
between classes, and to provide for second-class fares by special tariffs. Third-class
fares could be provided for in the same way. I do not think that the provisions
requiring special tariffs are necessarily inconsistent with the limitations imposed by
the special Act or that they are sufficient to indicate the intention of parliament that
the company, in framing special tariffs, was to be free from such limitations.

' I am not informed whether the third-class carriages were at any time used upon
the company's railway. To my mind it is clear that the obligation to use them, and
to carry at fares limited as in the special Act, continued up to the coming into force
of the Act of 1903. I am unable to find in the subsequent legislation any sufficient
indication of parliament to abolish the system originally imposed upon the company
as having become obsolete or unnecessary. The imposition of this system was one of
the terms and conditions upon which the company was granted its franchise, and it
should not readily be presumed that parliament intended to relieve the company
from such terms and conditions.

The application is limited to the portion of the Grand Trunk Railway between
Toronto and Montreal, and it is unnecessary to consider whether the obligation ever
extended to any other portion of the company's lines.

' In my opinion, there should be an order requiring the company to run every
day throughout the length of its line between Montreal and Toronto at least onn
train having in it third-class carriages, and forbidding it to charge third-class pas-
sengers fares at more than two cents per mile, and directing it to amend its special
tariffs accordingly.

The operation of this order, however, should be stayed a sufficient time to enabL;
the company to appeal.'

Ordered accordingly.

An appeal from the board's order now pending before tlie Judicial Committee
of the Privy Council.

Ottawa. July 4, 1907.

REPORT OF THE COMMISSIOSERS 231

SESSIONAL PAPER No. 20c

Be Gait Board of Trade Application for Connections with the Canadian Pacific,
Grand Trunk and Gait, Preston and Hespeler Bailway Companies.

This was an application by the Gait Board of Trade, under section 223 of the
Railway Act, for an order directing the above-named railway companies to connect
their lines or tracks, in the town of Gait, province of Ontario.

Held, after the hearing of the parties interested, that an order should go requir-
ing the Canadian Pacific Railway Company to make connection between its line and
that of the Grand Trunk Railway Company at Gait, so as to admit of the safe and
convenient transfer or passing of engines, cars and trains over the tracks or lines of
one of the said companies to those of the order; and that such connection be main-
tained and used, the plans of location of the connecting line and of connections with
the existing lines first submitted to and approved by the Board.

Held, further, that the order should direct the Canadian Pacific Railway Com-
pany, within one month from the issue of the order, to submit to the Board a plan
and profile of the proposed connecting line and all connections with the existing lines
and the connections thereof with the existinar lines or railway of the two companies.
The applications for connection with the electric railway company to stand for nego-
tiations between the parties.

Ordered accordingly.

November 12, 1907.

Be Application of the Village of 'Weston for a Highway Crossing at Dennison Ave.

This was an application by the village of "Weston, in the province of Ontario,
Tinder sections 250 and 237 of the Railway Act, for an order directing the Canadian
Pacific and the Grand Trunk Railway Companies, inter alia, to construct and pro-
vide a public crossing at the east end of Dennison avenue.

Judgment, Chief Commissioner Killam, concurred in by the Deputy Chief Com-
missioner Bernier, and llr. Commissioner MiUs : ' While the railway companies put
up warning notices and occasionally closed gates on each side of their lines, thereby
preventing any inference of intention to dedicate these portions of their lines to
public use as a highway crossing, they took no effective steps to put a stop to their
actual use by the public for this purpose, and the public have used the same for many
years. Such a course of proceeding is highly objectionable. Railway companies should
either fence off their lines and take steps to prevent the unlawful crossing of their
tracks, or allow public highways to be placed across them where the public interests
demand such a course. In tacitly conniving at these trespass crossings while endea-
vouring to protect themselves from liability in respect of the same, they are maintain-
ing a public danger and ought not to expect the same consideration of their interests
as in cases where it is sought to construct entirely new highway crossings over their
railways. The multiplication of level highway crossings is certainly undesirable,
but not so undesirable as the illegal level crossings.

* The order of the Board directed the railway companies to provide and construct
a highway across their respective lines of railway at the east end of Dennison avenue,
in the village of Weston, and reserved the question as to the protection of the said
crossing for further consideration.'

November 13, 1907.

Application of the City of Winnipeg for leave to huild a hridge over the Canadian
Pacific Bailway in the city, to he used as a public highivay connecting Brown and
Brant streets, in that city.

These streets are almost in the same line; the one on one side and the other on
the other of the yard and tracks of the Canadian Pacific Railway Company.

232 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Although the public were in the habit of crossing thei tracks of the railway com-
pany near the place where the proposed bridge was souight to be put, and planking:
maintained there for convenience in crossing, it was not claimed that any highway
ever existed over the land occupied by the railway company in the line of these two
streets or either of them.

The railway company did not object to the proposed over-crossing itself. Tho
question was whether the company should contribute to the cost of the work.

By section 237 of the Railway Act, when an application is made for leave to
construct a highway across an existing railway * the Board may, by order, grant such
application upon such terms and conditions as to protection, safety, and convenience
to the public as it may deem expedient, or may order that the highway be carried
over or under the railway, or be temporarily or permanently diverted '

By section 59, ' When the Board, in the exercise of any power vested in it by this
Act or the special Act, in and by any order directs any structure, appliances, equip-
ment, works, renewals, or repairs to be provided, constructed, reconstructed, altered,
installed, operated, used, or maintained, it may order by what company, municipality
or person interested or affected by such order, as the case may be, and when or within
what time and upon what terms and conditions as to the payment of compensation or
otherwise, and under what supervision the same shall be provided, constructed, recon-
structed, altered, installed, operated, used, and maintained.'

' 2. The Board may order by whom, in what proportion, and when, the cost and
expense of providing, constructing, reconstructing, altering, installing, and executing
such structures, equipment, works, renewals or repairs or of the supervision, if any,
or of the continued operation, use, or maintenance thereof, or of otherwise complying
with such order, shall be paid.'

cTudgment, Chief Commissioner Killam, concurred in by Mr. Commissioner Mills:

* While upon its face, section 59 appears to give the Board absolute jurisdiction
to compel any company, municipality, or person interested or affected by the order to
pay or contribute to the payment of such compensation, it cannot have intended that
the Board should exercise such discretion arbitrarily without reference to the respec-
tive rights of parties interested or affected or proposed to be affected.

' If the property were that of a private person, through whose lands the city could
carry a highway without his consent, the city would ordinarily be liable to compensate
the landowner for the property taken and for the injury caused by the severance of
the remaining property. In some cases the legislation provides for an allowance for
any advantage which the property owner may derive from the contemplated work, or
that the cost of the same be assessed upon the lands of the parties interested in or
benefited by the work.

' The bridge now proposed to be erected can be of no benefit or advantage to the
railway company. It will rest, in part, upon and thus occupy the surface of the com-
pany's lands, and it will extend through an upper space, which, by virtue of its owner-
ship of the soil, is the property of the railway company. There seems to be no reason
or principle upon which the railway company can be required to defray the cost of
such a work or any portion thereof.

' I think that the city should have leave to construct the work at its own expense.*

November 15. 1907.

Re Bell Telephone Company and Windsor Hotel Agreement.

In the month of November, 1906, the Bell Telephone Company and the Windsor
Hotel Company entered into an agreement for the installation of a telephone system
by the telephone company in the Windsor Hotel.

As the telephone company's tolls had to he approved by the Board, the execution
of the agreement was left in abeyance imtil the Board should have had an opportunity
to consider the agreement, in so far as it related to telephone tolls.

REPORT OF THE COMMISSIOXERS 233

SESSIONAL PAPER No. 20c

The main points as to which there could be considered to be any ciuestion, and
with which the board dealt, were: —

1. The clause providing for exclusive use of the Bell telephone system in the
building.

2. Eental of instruments.

3. Rates for local messages.

4. Long-distance rates.

5. Terms of agreement.

Judgment, Chief Commissioner Killam, concurred in by "Mv. Commissioner Mills:

1. Exclusive rights. — I see no reason why the hotel company should not bind
itself to take the Bell system only. Xo other is at present in sight, and the intro-
duction of another would require considerable time. The Bell Telephone Company's
rates being now subject to control by our Board, there seems to be no serious objec-
tion to such a stipulation.

2. Eental of instruments. — This is an agreement of a peculiar character. Very
few of them are likely to come before the Board for consideration, and those that dc
will probably have different features. The size, situation of the hotel, number of
rooms and of telephones will vary. I see no reason why the hotel company should
not be allowed to agree to pay the rental stipulated in this proposed agreement. We
should presume that the company is controlled by business men who are able to make
their own agreements.

3. Rates for local messages. — The telephone company stipulate for a rate of 10c
for connection. The impression that I have formed is that this rate, under the cir-
cumstances of the service, is not an unreasonable one. 'My present inclination is to
the view that if telephone rates are to be in any respect reduced, that reduction should
come, in the first place, from the annual charges to regular subscribers, and, secondly,
from long-distance rates, leaving the 10c. rate for casual messages as at present; but
it would probably be wise to provide that this rate is to be subject to any reduction
which the Board may at any time order.

4. Long-distance rates. — The agreement (par, 17) provides for payment of ' the
telephone company's regular toll charges.' These charges must be made at rates
approved by the Board, so that there can he no objection to this stipulation,

5. Terms of agreement. — I would provide that, after the period of ten years, any
extension shall be subject to the approval of the Board.

I think that we may properly approve the agreement with the two conditions
which I have mentioned: —

1. That the charge of 10c. for each connection had over any telephone hereby
leased with the Montreal exchange subscribers of the telephone company shall be
subject to reduction at any time by the Board.

2. That any extension of the term of the agreement after the expiration of ten
years shall be subject to the approval of the Board.

November 23, 1907.

Re The Rohertson-Godson Company's Complaint.

The Eobertson-Godson Company complained to the Board that they were assessed
a class-rate by the Canadian Pacific Railway Company on a shipment of paving blocks
from Edmonton to the Pacific coast, whereas the lumber rate should have applied,
which meant, they alleged, a considerable loss to the company. The railway company
took, the position that the lumber rate did not apply, as that rate could only relate
to those articles specifically mentioned in its tariff filed with and approved by the
board, and that this list of articles did not include street paving blocks.

The complainants' contention was that paving blocks were nothing more than fire
lumber, and, therefore, should be Included in the classification. They asked the

234 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

ruling of the Board as to whether their contention was correct or not, and, if correct,
whether they were not entitled to a refund.

Held, that the Board had no jurisdiction to direct or authorize the railway com-
pany to make any rebate in the rates charged under tariffs lawfully existing when the
goods were carried, and that the only action which the Board could take would be to
require that paving blocks be included in the commodity tariff; but that this action
could not affect past transactions.

November 29, 1907.

Re Vancouver, Victoiia and Eastern Railway and Navigation Company's Application
to Expropriate Lands in the Municipality of Delta, B.C.

In August, 1907, the Board made an order authorizing the Vancouver, Victoria
and Eastern Railway and Navigation Company * to divert the Ladner highway along
the Eraser river, known as the River road, in the said municipality of Delta, to the
extent and in the manner shown in pink as route No. 2 on the plan and profile on file

with the Board ; and to maintain, construct, and operate its railway along and

upon the existing portions of the said highway between the points of diversion.'

On the 29th October of the same year, the railway company applied, under section
178 of the Railway Act, for authority to expropriate certain lands for the purpose of
the diversion of the highway mentioned above, under the Board's order. The land
sought to be taken was a strip coloured red on the plan accompanying the application,
and was necessary for the highway along the route prescribed by the Board's order.
The company's application stated 'that, by-law dated the 12th day of November,
1906, the municipality of Delta gazetted a highway between the termini of the diverted
highway and the land coloured red on the plan filed herein practically coincided with
the said highway except where it is of a greater width than 66 feet, and then only as
to the excess and also where it crosses the ravine on lot 16, group 2.'

The application also alleged ' that it is necessary, in order to construct the diverted
highway in accordance with the order of the Board of Railway Commissioners for
Canada, to take the whole of the land coloured red on the plans filed herein — ^where
the land required is of a greater width than 66 feet the road crosses ravines or fol-
lows along steep hillsides — and the width shown is necessary in order to construct the
said highway, and for no other purpose.'

Another of the parties whose property was sought to be taken filed answers stating
merely that it was not necessary for the company to take the lands referred to in the
application. By consent of the parties the application came on for hearing at Ottawa,
when the question of the necessity for taking the land coloured red on the plan was
not raised; but counsel for a number of the landowners requested that| certain condi-
tions be imposed upon the railway company. These conditions were referred to the
railway company by its counsel, which refused to accept the terms, except one for
allowing. rights of crossing on foot over the railway to the river. The River road ran
along the river bank in some places close to the foreshore ; in other places leaving small
pieces of land between it and the river. The Eraser river opposite the place in ques-
tion is a tidal navigable river. Counsel for the landowners stated that the township
of Delta had passed a by-law for the diversion of the highway practically covering the
diversion ordered by the board. The railway company claimed to have a grant from
the provincial government of the foreshore along the diverted portion of the highway.

At a later hearing one of the conditions aslcpd for by counsel for the landowners
was expressly abandoned, and two others not really insisted upon. Those asked for
were, first, a condition requiring the company to pay compensation to the landowners
for the portion of land on which the railway was built, upon the basis that the land
on which the railway runs reverts to the owners of the adjoining lands upon the
closing of the highway. Condition two — that the company pay compensation to the

REPORT OF THE COMMISSIONERS 235

SESSIONAL PAPER No. 20c

owners of the land for the right of way over the diverted highway; and the third con-
dition was one for certain crossings and the right to build and maintain landings
and net houses on the company's right of way next the river and opposite the lands
of the respective owners.

Judgment, Chief Commissioner Killam, concurred in by the Deputy Chief Com-
missioner Bernier on December 26, 1907.

Referring to the first condition sought to be imposed:

' It is not at all clear that such is the effect of the diversion ; if so, the party in
•wliom the land occupied by the old highway vests will naturally he entitled to com-
pensation for the taking of his land by the railway company. If such is not the
effect, then there is no reason 'why compensation should be given on such a basis.
If the municipal by-law was sufficient of itself for the diversion of the highway and
to close the old highway to public traffic, the question of the landowners' right to
compensation must be determined by the local law and by the local courts. If it was
not sufficient and the closing of the old highway is affected by the exercise of the
company's powers under the Railway Act and the board's order, the landowners
should be left to take such compensation as under the Railway Act they are entitled
to. This application is one for taking a strip out of another portion of their lands,
and it does not appear that any condition should be imposerl not directly relating to
the taking of the lond for which authority is now sought.'

Referring to the second condition : —

' It is not necessary to impose a condition for that purpose. The parties whose
lands are taken have a right to compensation under the Railway Act for the taking
of their land and the injury done by severance of the remainder. This is admitted
by both parties.'

Referring to the third condition : —

' As I have said, the railway company is willing that foot crossings should be
allowed to these owners. Apparently the land is not suitable for crossing otherwise
than on foot, and it is reasonable that these parties should have crossings in the
nature of farm crossings, particularly those whose holdings extend to the river side.
These latter need no condition to enable them to have landings and net houses. As
to those whose land does not extend across the highway, it is reasonable that they
should have access to the water; but there seems to be no reason for imposing upon
the railway company an obligation to give up for the purposes of landings or build-
ings any land not belonging to the parties whose lands they are taking. I think that
the order authorizing the company to take the land applied for should be granted,
with conditions that the foot crossings, to which 'SW. Ritchie at the last hearing
limited his request, shall be allowed by the company.'

Order, dated December 26, issued accordingly.

Judgment in dissent, Mr. Commissioner Mills : —
' I am strongly of the opinion that the Railway Commission should not open the
way for law-suits, nor advise people to go to the local courts to determine and obtain
their rights, unless it is really necessary to do so.

' Taking the case of six or seven poor fishermen on the banks of the Fraser river,
in the township of Delta, B.C., I think it is cruel to send them to the local courts to
settle the points at issue between them and the Great Northern Railway Company,
when the problems submitted can be solved and the suggested law-suits avoided simply
by putting into the order for expropriation the terms and conditions on which the
railway company can obtain the rights and privileges for which it has applied under
section 178 of the Railway Act.

' It is possible that these concessions or conditions should have been imposed
when the application for approval of location was under consideration ; but I, for one,
was not aware of the fact's at the time; and I woidd rather vary the order approving

23£ RAILWAY COMMIi:;^IONEIiS FOR CANADA

9-10 EDWARD VII., A. 1910

of the location, if that is necessary, than send such people to the courts to obtain
their rights. I maintain, however, that these rights can be secured by imposing con-
ditions in the order now applied for.

'As nothing is gained by dissenting judgments, I have ventured to submit an
alternative draft order embracing two conditions not yet approved of by my col-
leagues; and I wish to state briefly my reasons for asking that these conditions be
imposed upon the applicant company.

' First. — As to the compensation of the owners of land, for the portions of their
land which were formerly given for the river bank road, which portions the railway
company has recently been authorized to take. The company contends that, inas-
much as it has to buy land for a new road on the hillside, it should not be required
to purchase any portion or portions of the road which it is taking along the river
bank. I think, however, that the claim of the landowners is a reasonable one, because
they gave their land along the river bank without compensation, for the purpose of
getting a level or comparatively level road in that locality. This road is now taken
from them for the benefit of the railway company ; they are deprived of the benefits
which the grant of that portion of their land was made to secure ; and a very crooked
road at an elevation of 93 feet up the hillside is not equivalent for the road of which
they are deprived.

* I think that any one who notices how crooked the proposed road on the hillside
is and bears in mind that, according to the statement of our engineer, it involves an
ascent of 93 feet above the level of the present road, will admit that it is not, in any
proper sense, an equivalent for the latter; and that, therefore, the railway company
should not only provide and construct the inferior high-level road, but pay the com-
plainants for the portions of their land which were given for the comparatively level
and much better road by the river.

' This is my reason for thinking that the request of the people set forth as con-
dition 3 in the draft order submitted should be granted.

* Second. — Inasmuch as the men herein referred to are all fishermen depending
upon access to the river for their livelihood, they should not be refused the rig-lit to
construct net houses and landing-platforms along the river bank. To refuse them this
privilege is to drive them, out of business, making the remainder of their land value-
less and compelling them to go elsewhere. This, I think, is something which the
board should not do ; and, for that reason, I would suggest that they be each allowed
to build a net house or net houses and a landing-platform or platforms on the right
of way of the applicant company, where it comes to, or within 25 feet of the Fraser
river, provided he does not occupy more than 80 feet of space along the river bank
and does not build, construct, or place any structure or thing within 25 feet of the
centre line of the right of way of the applicant company.

' Application was made for permission to occupy, for such purposes, the land on
the river bank, to within 20 feet of the centre line of the railway track; but, with a
view to provide for the possibility of a double track, I have increased the space to 25
feet from the centre line of the right of way, allowing the applicants, for the length
of 80 feet on each lot, to use the right of way for a width of only 25 feet (instead of
§0 feet), wherever the said right of way comes within 25 feet of the river; and I am
making this suggestion as a compromise, in the hope that it may be approved by my
colleagues — granting the landowners the privilege of building and using net houses
and platforms as above, on condition that they keep distant 25 feet, instead of 20
feet, from the centre line of the right of way of the railway company. (See sketch
of right of way and double track line submitted herewith.)

The death of Chief Commissioner Killam having occurred before the above sug-
gestions were considered, and the Deputy Chief Commissioner having since concurred
in the judgment of the late Chief, I have to dissent from the said judgment and the
order based thereon.

REPORT OF THE COMJJISSIOXERS 237

SESSIONAL PAPER No. £0c

lie Complaint of C. B. Banks.

This was a complaint against the Dominion Atlantic Railway Company, alleging
that as a result of delay in forwarding a consignment of cornmeal shipped by the St.
John Milling Company of St. John^ IST.B., to complainant at Torbrook Mines, in
^Annapolis county, province of Kova Scotia, complainant suffered a loss of 10 cents
per hundredweight, amounting in all to $30; and applied to the board for redress."

Held, that the Board had no power to award complainant damages for the delay;
that the complaint was in respect of one single shipment, and there was nothing to
indicate that such delays were frequent or that the investigation was necessary for
the purpose of devising a remedy for a defective system; that the remedy of the party
aggrieved was to be found by action in one of the regular courts; and referred com-
plainant to subsection 7 of section 284 of the Eailway Act.

January 23, 1908.

Be Highway Crossings over Bailways.

If there is no established highway over the railway, the board has no power to
compel the railway company to make and maintain such a crossing. The board's
jurisdiction is conlined to giving to the municipal authorities the power to carry and
construct a highway across the railway.

Chief Commissioner Killam.

January 28, 1908.

Be Moor Lake Accident.

This accident was the result of a head-on collision at Moor lake between the
Canadian Pacific Railway Company's passenger train No. 8, coming east, and extra
engine 1715, going west, on the night of November 14, 1907, near Moor Lake, in the
province of Ontario, in which the engineer was killed and a number of passengers
more or less seriously injured, and the mail car, with its entire contents, including a
very large number of registered letters and articles and ordinary mail matter, were
completely destroyed.

Application was made to the Board by the Post Office Department, and the repre-
sentatives of the engineer killed, for a copy of the report of the Board's inspector.

Held, that the inquiries and reports of its accident inspectors are made for the
purpose of informing the Board in the public interest only, and in order to enable the
Board to judge of the causes of accidents and the rules and precautions to be made
and taken for the purpose of avoiding them in future, and not for the purpose of
giving information to parties desirous of making claims against a railway company
for injury to person or property; that this rule was adopted not only because the
Board did not consider that its function was to obtain information for the purposes
stated, but also because the Board did not desire that railway officials should be deter-
red from giving information to the Board's officials through fear that it would be
used in support of claims against the companies.

January 29, 1908.

Be Complaint of J. V^ilson v. Canadian Pacific Bailway Company.

Complainant's horses got on the track of the Canadian Pacific Railway Company
between Nanton and Parkland, in the province of Alberta, at a public crossing and
were killed. It was alleged that there were no guards of any kind to keep the horses
from getting on the track, and estimated his loss at $850.

The Board took the matter up with the railway company, and was informed that
proper cattle-guards had been installed at the crossing.

238 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Held, that the Board has no power to compel railway companies to pay claims
for damages for cattle killed upon railway tracks, as the statute expressly provides
that the remedy is to be by action in a court of competent jurisdiction; that the
Board's only function in this respect is to see that provisions of the statute respecting
fences, cattle-guards, &c., are properly observed.

February 8, 1908.

Re Basil H. Malaher's Complaint.

Basil II. Malaher, of Marshall, in the province of Saskatchewan, the complainant,
alleged that he had been overcharged the sum of $9.97 on the carriage of goods from
Liverpool, via Halifax, to Floydminster, the nearest station to Marshall. Under this
bill of lading the sum of $20.94 was to be paid. The amount charged and collected
by the agent of the Canadian Northern Railway Company at Floydminster was
$31.90, making an overcharge, as alleged, of $9.97.

Held, Chief Commissioner Killam and Deputy Chief Commissioner Bernier, after
inquiry into the subject-matter of the complaint, that the Canadian Xorthern Rail-
way Company had received for carriage from Emerson, Man., to Marshall, in the
province of Saskatchewan, only the lawful rate of 25 cents per 100 puonds ; that the
charge made to complainant for the whole carriage from Liverpool to Marshall, Sask.,
was in accordance with the lawfully existing joint through tariff, and that the Board
had no jurisdiction to enforce any special contract for rates other than those set out in
the lawfully existing tariff, or to compel either the railway company or the steamship
company to make any reduction from this charge; and that any relief to which the
complainant would be entitled could only be obtained by action in the ordinary courts.

February 12, 1908.

Re Application of the Village of Mannville, in the Province of Alberta, for Crossing
the Canadian Northern Railway Company's Line of Railway.

This was an application, under sections 252 and 253 of the Railway Act, for an
order directing the Canadian Northern Railway Company to provide and construct
a suitable street crossing where the railway company's railway interests the village
of Mannville, in the southeastern quarter of section 50, range 9, west of the fourth
meridian.

Under ' The Village Ordinance ' of the Northwest Territory Ordinances, cap. 72,
1905, no authority is conferred upon villages in the province of Alberta to open up
highways across private lands.

Held, that the Board had no power to compel railway companies to open up high-
ways across their lands; the function of the board, under section 237 of the Railway
Act, was to give leavg to a municipality or other authority having power to open up
new highways, to do this across a railway; but this legislation is based upon the view
that the railway company's land has been devoted to a statutory use ; and that, in the
absence of statutory provision therefor, the municipality or other road authority could
not construct a highway, over the railway lands.

February 13, 1908.

Re Rohertson and Chatham, ^7alIacehurg and Lal-e Erie Railway Company.

This was an application by Arthur K. S. McA. Robertson for rescission of an
order of the board granting leave to the Chatham, Wallaceburg and Lake Erie Rail-
way Company to carry its line of railway upon and along certain streets in the city of
Chatham. The applicant's objection related only to the portion of the railway to be
carried along Queen street and to its location on the street opposite property of the
applicant. lender the order, the railway was authorized to be located on the side of

REPORT OF THE COMlIISSIOyERiS 239

SESSIONAL PAPER No. 20c

the street next the applicant's property, the centre line of the track to be nine feet
four inches from the centre line of the street. The applicant asked that it be located
in the centre of the street, and claimed that the approved location was very injurious
to his property.

The plan showing the location of the railway in the city of Chatham was approved
by the Board, subject to the terms and conditions seti forth in by-law No. 815 of the
city of Chatham, This plan showed the railway to be apparently located along the
centre of Queen street. The by-law referred to was one authorizing the city to lend
to the railway company a certain sum of money, and provided, among other things,
that before the work was commenced on any section or portion of the company's rail-
way in the said city of Chatham, the plans setting forth the proposed location of the
company's tracks were to be first submitted to the engineer of the city for approval
and should not be altered thereafter without the consent of the said engineer; and
that no work should be done by the company upon any of the streets of the city until
the engineer had approved of the location of the same.

By by-law Xo. 946 the company was authorized, ' subject to the terms of an agree-
ment to be entered into between the corporation of the city of Chatham and the
Chatham, Wallaceburg and Lake Erie Eailway Company, to lay down and construct
a street railway upon the following streets, or portions of streets.' Among these was
Queen street, from William street to the southern limit of the city. By the by-law
it was provided that the location of the line of railway in any of the streets afore-
said should not be made until plans thereof showing the position of the rails, poles
and wires were submitted to and in writing approved of by the city engineer and
chairman of the industrial committee, or of such other committee as the council for
the time being should appoint for the purpose.

By by-law 'No. 1013, reciting the previous by-laws, and that it was ' desirable to
define the terms of the agreement to be entered into as aforesaid imder the said by-
law No. 496,' many provisions were made respecting the company's railway, among
which were the following: —

' (25) The location of the line of the said railway on the said streets, and the
position of the rails, switches, turn-outs, and other works thereof, shall be shown upon
plans, with figured dimensions showing the distance of all their works from the side
lines of the streets, which shall be submitted to the said engineer and chairman of
the industrial committee, or of such other committee as the council for the time beinar
shall appoint for this purpose, and none of the said works shall be commenced until
the said plans have been submitted to and approved of as required by section 9 of
said by-law No. 946, and the same shall not be altered thereafter without the con-
sent of the said engineer and chairman.'

By the indenture between the company and the city, reciting the several by-laws
mentioned, the company accepted the by-laws and covenanted and agreed that it
would in all things conform to, obey, perform, observe, fulfil and do all and every the

terms, agreements in the by-laws contained, and would do and perform

all matters and things which the by-laws provided to be done by or on behalf of the
company, and would not do anything which the by-laws provided was not to be done
by the company.

At the hearing at Chatham of the application of the company for leave to carry
and construct its railway upon and along certain highways in the city of Chatham
and in other miinicipalities, it was stated that, under by-laws 815 and 946. the city
granted a franchise on certain named streets (among which was Queen street), and
reference was made to the approval by the board of the location plan, but the pro-
posed location of the railway upon the streets was not otherwise specified. The
result of the hearing was that the order was to go subject to the filing of certain plans
and the agreements. The plans subsequently filed showed a location on Queen street
west of the centre line of the street.

240 RAILWAY COMMISSIOXERS FOR CANADA

9-10 EDWARD VII., A. 1910

Later, the Board made an order granting leave to the company to carry and con-
struct its railway upon, along and across certain named streets (among which was
Queen street), as shown on the plan submitted, subject to the terms and conditions
of the laws and agreement mentioned. The order not to issue until the plan had
been first approved by the city.

Judgment, Chief Commissioner Killam : ' When the matter came before the Board
at Chatham in December, 1905, the Board required to be satisfied, by production of
the by-laws and agreements, that the necessaij?^ consent of the city to the carrying of
the line along the streets had been given. When these by-laws and agreements came
to be produced, it appeared that the locations upon the streets were to be fixed by
officials of the city, and the Board was furnished with evidence that these officials
had fixed the location along Queen street as approved by the Board's order.

It appears to me that it was quite competent for the Board to give leave to carry
the railway along a different portion of the street from that set out in the plan to
which the application referred, without requiring the making of a new application —
and this, whether the change was made at the request of the railway company or
against its will.

It appears to me that it was quite competent for the Board to give leave to carry
the railway along the street upon a location different from that sho\vn by the location
plan approved by the Board. In approving a location plan, the Board does not usually
determine precisely where a railway shall cross another railway, or where it shall run
across or along a highway; and when the application to cross another railway, or to
cross or run along a highway, comes before the Board, it might allow this at a different
place or upon a different location from that laid down upon the approved location
plan without requiring another location plan to be submitted or an application to be
made to authorize a deviation ; and the Board's order in such a case is sufficient to
authorize the necessary deviation.

When the order in question was made, the Board had been furnished with the
evidence of the location upon Queen street, fixed by the proper city officials under the
by-law for this railway. The formal plan embodying this conclusion had not reached
the Board, but the Board might well determine upon the material that the railway
siiould be allowed to be carried along the street as approved by the city officials, and
it mighl well entrust to its secretary, to whom the order was to be forwarded to be
sealed and issued, the duty of examining the plan and ascertaining that it indicated
the line as thus approved. I think the Board could thus make the order, although
when it was signed the plan was not yet in the secretary's hands, but to be issued after
the receipt of the plan and the making of the comparison which the secretary was
directed to make.

The company's application for leave to place its railway upon the public street
was not a ' complaint,' which, under section 20, the Board was bound to hear and
determine in open court on application by any party to it. But the request for a
hearing was not one which the Board would ordinarily refuse, and in this case, in view
of the agreement for a settlement of the injunction proceedings, the order should not
have baen made without such a hearing. All of the parties — the city, the railway
compi'iiy. snd Robertson — ^have now been heard and have adduced such evidence as
they saw fit upon the question of the location of the railway along Queen street in
frcnt of Eobertson's property. The railway has been constructed along the side of
the street in accordance with the location prescribed by the city engineer and chair-
man of the cojnmittee except opposite Eobertson's property, where it has been tem-
porarily carried along the centre of the street. The chief engineer of the board has
reported that he is ' of opinion that, as the present road is a country road and not
pavtd, the track should go as the plan originally intended — to one side; but that, if
in the future Queen street should be paved as similar streets in Chatham, the tracks
could be moved to the centre at very little expense.'

REPORT OF THE COMMISSIOyERS 241

SESSIONAL PAPER No. 20c

I think it is clear that the placing of the railway along the centre of the street
would interfere unduly with the use of the street, and be injurious to the public in-
terest. On the other hand, I have no doubt that the placing of the railway where the
company and the civic officials desire to place it would injuriously affect Eobertson's
property. I am, however, of opinion that the construction and operation of the rail-
way will materially benefit the property, and that the property, with the railway upon
the side of the street, will be more valuable than if the railway should not be, or had
not been, constructed at all. At present, the land is wholly vacant, a few scattered
dwellings are to be found on the other side of Queen street, and there is a probability
that the city will grow in that direction and that there will at some time be a demand
for lots in that locality for residences, factories, warehouses, &c. The opportunity to
procure spurs from this railway should enhance the value for industrial or commercial
purposes. While there is not at present a frequent passenger service upon the railway,
this must naturally be increased with the growth of the city. At one time Robertson
proposied to widen the street in front of his property by giving up a strip along it
for the purpose. This fact affords some evidence that such a use of this strip would
leave him with property not less valuable than the whole would be if he retained the
strip. If he should now widen the street in this way, the railway would then be along
the centre of the street, and the remaining property, with the advantages afforded by
the railway, would probably be more valuable than the whole is at the present time.

It appears to me that, if we were now hearing the original application, and had
before us the evidence which has been given and the arguments advanced on Robert-
son's behalf, we should still make the order unconditionally, giving the company leave
to carry the railway along the street as is proposed by the company and the city.

Judgment, Deputy Chief Commissioner Bernier : " In this case two principles
are involved:

' 1. The control, as trustee for the public, of the streets within the limits of the
city of Chatham, which, by by-laws, has determined that the electrical road of the
Chatham, Wallaceburg and Lake Erie should ^be located according to the decision of
rts officials.

*2. The claim for damages to property owners alongside the streets where the
said electric road was 'to be constructed and operated. I have already expressed my
views with regard to the absolute power of the municipalities to fix and determine the
terms and conditions with which the railway intended to be constructed would have
to comply; the Board to conform its order accordingly. As to the question of com-
pensation or damage, it rests entirely between the immediate landowners and the
municipality which has chosen the location of the railway, and to be determined by
the ordinary courts of justice.

* The Board is not in a position to fix the compensation, as the damage cannot be
appraised without the intervention of the municipality and the parties who may suffer
by its decision ; such power, in my opinion, not having been granted to the Board.

' IJIj opinion, therefore, is that the order should go according to the decision of
the city of Chatham, leaving to the interested parties their recourse to the ordinary
tribunals.'

Judgment in dissent, !Mr. Commissioner Mills:

The council of the city of Chatham, wishing to have the Chatham. "Wallaceburg
and Lake Erie Railway run through the city, passed a by-law granting the said com-
pany leave to lay its track along the centre of Queen street, in the said city.

Aftev a time, the city, or its aldermen, came to the conclusion that the said track
on the centre of Queen street would likely interfere with farm traffic coming into the
city along the said street ; so a new council at a later date, passed a resolution direct-
ing the said company to lay its track, not in the centre of the said street, but on the
west side thereof, 9 feet 4 inches distant from the centre, the street being 66 feet wide.

20c— 16

242 RAILWAY COMMISISIONEJi^ FOR CANADA

9-10 EDWARD VII., A. 1910

It was alleged, and not denied, at the hearing, that, according to the city by-laws,
a space 21 feet wide had to be left on each side of the street for sidewalk, boulevard,
curb, and! gutter; and the plan approved by order of the Board dated the 15th July,
1907, places the railway track 21 feet 4 inches from the west side of the street, leaving
only four inches between the track and the gutter. With such an arrangement, it
is manifest that horses with vehicles cannot pass or be tied between the railway
track and the west side of the street; and the owner. or owners of land on the west
side of the street will have no access by vehicles to the front of their property.

Mr. A. K. S. McA. Kobertson owns land on the west side of the said Queen street.
His land has a frontage of 3,300 odd feet on the street ; in fact, it extends nearly the
whole distance throughout which the railway is to run on the side of the street, and
the only way to make this portion of his property accessible will be for him to add to
the street a strip of his own land, 9 feet 4 inches wide, throughout the whole length
of his frontage, viz., 3,300 odd feet.

Even if the city should change its by-laws so as to dispense with a boulevard on
each side of the street, it would leave only 5 feet for a driveway including the gutter,
which every one of any experience knows is not sufficient for the purpose; eo it is clear
to my mind that Mr. Robertson's property will he materially injured by the running
of the railway along the west side of the street in front of his land.

It is true that the property in question is vacant land at the present time; but
it is land within the city limits — ^land which has paid and is paying heavy city taxes ;
and in case it is decided that it is a fair and reasonable thing to have the railway run
so near the said land as to prevent vehicular access to the front thereof, for a distance
of 3,300 odd feet, it is morally certain that a great portion of it will remain vacant for
years to come unless Mr. Robertson is prepared to widen the street at his own expense.

If the Chatham, "Wallaceburg and Lake Erie Railway were a street Railway pro-
posing to give to Mr. Robertson and others in the city of Chatham a street railway
service and to confer such benefits as usually result from the running of a street
railway in a city, I would be disposed to say that the advantage of such a railway
beside Mr. Robertson's land might be regarded as offsetting the damage which will
result from placing the track so close to his property as to prevent vehicular access
to the portion which fronts on the streets; but the said railway is not a street raihvay
in the city of Chatham or anywhere else, but a rural electric railway proposing to run
once every hour, within certain time limits, for freight and passengers, from Wallace-
burg, south, through Chatham, to Lake Erie. It will certainly damage the front of
Mr. Robertson's property; and it is doubtful whether it will do much, if anything, to
increase the value of land there or anywhere else in the city, beyond what the Grand
Trunk and the Canadian Pacific lines have already done.

Why should the corporation of the city of Chatham, for its own benefit, in order
to accommodate the traffic which it wishes to have along Queen street, place a private
citizen like Mr. Robertson at a disadvantage as compared with citizens on the op-
posite side of the street. And why should it make it necessary for him to add a
portion of his property to the street without allowing him any compensation therefor ?

Therefore, I think the ordier of July 15, 1907. should be confirmed and allowed to
stand only on condition that Mr. Robertson is allowed reasonable compensation, say,
$900 for the strip of his land (9| feet by 3.300 feet), which he will have to add to the
street in order to get vehicular access to the front of his property, and thus make it
saleable for either residential or business purposes ; and as the railway was first located
on Queen street by permission of the city, and the location was changed from the
centre to the side of the street by the city, and solely for the benefit of the city, the
city should pay the said compensation; biit the question of payment is one which
must be left to the city and the company to settle between themselves.

Ottawa, November 23, 1907.

REPORT OF THE COMillSSIOXERS 243

SESSIONAL PAPER No. 20c

PRINCIPAL JUDGMENTS DELIVEEED BY THE BOAED.

March 31st, 190S, to March 31st, 1909.

Robertson v. Grand Trunk Emlicay Company of Canada.

This, it will be remembered, was an application to the Board for an order direct-
ing the Grand Trunk to issue third-class tickets at the rate of one penny for each mile
travelled between Toronto and Montreal; and the Board (6 Can. Ry. Cas. -49-i) after
hearing the application, held that, an order should go requiring the company to run
every day throughout the length of its line between Montreal and Toronto, at least one
train having in it third-class carriages, and forbidding it to charge third-class passen-
ger fares at more than two cents a mile; and directing the company to amend its
special tariffs accordingly. The operation of the order, however, wa.s stayed to enable
the company to appeal. The Supreme Court of Canada dismissed the appeal with
costs (39 S. C. R. 506) 7 Can. Ry. Cas. 267. The railway company carried the case
to the Judicial Committee of the Privy Council, which also upheld the judgment of
the Board. (1909) O. C. 325; 9 Can. Ry. Cas 149.

Re Interswitching.

In pursuance of the judgment of the Board, as delivered by the late Chief Com-
missioner (Honourable A. C. Killam), reported in the third report of the Board,
pages I'lO et seq., 7 Can. Ry. Cas. 302, the report of its Chief Traffic Officer on the
subject of interswitching was forwarded to the various complainants and applicants,
as well as to the railway companies interested; and after considering the views of the
Canadian Freight Association, as contained in a letter from the chairman of the
association to the Board, dated May 11. 190S, the order, dated July S, 1908, issued.
(See ante p. ) 7 Can. Ry. Cas. 332-335.

Doolittle & ^VUcox v Grand Trunk and Canadian Pacific Radhikiy Companies.

This was an application by a number of stone quarry operators, under section
323 of the Railway Act, for an order disallowing the proposed increase in freight
rates for the carriage of stone on the railway of the Canadian Pacific and Grand
Trunk Railway Companies.

Judgment, July 29, 1908, Chief Commissioner Mabee, 8 Can. Ry. Cas. 8.

This application is made by a number of stone quarry operators for an order,
under section 323 of the Railway Act, disallowing the proposed increase in freight
rates for the carriage of stone upon the Grand Trunk and Canadian Pacific Railways.
The increase was 5c. per ton within certain areas. The case, however, upon the
hearing was much enlarged and assumed the feature of not being a serious attack
upon the proposed 5c. increase, but rather more a proposition submitted for the
establishment of entirely new rates, upon a mileage basis. The applicants represent
quarries in operation at some eight points, all within 50 miles of Toronto, the prin-
cipal market. The applicants are not imanimous in their views; and one of them
has communicated to the Board his satisfaction with the 5c. increase, provided the
rates are not reduced from individual quarry points.

I do not think the attack upon the 5 cent increase has been successsful. The stone
rates to Toronto have always been low ; and I am constrained to thiTik that the case
would not have been given the attention it has received, had it not been with the hope
of persuading the Board to adopt a mileage basis for stone rates.

20c— 16i

244 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD Vll., A. 1910

Now, it is apparent that the quarries located at greater distances from Toronto
than the applicants are vitally interested in this matter, as upon this low grade
material, with competition keen and prices cut, any disturbance in rates might, and
doubtless would, work to the irreparable injury of many interests which have had no
notice of this application and no opportunit - of being heard. So, had I formed the
opinion that it was the duty of the Board to adopt in whole or in part the basis of
rates argued for by the applicants, I should have directed these other interests to be
notified and given an opportunity to present their views before disturbing the exist-
ing order of things. The fundamental ground of the application is to have mileage
form the sole basis in making these rates. To those who have not had experience in
rate-making the argument that distance must be the principal factor appeals with
force ; but the history of these cases shows that, while it is of course to be considered,
yet in many instances it is a minor matter; and I am not aware that either in Eng-
land or the United States it has been held by the rate-controlling tribunals that they
are bound to regard mileage as the controlling factor. If the argument of Messrs. Doo-
little & Wilcox were acceded to, it would have the effect of destroying large industries
where proprietors have in good faith invested their money and built up a businesss
connection, *and turning over to these quarries in the short-haul zone the control of
the Toronto market. Of course, no such destruction of capital and consequent hard-
ship upon innocent persons can be permitted, if any other course is open. There are
many reported cases in which the Interstate Commerce Commission has paid little or
no attention to distance of haul; and the business interests and demands of this
country are much the same as there.

The proposal submitted and elaborated in evidence by Mr. Doolittle was ingenious
and displayed much industry and care in preparation. The plan suggested was that
for the first forty miles the rate be J-cent per ton per mile plus 25 cents per ton ter-
minal charges; from forty-one to seventy miles, J-cent per ton per mile plus 20 cents
per ton terminal charges; and above seventy miles, |-cent per ton is added to the 70-
mile rate. Now, the rate of i-cent per ton per mile for short hauls is admitted by Mr.
Doolittle to be the lowest stone rate; and this, applied to the longest haul, is his basis.
The objection to his terminal charge is that terminal cost varies; and he provides for
this cost only at delivery points and not at the quarries. Now, there is nothing that
requires this Board to compel the carriers to frame their rates upon a basis of the kind
proposed; and when it appears that the adoption of such a rate basis would work de-
struction to many existing industries, enure very largely to the benefit of the appli-
cants, or some of them, and probably in no way reduce the price of stone to the con-
sumer— possibly increase it — I am unable to see why the application should succeed.
Comparison with rates upon other low-grade commodities was made; but when each
instance was investigated, reasons for differences appeared. The reason for low rates
upon clay from "Waterdown to Hamilton and other points, 'and upon marl, iron ore,
and the like, is that these rates are based upon the reshipment by rail of the finished
products of these raw materials. Low coal rates, of course, result from the composi-
tion of water carriers.

It strikes me as not unreasonable that the quarry near Toronto should enjoy the
benefit of its natural location; but these nearby quarries has submitted for years to
the establishment of these artificial rates by the companies, and without complaint
have seen their outside competitors invest their capital and develop their industries;
and it could hardly be regarded as fair that the short-haul quarry proprietors should,
through the instrumentality of this Board, be enabled entirely to destroy their more
distant brethren.

The chief traffic officer has made some revision in the scale of rates from some of
the shipping points; and, as revised by him, the following will be the shipping points,
distances, as follows: —

REPORT OF THE COMMISSIONERS 245

SESSIONAL PAPER No. 20c

From. Miles. Rates in cents

per ton.

Cooksville 12 45

Georgetown 27 55

Glen Williams 30 55

Milton 30 55

Terra Cotta 33 55

Campbellville 36 55

Cheltenham 35 55

Inglewood 38 55

Dundas 42 55

Schaw 43 55

Credit Forks 43 55

Cataract 46 55

Orangeville 46 55

Guelph 47 55

Alton 49 55

Gait 55 55

Elora 61 55

Fergus 64 55

Shelbiirne 62 60

Hagersville 67 60

Kirkfield 73 60

Cameron 74 60

INTiagara Falls 77 60

Fells 86 60

Burnt Eiver 91 60

Longford 92 60

St Marys.. •• 97 €0

Owen Sound 119 60

Ivanhoe 120 60

Crookston 133 65

Order, dated July '29, 1908, issued accordingly.

Weganast v. Grand Trunk Railway Company.

Mr. F. W. ^Veganast of Brampton, Ontario, applied to the Board for an order
directing lie Grand Trunk Railway Company to issue to him a fifty-five trip ticket
for use between Brampton and Toronto, similar to those in use between Oakville and
Toronto, at the same rate as those between Toronto and Oakville were sold, namelv,
$7.15.

It appeared from the evidence that the ordinary train service between the cities
of Toronto and Hamilton on account of the frequency and hours of service made it
possible for persons living at Oakville to travel daily to and from their business in
Toronto. The ordinary train service between Brampton and Toronto, however, origi-
nating a long distance from Toronto, left Brampton for Toronto either too early or too
late and vice versa to be of any value for persons desiring to live in Brampton and
attend to their business in Toronto, although a few persons might do so.

The general agent for the Grand Trunk Railway Company, Mr. G. T. Bell, gave
evidence that the number of persons would likely be so limited as to render transporta-
tion at commutation rates unprofitable, as has been found in the state of Massachu-
setts, the most favourably situated in North America for the development of subur-
ban business. One of the railways that had made commutation rates between Boston
and the adjoining stations and operated between sixty and seventy suburban trains a
day, found that such train service was an actual loss, by reason of the competition of
the electric railways on the highways in the vicinity.

246 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII.. A. 1910

Judgment, Chief Commissioner Mabee, concurred in by Mr. Commissioner
McLean, November 23rd, 1908. 8 Can. Ry. Cas. 42.

The applicant alleges that he is a resident of the to\sai of Brampton, is a law-
student attniding lectures at Osgoode Ilall, Toronto, and travels daily, except Satur-
days and Sundays, between Brampton and Toronto, the return fare between which
places is $1.10, Brampton being 21-1 miles distant. That between Toronto and Oak-
ville, 21-11 miles from the former city, the railway company issues commutation
tickets consisting of 55 coupons good for one trip each way at 13 cents per trip, and
also a ticket consisting of ten coupons for $3.25, or 32-5 cents per trip. The applicant
claims that the railway company should be required to issue trip tickets good between
Toronto and Brampton upon a similar basis.

The application was supported by counsel for the town and Board of Trade of
Brampton, and by coimsel for the city of Toronto.

The case was based entirely upon the contention that the action of the railway
company was an unjust discrimination against Brampton in favour of Oakville.

Section 341 of the Railway Act provides that nothing in the Act shall be construed
to prevent the company from issuing ' mileage, excursion or commutation passenger
tickets,' so that the company is within its rights in issuing these reduced fare tickets
between Toronto and Oakville.

Section 77 of the Act provides that whenever the company charges persons in one
district lower tolls than it charges to other persons in another district ' for the same or
similar services,' the burden of showing that such difference in treatment does not
amount to an undue preference, or an unjust discrimination, shall lie on the company.

Much evidence was given showing the train facilities between Toronto and the
towns in question, and the history of the granting of these tickets between Toronto
and Oakville. It appears that many years ago reduced rates existed between Toronto
and Brampton, but they were abandoned by the railway company upon the complaint
of the Brampton merchants, who contended that it took trade from them to the To-
ronto merchants. The former it was said went so far as to threaten the company that
they would divert their traffic from the Grand Trunk Railway Company if these re-
duced fares were continued.

At the same time similar reduced fares existed between Oakville and Toronto, and
no complaints were made by Oakville merchants against the practice. It would there-
fore seem that the withdrawal of these privileges from Brampton was not brought
by the railway company upon its own initiative, but was solely upon account of the
situation above indicated.

It was said also that during the experimental stages of the cheap fares between
Toronto and Oakville, some persons, in consequence thereof, had purchased houses
there, and at the time the rates were withdrawn from Brampton they were allowed to
continue between Toronto and Oakville, otherwise these persons might have to sacrifice
their property.

In view of these facts, it is clear that the present situation is not brought about
by the choice of the railway company; that it is not solely responsible for either the
discontinuance of the Brampton rate or the continuance of the Oakville rate, and if
there is unjust discrimination against Brampton and in favour of Oakville, the people
of the former place can hardly lay the blame upon the company.

Between Toronto and Oakville about twelve persons in the winter and twenty in
the summer avail themselves of these reduced fare tickets. There never was any
suburban service, and these passengers ride on the regular trains.

Witnesses from Brampton stated that, in their opinion, reduced fares between To-
ronto and Brampton would have the effect of increasing real estate values there, and
persons now residing in Toronto would go there to live. I have no doubt these re-
duced fares would prove a great convenience to the persons now residing in Bramp-
ton, but the point for decision is whether Brampton is ' unjustly discriminated '

REPORT OF TEE COMMISSIONERS 247

SESSIONAL PAPER No. 20c

against in favour of Oakville. The Act recognizes the right of a railway to dis-
criminate between points, it is only unjust discrimination, or undue preference that
the company is required to prove itself free from. There is evidence that no one has
chosen to buy property in Oakville who would have purchased in Brampton had re-
duced fares to that town been in effect. There is evidence that no one has removed
from Brampton to Oakville consequent upon reduced fares to that town, and there
is evidence that, so far as known, no one has removed from Toronto or elsewhere to
Oakville w^ho would have chosen Brampton had reduced fares existed to that town.
It may be that Oakville has to a small extent profited by these reduced fares; it may
be that Brampton would profit to an equal or greater degree if they were in force be-
tween Toronto and that town; but the question is whether Oakville has profited at the
expense of Brampton, and I am of opinion that such has been shown not to be the case.
Counsel for the town of Brampton asked that these tickets between Toronto and
Oakville be prohibited unless the like privileges were granted to Brampton; but I am
of opinion that inasmuch as it has been shown that Brampton has not been injured,
it would not be fair to the people of Oakville to make such an order.
The application must be refused.

Judgment, in dissent, Mr. Commissioner Mills, December 24, 1908, 8 Can. Ry.
Cas, 168:—

The Grand Trunk Railway Company admits that it has been and is now discrim-
inating against the town of Brampton as compared with the town of Oakville in the
matter of commutation tickets.

Discrimination in tolls, or rates, against any person, commodity, or locality, is
prima facie unjust, and should be disallowed by the Board of Railway Commissioners
unless facts are stated and reasons given which are sufficient to prove that, under the
special circumstances and conditions of any case in question, the difference in treat-
ment ' does not amount to an undue preference or an unjust discrimination ' (Rail-
way Act, section 77).

In every case of a lower toll given to one person, commodity, or locality than is
given to another person, commodity, or locality, 'under substantially similar circum-
stances and conditions,' ' the burden of proving that such lower toll or difference ia
treatment does not amount to an undue preference or unjust discrimination, shall lie
on the company' (Railway Act, section 77).

A great deal of so-called evidence was given in this case, but very little of dt bore
even remotely upon the point at issue, viz., whether or not the admitted discrimination
against Brampton as compared with Oakville in the matter of commutation tickets is
just and reasonable. The railway company made an effort to justify the discrimina-
tion; but its failure to do so was, in my opinion, most signal and complete. The only
witness called for the defence was Mr. G. T. Bell, general passenger and ticket agent
of the company.

Mr. Bell went at length into an explanation of the reasons why the company had
issued commutation tickets to Brampton and other places for a number of years, and
why it had ceased to do so, especially in the case of Brampton.

Mr. M. K. Cowan, counsel for the railway company, stated that the commutation
tickets were wilthdrawn from Brampton, because ' they had not been taken advantage
of ' ; and Mr. Bell testified that they were w^ithdrawn on account of a demand, backed
by a threat, from the business men of the town, because so many Brampton people
were availing themselves of the commutation tickets to purchase goods in Toronto.
Note Mr. Bell's evidence on this point. Question by Mr. Fullerton : ' When you were
giving commutation tickets to Brampton, the traffic got so large that it alarmed the
Brampton merchants, and they, as you said, put a pistol to your head?' Answer by
Mr. Bell : ' It got enough for them to get excited ' ; but, he adds, ' it was not the class
of traffic the rate was put in to cultivate. It was people doing business and living in
Brampton, and coming in daily to the city.' Further — question by Mr. Cowan: 'Is it

248 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

possible to bring up a suburban service between here and Brampton by commutation
tickets ? ' Answer by Mr. Bell : ' I cannot believe it poss)ible in the conditions exist-
ing.' Thus the company is represented as withdrawing the commutation tickets from
Brampton at the direction of the business men of the town because so many people
were going ' daily to the city,' and at the same time justifying the withdrawal on the
ground that it was then and ds now impossible to develop a reasonably profitable
suburban traffic between the town and the city, — traffic of the kind which the company
desires; but no evidence is given to prove that the admitted discrimination against
Brampton is not unjust or unreasonable.

Mr. Bell stated that, after making an experiment with commutation tickets, the
company had withdrawn them from certain places, including Brampton, and had
decided to continue them at Oakville, because ' some people in Oakville, during this
experimental stage, had bought homes in the country, that they might have to sacrifice
if the cheap rates were withdrawn ' ; but farther on, he stated that he could not tell
how many people living at Oakville were doing business in Toronto when the company
decided to cont)inue the tickets to Oakville and withdraw them from Brampton. He
was, he said, ' just stating the general principal ' ; but he gave no evidence as to how
many then had or now have vested interests in Oakville, neither the number of the
people nor the extent of their interests ; nor any evidence as to the amount of property
which might be sacrificed, especially in view of the fact that there is now an electric
line between Oakville and Toronto; nor anything which could be called evidence as
to whether or not there were and are similar vested interests in Brampton, from which
town there is no competing electric line to Toronto.

The population of Brampton is nearly double that of Oakville; the two towns
are practically the same distance from Toronto; Mr. Bell's evidence proves that there
was a very considerable amount — to the merchants of Brampton, an alarming amount
— of daily traffic between Toronto and Brampton when the commutation tickets were
withdrawn; and the evidence of other witnesses examined at the hearing, tends to
show, without actually proving, that, with commutation tickets such as those sold to
the people of Oakville, the suburban traffic on the Grand Trunk Kailway between
Oakville and Toronto.

I would not at present be disposed to order the issue of any class of tickets whicli
would reduce the revenue of the company; but it was not urged that commutation
tickets such as those asked for by Brampton would result in a reduction of revenue.
The regular return trip ticket from Brampton to Toronto costs $1.10; and a 55-trip
commutation ticket, good for one month, costs $7.15. The former is purchased only by
people who must, or think they must, travel ; and the latter (the cheaper ticket) appeals,
not only to those who must do a certain amount of travelling, but also to the much
Jarger number of people who need not travel, but will do so for a consideration — an
inducement offered in the way of rate reduction, combined with the possibility of a
greater variety of goods and better bargains in buying and selling; but no one can
avail himself of the benefit, or supposed benefit, of the cheaper ticket until he has paid
the company $7.15, which is sure income to the company whether the purchaser makes
the whole or only a small proportion of the trips within the month covered by the
ticket ; and so on for each succeeding month. Hence it seems almost certain that the
use of commutation tickets such as the above, on ordinary trains, without any addi-
tional expense for equipment or service, would pay the company better than the use
of the ordinary return-trip ticket; and I think this is true wherever the traffic may
be — from surrounding towns and villages to Montreal, Quebec, Toronto, Hamiltoji,
London, Ottawa, Kingston, or any other important business centre. I express no
opinion as to whether the issue of commutation tickets, under approved conditions,
. would benefit the country as a whole, but I am satisfied that it would increase the
revenue of the railway companies.

In his evidence regarding the withdrawal of commutation tickets from certain
places, Mr. Bell said : ' We took the view that it was right to continue to use commu-

REPORT OF THE COMMISNIOXERS 249

SESSIONAL PAPER No. 20c

tation rates where the ordinary train service made it possible for people to live in the
country and come into the city and do their business and go back at reasonable rates.'
Now, this is precisely the condition of things at Brampton. It was clearly proved at
the hearing that the present train service on the Grand Trunk at Brampton is ade-
quate, satisfactory, quite equal to that furnished at Oakville; and the council and
Board of Trade of Brampton specifically stated that their application was for commu-
tation tickets to be used on the ordinary trains running between Toronto and Bramp-
ton— that and nothing more; so, on Mr, Bell's own evidence, it would appear that
Brampton should have commutation tickets.

Hence, to sum up, I would say that, as I understand the case, the facts are as
follows : —

(1) Complaint was made to the Board by the applicant and other interested
parties, alleging that the Grand Trunk Eailway Company was discriminating in tolls,
or fares, against the town of Brampton as compared with the town of Oakville.

(2) At the hearing of the complaint, the railway company admitted that it was
discriminating against the town of Brampton, but not unjustly so — maintaining that
the discrimination complained of and admitted was just, fair and reasonable.

(3) The said railway company completely failed to justify the said discrimination
— not having given any evidence which, by the utmost stretch of imagination, could be
said to prove that the difference in treatment of the town of Brampton as compared
with the town of Oakville, is either just, fair or reasonable.

Therefore, my judgment is that the Board is under obligation to take such action
as may be necessary to remove the discrimination, either by ordering the restoration
of commutation tickets to the town of Brampton, or by simply directing the railway
company to cease and desist from further discrimination against the said town as
compared with the town of Oakville in the matter of commutation tickets.

Order dismissing the application issued December 28, 1908.

On February 6, 1909, the applicant applied for a re-hearing. This application
also refused on the ground that the Board could not see that any benefit would be
gained by opening up the case.

Crowsnest Pass Co. v. Canadian Railway Co.

This was an application by the coal company for an order directing the Canadian
Pacific Railway Company to provide a special tariff of tolls to be charged by the
railway company to the coal company, under the provisions of the agreement between
the British Columbia Southern Eailway Company, the Canadian Pacific Eailway
Company and the Canada Coal Company, Limited (now the Crowsnest Pass Coal
Company), bearing date July 30, 1897; and to refund to the applicant all charges in
excess of such reduced rates collected by the railway company.

The facts of the case are fully set out in the judgment of the Chief Commis-
sioner.

November 23, 1908. — Chief Commissioner Mabee, 8 Can. Ey. Cas. 33; The
applicant asks for an order that the railway company do file a tariff from all points
on the property of the applicant company, viz., Michel, Fernie, Coal Creek, Morrissey
Junction and Carbonado, and hereafter to all other points at which collieries may be
established by the applicant company for all ' plant,' as defined by an agreement of
February 19, 1906, which the applicant company may ship over the lines of the
respondent, required by the applicant for the construction and operation of their
works, such tariff to be not more than six-tenths of the present tariff rates on such
materials for carload or less than carload, and to refund to the applicant company
all excesses which the respondent has charged the applicant on such plant since May
1, 1907, and generally to file tariffs in compliance with the provisions of paragraph
14 of an agreement of July 30, 1897.

250 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

On the last mentioned date a lengthy and somewhat complicated agreement was
entered into, to which the British Columbia Southern Kailway Company, the respond-
ent, and the Kootenay Coal Company were parties, the applicant company being for-
merly the Kootenay Coal Company and admittedly entitled to the benefits of the
agreernent.

Paragraph 14, under which relief is sought, is as follows: —

' The construction materials required by the coal company to be used in the
construction of permanent works, and for timber used in its said mines, and carried
by the Pacific company to the coal company's said mines from points on the line of
the Pacific company's said railway, the coal company will be charged by the Pacific
company for the carriage of all such materials no more than the rate of one cent per
ton of 2,000 pounds per mile, such construction material to include rails, fastenings,
ties, bridge timber, and lumber required by the coal company, provided that such
material may be carried a distance of not less than 100 miles on the Pacific com-
pany's railway, and that for all plant shipped by the coal company over the lines of
the Pacific company, and required by the coal company for the construction and
operation of the said works, the coal company shall be charged by the Pacific com-
pany at the rate of not more than six-tenths of the ordinary tariff rates on such
materials for carload or for less than carload.'

When this agreement was entered into the works of the coal company had not
been established, and the respondent had no line of railway in the locality where it
was the intention of the coal company to locate what has since become an industry
of very large proportions and in which \ipwards of $5,000,000 have been invested.

Nothing turns upon the portion of the above paragraph concerning the carriage
of materials at one cent per ton per mile, and it was stated that the regular tariff
rate of respondent upon such material was less than the amount agreed upon, and
the applicant was charged upon such material at the tariff rate.

On February 19, 1906, an agreement was entered into by the parties to this
contest under which the following articles were considered as ' plant ' under the
above clause 14: —

Asbestos.

Babbit metal.

Brattice cloth.

Bridge on Tipple material and machinery, including conveyors, link belt or other
transmission machinery, screens, picking tables, dumps, car hauls and parts thereof.

Castings, iron, steel or brass.

Chain iron or steel.

Electrical machinery and parts, including generators, dynamos, motors, lamps,
globes, sockets, wire, insulators and transformers.

Engines, stationary, including boilers, condensers, compressors, box car loaders,
air receivers, hoists and parts thereof.

Fire engines and apparatus.

Harness and saddlery.

Horses.

Hose, water and steam.

Iron bolts, nuts, rivets and washers.

Iron, bar and other iron and steel.

Locomotives, steam, air or electric (used in and about the mines.)

Machinery and parts thereof, including blocks, pulleys, shafting, coal and rock
drills.

Mine cars and parts, including trucks, irons and wheels.

Machine shop material.

Machine shop machinery' and parts thereof.

Machinery packing.

REPORT OF THE COMMISSIOXERS 251

SESSIONAL PAPER No. 20c

Mules.

Kails and spikes used in mine structures.

Pipe, lead, vitrified, soil, wood, including fittings, injectors, lubricators and
valves.

Pumps and parts thereof.

EaiLs, fastenings, and switch material used in and about the mines, not over 45
lbs. weight per yard.

Pope, all kinds.

Safety lamps and parts.

Scales and parts.

Tools, including files, saws, coke forks, wheelbarrows, axes, shovels, spades, picks,
handles, lanterns, globes, grindstone, wrenches, anvils, bellows, dirt scrapers, machin-
ists' and machine shop tools.

Wire, plain.

Vehicles and parts, including wagons and sleighs.

The agreement of July 30, 1897, was entered into in good faith, and has been
carried out by the parties, except as to the matter which gives rise to this applica-
tion. Many covenants were entered into by the parties to that agreement, and one
result of it was that the respondent company obtained the conveyance of a very large
area of coal lands, estimated by a witness at the hearing as being worth many mil-
lions of dollars, but in the view I take of this application it is neither needful nor
desirable that close or accurate attention be paid to the consideration received by the
respondent company for entering into the covenants embraced in this agreement, one
of which was the one in contest.

The respondent agreed to construct a line of railway; this was done. The appli-
cant agreed that this large area of coal lands should become vested in the railway com-
pany, and this covenant was fulfilled. All other covenants contained in the agreement
were carried out, except that the railway company says that the provisions of the Rail-
way Act prevent its carrying over its lines plant shipped by the applicant company
for the construction and operation of its works at six-tenths of its ordinary tariff rates,
and that such an agreement was and is illegal.

It was stated that when the agreement was originally entered into there was no
demand in that locality for the class of articles the railway company was agreeing to
carry at reduced rates; that there were no industries in existence, and, therefore, no
persons against whom the six-tenths clause of the agreement would be a discrimina-
tion, and that,, therefore, the agreement was valid when entered into. Be this as it
may, it, I think, is not necessary to decide whether the agreement was opposed to the
Eailway Act of 1888, and the only point for decision here is whether the application
can succeed in view of the provisions of the Railway Act now in force; and I am of
the opinion that the fairer position to leave the parties in is to deal with the situation
upon the footing of the present legislation, leaving the applicant to take such other
proceedings as it may be advised with respect to the consideration alleged to have been
given for the covenant of the railway company for this reduced freight rate, if such
course is open to it.

Admitting the jurisdiction of this Board to make an order of the kind asked for,
as to which I have grave doubt, although jurisdiction was not disputed by the railway
company, I do not think the application can succeed.

It is admitted that at the present time large development has taken place in the
portion of British Columbia to which this agreement applies, and there are many
persons, firms, and corporations requiring carriage by the railway company of the
class of articles and material as defined by the agreement of February 19, 1906, into
that district, and into the towns mentioned in the prayer of the petition, there are
other coal companies within varying distances, some within one hundred miles of the
applicant's coal area and plant, requiring similar articles and material, and the success

252 RAILWAY COMMISiilONERS FOR CANADA

9-10 EDWARD VII., A. 1910

of this application would mean that the applicant would pay but six-tenths of tlie
regular tolls charged to others upon all the various materials mentioned in the agree-
ment of February 19, 1906, and this for all time to come, so that in future years if
the railway company reduced its rates upon these articles, or any of them, or were so
required by the Board, the tolls to be paid by the applicants would continue to be but
six-tenths of such reduced rates, and so discrimination in its favour would continue
for all time. I think such a condition is opposed to the spirit as well as the express
provisions of the Railway Act.

Mr. Marsh argued with much force that all this was quite permissible, as the
applicant had paid an adequate consideration for the favoured treatment, and he cited
some English and American cases that go to support that contention. I have gone
through most of these, and while some can be distinguished, both as to the facts and
the terms of the various statutes upon which they were decided, it is sufficient to say
that the same are not binding upon this Board, and noi such principle has as yet been
introduced into the railway jurisprudence of Canada, and it has been dissented from
in other cases both in England and the United States. It is impossible to find as a
fact that the consideration passing from the coal company to the railway company
was ' adequate.' It is contended this consideration requires the railway company to
carry at these reduced tolls for all time. Who can say what the actual sum was that
was paid? The area of coal lands so conveyed are undeveloped, and their value is
based upon opinion evidence only. Who can say how much material is to be carried
by the railway company for the coal company, and what the length of time that such
carriage is to continue ? Who can say to what extent the tolls upon these articles may
be reduced in future years by reason of competition or otherwise? All these are
matters upon which reasonably accurate information must be had before it could be
said that the coal company had paid to the railway company a consideration that could
fairly be said to make up the other four-tenths of the tolls, thereby eliminating the
discriminatory feature of the agTcement.

In this case no finding could be made that the consideration was ' adequate ' ; but
if the contrary was the case, I would not follow the cases cited for the proposition
that under our law any such agreement can be made.

The Railway Act requires that under substantially similar conditions the tolls
charged shall be equal to all persons, and at the same rate, whether by weight, mileage,
or otherwise, and any reduction or advance either directly or indirectly, is expressly
prohibited. No undue or imreasonable preference or advantage can be permitted to
any person or company. The object of the legislation is to place every one upon terms
of absolute equality, and if agreements were permitted to be entered into for reduction
in tolls or for other preferential treatment, the door would be opened wide for the
defeat of the Act, and the Board would be called upon to struggle with all sorts of
conditions, opinions, and complications in the determination of such cases.

It will not be understood that I am expressing the opinion that such was the
object of the present agreement, the conditions existing when the same was entered
into were such that the contrary opinion might be arrived at.

I think the application must be refused.

Order, dated 20th November, 190S, dismissing the application, issued accordingly.

Laidlaw Lumber Company v. Grand Trunk Railway Company.

The E. Laidlaw Lumber Company, Limited, of Toronto, applied to the Board for
an order directing that the order of the Board No. 4988, dated July 8, 1908 (the gen-
eral interswitcbing order), be made retroactive, so as to apply to all cars loaded with
lumber received over the line of the Grand Trunk Railway Company from February,
1907, until the interswitcbing arrangements prescribed by the Board in the said order
become effective on the 1st September, 1908; and switched by the Canadian Pacific

REPORT OF THE COMMISSIONERS . 253

SESSIONAL PAPER No. 20c

Railway Company to the applicant's siding at Dundas street; and also that the Grand
Trunk be required to refund certain switching charges collected by that company prior
to the said 1st day of September, 1908.

Counsel for the applicant contended at the hearing that the general interswitch-
ing order of July 8, 1903, was declaratory and related back to the time at which the
complaint was filed — the original application was filed in April, 1907 — that the charges
paid by applicant were paid under protest and should be refunded; and that the rail-
way company had no lawful right to collect the tolls at all except under an ordar of
the Board.

Judgment of Mr. Commissioner ^McLeaUj, concurred in by Chief Commis-
sioner Mabee, December 1, 1903 (8 Can. Ey. Cas., 192) : — The decision of the Board in
this case must be governed by the decision of the Joint Switching Eates Case (Case
No. 132) ; Canadian Manufacturers' Association v. Canadian Freight Association, 7
Can. Ey. Cas., 302.

While the question of dnterswitching was dealt with in the London Case; Grand
Trunk Ey. Co. v. Canadian Pacific Ey. Co., and city of Loudon, 6 Can. Ey. Cas., 327,
the Board was careful to limit itself to the mere facts of the particular case before it.
For it refused to deal in a general way with the question of the division of inter-
switching rates dn reference to all the points in Canada where the railways of the two
companies concerned connected.

It is admitted in case 182 that it had, for a considerable period, been the practice
of the railways in Toronto to absorb the interswitching charges. In the hearing at
Toronto it was suggested that the applicant company had furnished antecedent con-
sideration for the continuation of the practice of absorption. This was, however, by
the way and not materials In addition, the late Chief Commissioner held that the
existence of such practice of absorption for a period of time did not preclude railways
changing the practice. Canadian Manvifacturers' Association v. Canadian Freight
Association, et supra, 308.

In the absence of a joint tariff, including the switching charges, it was open to
the railway to charge its standard tariff, and in addition thereto switching rates.
Ibid., 306, 308.

While a comparatively sudden change from the practice of absorption of the
switching charges to a practice of charging the shippers for the switching services,
may have been arbitrary, the railway was within its legal right in so acting.

It is alleged that the interswitching tariff of the Grand Trunk, effective March 1,
1907, was simply a tariff as between the railways and not having been properly filed
was illegal. While it was advisable that switching tariffs should be filed with the
Board, the non-filing of such tariffs was not illegal prior to the issue of the order of
July 8, 1908, by the Board; Ihid., 308.

While the Board may require the two railway companies to treat traffic involving
interswitching as joint traffic, it was not illegal, in the absence of the filing of a joint
tariff, covering switching services, for the railway to charge an additional sum for
its switching services which are something distinct from the ordinary work of trans-
portation, although such switching charges might not have been filed. The argument
then from the switching tariff, as between the railways themselves, fails.

Under an order of the Board of July 8, 1908, effective September 1, 1908, there
•were established regulations in regard to the switching charges on traffic, both com-
petitive and non-competitive. The applicant claims that in so far as the interswitch-
ing rates charged by the railways were in excess of those established by the order
oi the Board, there should be a refund. The first portion of the complaint of the
'applicant, namely, that dealing with the conditions under the tariff, effective March
1, 1907, has already been dealt with. There is no complaint that the Grand Trunk
tariff, effective June 5, 1907, was not properly filed, or that it did not properly notify
the public. While the subsequent order of the board did reduce the switching rates

254 HAILWAY COMMISSIOXEIiS FOR CANADA

9-10 EDWARD VII., A. 1910

on non-competitive traffic, the Board has no power to make a retroactive alteration
in a tariff, which is not contrary to any of the provisions of the Railway Act, so as
to apply the alteration to past transactions; Dominion Concrete Company vs. Cana-
dian Pacific Railway Co., 6 Can. Ry. Cas., 514.

It is clear that the law in regard to interswitching had been in an inchoate con-
dition. The order of July 8, 1908, was the outcome of a series of investigations and
reports which dates as far back as 1904. In view of this and of the established policy
of the Board in regard to refunds, it is impossible to grant any such retroactive order
as is asked for, and the complaint of the applicant should, therefore, be dismissed.

Order, dated January 8, 1909, dismissing the application accordingly.

Note. — Upon application to the Board leave was granted to appeal to the Supremo
Court of Canada on January 28, 1909.

Algoma Central and Huchon Bay Railway Co. v. Grand Trunh Railway Co.

This is an application by the Algoma Central and Hudson Bay Railway Com-
pany for an order directing the Grand Trunk Railway Compajiy to make a joint tariff
with them.

The steamers of the applicant railway wished to obtain a joint tariff with the
Grand Trunk, so as to compete for traffic from points in Ontario reached by the lines
of the Grand Tnink and carry such traffic from lake ports by their steamers to ports
in Northern Ontario and vice versa, reached by their steamboat and railway. The
Grand Trunk Railway Company has now a similar joint tariff arrangement with the
Xorthem Navigation Company.

Judgment, Mr. Commissioner McLean, November 23, 1908, 8 Can. Ry. Cas. 46: —
This is an application by the Algoma Central and Hudson Bay Railway Company for
an order, under sections 7, 317, 333, 334 and 338 of the Railway Act, for a joint tariff
with the Grand Trunk Railway Company.

In the earlier case of the Algoma Central and Hudson Bay Railway Company v.
the Grand Trunk Railway Company, in which application was made on behalf of
the steamboats of the Algoma Central and Hudson Bay Railway Company to obtain
a joint tariff with the Grand Trunk, the application was refused, it being held that
'in terms of sections 266 and 267 of the Railway Act of 1903 a line of steamships
operated by a railway company running to ports reached by the line or lines of another
railway did not constitute a continuous route within the meaning of sections 266 and
267 of the Railway Act of 1903.

Algoma Central and Hudson Bay Railway Company v. Grand Trunk Railway
Company, 5 Can. Ry. Cas. 196.

The applicant company relied upon section 276 of the Railway Act, 1903, as
making the provisions of sections 266 and 267 extend to the traffic mentioned.

In the present application the legality of a continuous route composed by the use
of vessel and rail is not involved, since this point is now covered by the Railway Act.
In respect of the present application, it is to be noted that the jurisdiction conferred
under sections 333 and 334 of the Railway Act in regard to through or joint rates
is based on section 25 of the English Railway and Canal Traffic Act of 1888. This
section is an expansion of the ' reasonable facilities ' clause of the Act of 1854.
Under this clause the Court of Common Pleas decided so early as 1857 that in order
to grant through booking, public convenience must be made out; Barret v. Great
Northern and Midland Railway Companies. 1 Ry. & C. Tr. Cas., 38.

The principles involved in the English Act of 1888 are the same as those in the
Canadian Act, although the means whereby the through rate may be obtained differ.

Section 25 of the Act of 1888 provides inter alia that the ' facilities ' shall in-
clude ' the due and reasonable receiving, forwarding and delivery

at through rates, tolls or fares.'

REPORT OF THE COilMISSIOXERS 255

SESSIONAL PAPER No. 20c

Subsection 5. ' If an objection be made to the granting of the rate or to the route
the Commissioners shall consider whether the granting of the rate is a due and rea-
sonable facility in the interest of the public, and whether . . the
route proposed is a reasonable one . . . '

The policy of the English Railway and Canal Commission is indicated by the
following citations: —

Reasonableness of the through rate and the interest of the public are the tests
by which the demand 'must be tried.

Didoot, Xewbury and Southampton Railway Company v. London and South-
western Railway Company et al, 10 Ry. «& C. Tr. Cas. 9, pp. 15, 17.

' It was not the intention of parliament, nor has it been the practice of the court
to encourage applications for through rates, the only effect of which would be to
transfer traffic from one route to another, or to reduce reasonable rates.'

lb. per Lord Cobham, 25.

A through rate was refused because not a facility in the interests of the public.

Swindon, Marlborough and Andov-er Raiilway Company v. Great Western and Lon-
don and Southwestern Railway Companies, 4 Ry. & C. Tr. Cas. 349, p. 350.

" . . . however desirable a reduced rate may be in the in-

terests of the public, it is always necessary to see whether there is a commensurate
advantage to the railway company who may be forced by the decision of the Com-
missioners to accept a lower scale of charge than that which it is actually making
and to which it is entitled.'

Per Collins, J., in Plymouth Chamber of Commerce v. Great Western and Lon-
don and South Western Ry. Cos., 9 Ry. and C. Tr., Cas. 72.

" . . .1 for one should be inclined, in a case of this sort, to

take very seriously into consideration, on the question of public interest, the fact
that two competitive routes must tend to make either company more likely to give
reasonable concessions to traders.'

Plymouth, Devonport and Southwestern Junction Railway Company v. Great
Western Railway Company et al, 10 Ry. & C. Tr. Cas. 68.

While the jurisdiction of the Interstate Commerce Commission of the United
States differs in various respects from that of the Canadian Boards, the similarity
of some of the problems to be dealt with make the findings of the former body of
interest. The Interstate Commerce Commission has passed on the question of joint
or through rates in Loup Creek Colliery v. Virginian and Chesapeake and Ohio Rail-
way Companies, 12 I.C.C.C. Rep. 471.

In this case Commissioner Clements said : ' Joint rates are only empowered
with the manifest intent of giving effect to the general purposes of the Act to regulate
commerce by securing reasonable facilities to the public and by preventing unrea-
sonable and unjust rates, facilities and discriminations. P. 477. It has also been
held that there should be considered the adequacy of the existing shipping arrange-
ments. Relief to shipping communities, not aid to carriers in obtaining strategic
advantages in their contests with one another is what is to be considered.

Chicago and Milwaukee Electric Ry. Co. v. Illinois Central Ry. Co., 13 I.C.C.
Rep. 20.

It is well established that the public interest and the question of the reasonable-
ness or otherwise of the existing rate arrangements are the vital points in any ap-
plication for through rates.

I am of opinion: —

(1) That the Algoma Central has not proved that there is a public interest in-
volved, or

(2) That the existing rate arrangement is unreasonable.
Chief Commissioner Mabee.) — I agree.

256 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

November 24, 1908. Mr. Commissioner Mills. — The serious thing to my mind
is that, with the present local rates on the Grand Trunk (so much higher than those
charged to the Northern Navigation Company) the applicant company is prohibited
from carrying its own supplies and its own manufactured goods in its own boats, and
it should not be overlooked that the Northern Navigation Company now finds it
necessary to increase the number of its boats in order to accommodate the traffic via
the Grand Trunk.

Order dismissing application issued December 12, 1908.

Cartier Stop-over Case.

The Transportation Bureau of the Montreal Board of Trade complained against
an additonal charge of one cent per one hundred pounds imposed by the Canadian
Pacific Eailway Company at Cartier, Ont., on western grain and grain products, in
carloads, consigned to Cartier, ' For orders.'

The matter was heard at the sittings of the Board held in the city of Montreal,
at which counsel for ti.e complainants, the railway company, the Dominion Millers'
Association, and the Canadian Manufacturers' Association were present, and evidence
was offered.

The judgment of the Board was delivered by Assistant Chief Commissioner Scott.

Judgment, January 2, 1909: —

The Transportation Bureau of the Montreal Board of Trade complain against the
additional charge of one cent per hundred pounds imposed by the Canadian Pacific
Kaiilway Company at Cartier, Ontario, on western grain and grain products, in car-
loads consigned to Cartier, ' for orders,' under supplement No. 13, effective September
1, 1908, to the company's tariff C. E. C. No. E, 678, and still in force by supplement
No. 15 to the same tariff.

It has been the custom for many years, for the railway company to ipermit grain
shippers sending cars from Fort William east, to have the cars billed to some point
on the line of railway, formerly North Bay (now Cartier) ' for orders.' Upon arriv-
ing at the stop-over point the car is then held, subject to further instructions from
the consignee as to the point of destination. The privilege is, undoubtedly, of sub-
stantial value, as the shipper in this way is enabled to get his grain some 500 miles
nearer its destination without having to name dt at the time of shipment.

As the through rate is charged for transportation to the final destination, the com-
pany only makes the stop-over charge to pay itself for the services rendered at Cartier.
If the consignee's instructions have not been received at Cartier prior to the arrival
of the train containing his car to be re-directed, it is placed on a siding and is held
by the railway company until his instructions are received. The railway company
must, of course, break its train and perform a special shunt if the car is to be put on
the siding for orders. As this is a substantial service, I think the raiilway company is
entitled to a fair remuneration.

At present the railway company is charging for this additional service one cent
per hundred pounds, so that the charge per car may vary from four to eight dollars.
1 think the minimum $4 is too high a charge for the service rendered.

I, therefore, am of the opinion that the present tariff should be disallowed, but I
would approve of a tariff containing a charge of one dollar per car for each day of
twenty- four hours or fraction thereof, for stop-over ' for orders ' privileges. In fixing
this amount, I have taken as a fair basis of value the dollar charge per car per day
which has been established as a fair allowance for the use of a car standing on the
track in the ' Canadian Car Service Rules.'

I would not differentiate between the case, where the instructions for reshipment
arrive at Cartier before the car, and the case where the car arrived before the instruc-
tions, although the service rendered by the railway company in the second case would

REPORT OF THE C0MMISSI0XER8 257

SESSIONAL PAPER No. 20c

be more than iu the first; because, if the question as to which arrived first at Cartier
became an important element 'in determining the charges, there would, undoubtedly,
be confusion and friction between the shipper and the railway company. As pointed
out by the chief traffic officer of the Board, it would be fair to set ofi the advantages
to the railway company in the first case against the extra service in the second case,
and merely allow the standard charge of one dollar per car for twenty-four hours iu
all cases.

"When we had the Cartier stop-over question before us at the Montreal sittings,
we were not given any evidence with reference to the Fullerton Lumber Company
complaint against the Grand Trunk for stop-over charges at Sarnia tunnel. If the
principle involved in the Sarnia case is similar to the Cartier case, then this judgment
will also apply to the Sarnia case.

Order, dated the 21st January, 1909, issued, directing that the charge of one cent
per 100 pounds imposed by the Canadian Pacific Railway Company at Cartier,
Ontario, on western grain and grain products in carloads, consigned to Cartier ' for
orders ' under supplement No. 13, effective September 1, 190S, to the company's tariff
C. E. C. No. E. 678, and still in force by supplement No. 15 to the same tariff; and
by the Grand Trunk Railway Company at Sarnia tunnel, or grain and grain products,
in carloads, originating in western Canada, destined to points in eastern Canada, and
routed via Chicago, Chicago junctions, or Milwaukee to Sarnia tunnel, Ontario, ' for
orders,' under supplement No. 3 to the company's tariff C. R. C. No. E. 1101, be dis-
allowed, and a ' stop-over ' charge of twenty-five (25) cents i)er car a day for the first
forty-eight hours, and the car service toll thereafter, substituted therefor.

Provision was also made that the order become effective not later than the 15th
Eebruary, 1909.

Ee Complaint Wallacehurg Sugar Company, Limited, of Wallacehurg, Ontario.

This was an application by the Wallacehurg Sugar Company for an order estab-
lishing what is generally known as an average demurrage plan. The facts are con-
tained in the judgment of the Assistant Chief Commissioner.

Judgment, Assistant Chief Commissioner Scott, February 4, 1909, concurred by
by Chief Commissioner Mabee, 8 Can. Ry. Cas., 332 : —

The average demurrage plan, which the applicant seeks to have established, may
"be described as the giving of credit of free time by a railway company for use of a
freight car to a consignee, when the amount of time he takers to unload the car is
less than the amount of time allowed to do so by the car service rules; which credit,
or spare time, is set off against excess time, for the use of other cars for which the
railway company now charge the consignee demurrage.

At the hearing of this case, it was urged by the applicant that as the average
system existed in the state of Michigan where some of its competitors were, that it
should be adopted in Canada, at least in so far as the sugar refiners were concerned.
Tt was also stated that the Michigan refiners were able, to purchase their raw material
in Canada, but the Canadian refiners were denied the privilege of purchasing in
Michigan; that the American manufacturer was protected by a duty of $1.77 per
"hundred pounds, while the protection granted the Canadian manufacturer was but
83 cents, and that therefore some special consideration should be granted the appli-
cant. I cannot see how the fairness or the justice of the system upon which charges
for car service in Canada are made, is affected by these conditions which surround
the sugar refiners of this country or why, because such conditions exist, a radical
change in the system should be made.

Mr. Gordon, the general manager of the Wallacehurg Company, told us that
while they can regulate the number of cars of beets ordered per day from the farmers,
they cannot control the numbers of cars pyer day which the railway companies mav

20c— lY

258 RAILWAY C0MMI8SI0]fER8 FOR CANADA

9-10 EDWARD VII., A. 1910

deliver, and that as a result they are sometimes 'swamped/ He said that on an aver-
age, they unloaded 22 cars per day during the past year, but have unloaded as many
as 90 cars in a day. About 60 iper cent of the beets consumed at the refinery are
hauled by rail; the haulage of the other 40 per cent being equally divided between
water transports and teams.

That the company is capable of handling a fair number of cars within the time
allotted by the Canadian car service rules, is quite apparent from the statement sub-
mitted with its application, dated November 11, 1908. It shows that during a cer-
tain period 1,051 cars were unloaded, and that the average time per car was 31i
hours. Of this number of cars, 855 were not held longer than the 48 hours free time
allowed for unloading under car service rules. This proves that, under ordinary cir-
cumstances, 48 hours is sufficient time to be allowed for unloading a car of beets.

If special circumstances occur, for which the consignee is not responsible, which
prevents him from unloading the cars delivered within the allowed free time, the
car service rules provide that demurrage shall not be charged for necessary addi-
tional time. For instance, allowance of extra time is made when cars are tendered
to the consignee under conditions for which the railway company is responsible in
numbers beyond his ascertained reasonable ability to unload, or where the weather
is inclement and unsuitable for unloading. These rules are interpreted, not by the
railway company interested, but by the Canadian car service bureau, whose manager,
Mr. Duval, stated under oath that the rules are interpreted most liberally to the
consignee, and that the object of the bureau was to secure the quick release of cars,
rather than the collection of demurrage for the railways.

This can be well understood even from the railway point of view, because while
the car is held the company can only get $1 per day for it, whereas the earning capa-
city of a freight car in service is about three times that amount.

The average system suggested, in my opinion is not justifiable under the con-
tractual relations which exist between the consignor or consignee (as the case may
be) and the railway company. The contract or carriage is, that the railway company
will carry goods to the point where they are to be delivered to the consignee, who in
turn is to unload and release the car with all reasonable despatch. For more cer-
tainty and uniformity of practice, rules have been adopted, which say in effect that,
' reasonable despatch ' for unloading shall not, in the case under consideration, exceed
48 hours. If a man exceeds this reasonable time in unloading, he is penalized by
a charge of $1 per day for the extra time he may hold the car. Such a provision is
in the public interest, because it makes a consignee prompt in releasing cars con-
signed to him and thus increases the supply of available cars for the shipping public.

In my opinion, the average system might have the effect of making a consignee
dilatory about unloading so long as he had free time to his credit, and if he had not
free time to his credit the circumstances would be the same as they are under the pre-
sent rules.

The Canadian Car Service Rules have only been in force since March 1, 1906, and
it has taken some time to get the public to understand them. They may be defective
in some details and require to be amended, but I think they are founded on sound
principles which should not be departed from.

The uncontradicted evidence of Mr. Duval, of the Car Service Bureau, to the
effect that cars are being released more quickly by consignees under these rules than
was done formerly, proves that the desired result is being accomplished.

The intention is that, \mder the Car Service Rules, each car shall be dealt with
by itself and without reference to the movements of other cars. This insures equal
treatment of the smaller shipper or consignee with the larger one. But, if the aver-
age plan were in force, I can well see that an injustice would be done the smaller
dealer by giving an advantage or preference to the dealer who had a large number of
cars to unload. Svippose, a dealer with a large capacity for storage, received fifty

REPORT OF THE COMMISSIONERS 259

SESSIONAL PAPER No. 20c

cars of merchandise, which under the rules he had two days to unload, and unloaded
them all the first day. He would then have fiity days to his credit. The next day, he
and a small competitor each received one car. The small competitor would have to
unload in two days or be penalized, while the other could hold his car for fifty days
free time, which might prove to be of very material advantage. It may be said that
this is an extreme case. It doubtless is, but it shows how the average demurrage plan
might work out unless there were limitations upon it. Mr. Gordon suggested, that the
plan might be adopted for those in his line of business only. I do not think it would
be advisable at this early date to start making exceptions to the general principles
laid down in the Car Service Order, which has not yet been in effect for three years.
These principles are, in my opinion sound, and should not be interfered with.

If the applicant cannot get redress under the rules from the Car Service Bureau,
he may apply to this Board and his complaint will be heard. I am, therefore, of
opinion that this application should be dismissed.

Order, dated February 8, 1909, dismissing application, issued.

The Anchor Elevator and Warhoiising Company, Limited, and The Northern Elevator
Company, Limited, v. the Canadian Pacific Railway Company.

The Anchor Elevator and Warehousing Company, Limited, and the Northern Ele-
vator Company, Limited, both of Winnipeg, complained against the excessive charges
made by the Canadian Pacific Railway Company for switching ' in transitu ' grain
from the St. Boniface transfer track to the complaints' elevators on the line of the
Canadian Pacific Railway Company at Winnipeg and return to the same transfer
track for redelivery to the Canadian Northern Railway Company.

The complaint was heard at the sittings of the Board held in Winnipeg, February
6, 1909.

The facts are fully set forth in the judgment of the Chief Commissioner.

Judgment, Chief Commissioner Mabee, March 31, 1909. (9 Can. Ray. Cas. 175.)

The elevators of the applicants are located upon the lines of the Canadian Pacific
Railway Company at Winnipeg, and their complaints allege excessive charges made
by that company for switching services rendered to the Canadian Northern Railway
Company for the movement of cars arriving by the latter line at the St. Boniface
transfer track, to the applicants' elevators some three miles distant. The complaints
arise with reference to traffic originating at points upon the lines of the Canadian
Northern and destined to Fort William or Port Arthur, and which takes the through
rate, but is required by applicants for delivery at their elevators in transit upon the
stop-over privilege of 1 cent per 100 pounds.

Prior to the general interswitching order of July 5, 1908, the charge made by the
Canadian Pacific Railway Company for the services in question was $5 per car, and
since that order the charge has been 1 cent per 100 pounds, in and out, so while the
applicants formerly paid $10 they now pay $12 upon a 60,000 pound car.

The applicants are under the in^pression that the Canadian Northern Railway
Company should be required to absorb some portion of this toll, and that the order of
July 5 applied to the class of service here in question.

When the provisions of that order were being considered, there was no intention
that it should apply, except at terminals, and it was never intended to have application
to movements required to enable milling in transit upon a through rate. The initial
carrier becomes entitled to the extra 1 cent per 100 lbs. above the tlirough rate for the
services performed upon i^s own line, delay in releasing its cars and the like, afterward
receiving the grain or product for transmission to its destination at the balance of the
through rate. The 1 cent was regarded as a reasonable toll for these privileges to the
shippers, and it would not be fair to require the carrier to absorb a portion of a
switching service performed by an intermediate carrier that might not only dissipate
the 1 cent per 100 lbs. but also the balance of the through rate.

20c— 17i

260 RAILWAY ro.l/.l//N.s70.Y/;A'.s' I'OU CAXADA

9-10 EDWARD VII., A. 1910

In the case in hand, the Canadian Northern is required to carry the grain in ques-
tion, or its product, on to its destination, after being cleaned or ground at Winnipeg,
at the balance of the through rate, and it does not seem reasonable that the 1 cent per
100 lbs. it receives for the stop-over privilege it grants should be encroached upon for
the purpose of assisting in the jiayment of a switching ciiarge made by the Canadian
Pacific Railway Company for the convenience of the apj)licants, and rendered neces-
sary by reason of the elevators not being on the lines of the Canadian Northern; at
any rate it was not present to the mind of the Board that the order of July 5 should
apply to such a situation. Winnipeg is not the terminal point to which the grain in
question is shipped. It is an intermediate point only. The terminal or point of
destination is the lake port to which the shipment moves upon a through rate.

The interswitching order provides 20 cents per ton as a reasonable toll with $3
minimum and $8 maximum. These figures were not established as being aplicable to
the class of service at an intermediate point in connection with traflfic that is no|t
joint, but were fixed at what might as all round be regarded reasonable when applied
to all carriers performiij^g- switching services in order to make delivery at terminal
points, and the Board is of opinion that tolls for services performed by an intermediate
carrier to enable the shipper to enjoy stop-over privileges must be determined as rea-
sonable or otherwise quite apart from the provisions of the interswitching order.

The Canadian Pacific Railway was represented by counsel at the hearing, and the
Board had the advantage of hearing the views of its representatives. No evidence was
given of the cost of the service in question, or otherwise.

The Canadian Pacific tariff of 1904: provides for a charge of $3 for the service in
question. Subsequent tariffs fix the toll at 1 cent per 100 lbs., minimum of $5, and
this latter is the sum that was charged prior to the order of July 5. The provisions
of that order not being applicable to this service, the charge should not have been
made upon the basis provided for in it, but the company should have continued the
tolls exacted before its issue. The $5 charge may be regarded as reasonable and tariffs
should be filed accordingly. Refvmds in excess of the $5 already paid cannot be
directed, as strictly speaking the companies charged the tolls called for by their tariff,
although why they were not imposed before the making of the interswitching order did
not appear.

The Canadian Pacific Railway Company should be added as a party respondent.

An order, directing that on grain carried via Winnipeg at the lawfully published
and filed through rate, with the privilege of stopping in transitvi for the purpose of
manufacture, storage, or treatment, on the tracks of another railway company within
its yard limits at Winnipeg, and on which the additional ' stop-over ' charge, duly
published and filed (if any be made), does not exceed one cent per 100 pounds, the
further additional tolls collectable by the company on whose tracks the industry or
warehouse is situated, for switching the said grain from the point of interchange at
Winnipeg or St. Boniface to the proper imloading tracks, and for reswitching the said
grain, or the product thereof, back to the said point of interchange, shall not exceed
five dollars ($5) per car load, regardless of weight, in each direction; the said tolls to
become effective at Winnipeg not later than the ITth day of May next, and to be shown
in the grain tariff which provide for ' stoppage in transitu ' at Winnipeg for the pur-
poses herein indicated, as well as in the tariffs of interswitching tolls, — issued April
20, 1909.

Jolin McKenzie, J. H. Scohell and Rideau Lumher Co. v. Grand Trunl- Railway.

John McKenzie, of Ormsby; J. A. Scobell, of Kingston; the Rideau Lumber
Company of Ottawa, and others, complained that the freight rates charged by railway
companies on telegraph, telephone and trolley poles were unjustly discriminatory
with respect to the rates charged on lumber and other forest products.

REPORT OF THE COMMISSIONERS 261

SESSIONAL PAPER No. 20c

Chief Commissioner Mabee, in delivering the judgment of the Board (March 25,
1909), 8 Can. Ry. Cas. 339, said: ' The impression I formed at the hearing was that,
although there was some extra risk in the carriage of poles, yet that no reason ex-
isted why they could not be safely loaded if proper care were exercised. I think an
order should issue embodying the recommendations of the Chief Traffic Officer.'

Mr. Hardwell, Chief Traffic Officer of the Board, reported as follows :

' Prior to the issue of the order of the Board dated July 30, 1904, Scobell v. Kings-
ton and Pembroke Railway Company, telegraph poles were not rated in the Canadian
freight classification, but were specified for carriage by special contract only. By
that order wooden telegraph, telephone and trolley poles were added to the list of
commodities which are included in the Canadian classification under the heading
of '■ lumber." The classification now reads as follows : —

Logs, masts, piles, spars, telegraph, telephone and trolley poles, timber and trans-
verses L.C.L. 4 C.L. 10

Under the classification, the minimum carload weight for lOtli class traffic is
30,000 lbs. per car of not over 36 feet 6 inches inside or platform length, and that is
the minimum charged for short poles on single cars; on long poles Rule 1 (c) pro-
vides that long poles requiring two or more cars for carriage are charged the 10th
class minimum of 30,000 lbs. for the first car, and two-thirds of the classification
minimum, or 20,000 lbs., for each additional car over which the poles extend.

That order did not mean that the companies were to charge 10th class rates and
none other on poles, any more than on lumber and other forest products which are
generally carried at commodity rates ; the intention was to abolish the special con-
tract privilege as tending to variation and discrimination. Whether or not, as a
result of that order, taken in connection with the remark of the Chief Commissioner
in the judgment that " the second ground of complaint that the rates upon telegraph
poles were excessive in that they were higher than the rates on ordinary lumber, the
Board was not satisfied that this matter of complaint had been fully and sufficiently
argued," the companies, in the following November, issued new tariffs on forest pro-
ducts, in which the ordinary 10th class rates, under the Canadian classification, were
substituted for the special mileage scale which had previously been in force. That
old mileage scale, applicable, by the way, between the stations of one company only,
made the rates on telegraph, telephone and trolley poles 20 per cent higher than the
rates on common lumber; also, under that scale, the minimum weights for long poles
requiring two or more cars were 30,000 lbs. on the first car, or the same as for single
cars, and 20,000 lbs. for each additional car, so that the carload minimum weights
then were practically the same as they are now.'

It was stated at the hearing, by Superintendent Donaldson, of the Grand Trunk,
that on his division (the old Canada Atlantic and O.A. & P.S.) the pole shipments
numbered probably 1,500 cars a year, and that about 85 per cent were short poles
carried on single cars. It also appeared from the evidence that the risks of trans-
portation which the companies considered entitled them to higher rates on poles than
on lumber pertained to the long poles rather than to the short ones. These risks,
however, seemed to be attributable very largely to the lack of inspection and the non-
observance of the rules of the Master Car Builders' Association governing the load-
ing of lumber, logs, poles, &c., on open cars, known as the "M.C.B." rules, Xo. 30 of
which reads as follows: —

' All material caiTied on two or three cars must always be examined by a com-
petent inspector before the cars are moved from the loading point. If an inspector
is not stationed at the loading^point, the agent must give notice to the proper au-
thority when the cars are loaded, so that proper inspection may be arranged for. The
object of such inspection is to see that these regulations have been complied with.'

The M.C.B. rules give detailed instructions as to the loading of logs, poles, &c.,
the size of stakes, tie wire.s, &c., and are accompanied by explanatory diagrams, and

262 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

if these rules are strictly complied with, there would seem to be no reason why tele-
graph poles, under ordinary conditions, should not be safely carried. Similar risks
are incurred with respect to improperly staked lumber, and the evidence seems to me
to prove that the difficulties complained of should be preventable by rigid inspection
rather than by the imposition of higher rates. Whether the rate be low or high, the
risk exists — possibly the higher the rate the greater the risk, as shippers would prob-
ably be inclined to greater carelessness on the theory that they w^ere paying the com-
panies well for any extra duties thrown upon them.

It was also stated, as a reason for the higher rates, that empty cars had often to
be hauled considerable distances for loads, whereas box cars may be immediately
available for lumber shipments; but this same empty movement of flat cars is fre-
quently necessary in the case of lumber and machinery shipments, racked cars for
bark, flats for logs or square timber, &c.

As regards the practice elsewhere ; the Canadian Pacific carries both long and
short poles on its main and branch lines in British Columbia, at the same rate as
charged for lumber, but the minimum carload weights are not so favourable as in the
east. These minimums are somewhat variable, but in most cases the long poles are
carried at a minimum of 30,000 pounds for each car used. It is true that the rates in
British Columbia are greater than in eastern Canada, but so also is the cost of haul-

fge.

As the companies do not file their local tariffs with this Commission, I have not
the means of knowing what the local rates of the companies operating in the United
States may be, except in the case of the Michigan Central, whose local commodity
tariff on lumber and forest products, G. F. D. No. 7576, effective July 7, 1908, I have
before me. This tariff applies between all stations on the Mackinaw division and
branches north of Bay City, Mich., and it applies on telegraph and telephone poles,
as well as on lumber and the other forest products which are usually carried at lumber
rates. The minimum weight is in accordance with the official classification, which
provides a minimum of 34,000 pounds for single cars, and only 50 i)er cent (or 17,000
pounds) for each additional car. The rates also are lower than charged by the same
company between its stations in Canada, and by the other Canadian companies. I
have examined a number of joint tariffs on forest products between two or more com-
panies within the United States, and these cover telegraph poles also.

In my opinion, taking into consideration the fact that lumber rates are applied
on short timber, logs, ties, fence posts, and the like; the evidence and the practice
elsewhere; the rates charged on short poles in eastern Canada are unjustly discrim-
inatory with respect to the rates charged on other forest products loaded on single
cars, and that the companies in eastern Canada should be required to carry wooden
telegraph, telephone, electric light, and trolley poles, on single cars, at the same local
and joint rates as lumber, when not subject to uncontrollable competition; or, in the
words of the order of the Board in the case of Gillies Bros, and the Kideau Lumber
Co., dated August 1, 1906, that the tolls ' shall not be higher than the tolls provided
in the special (local and joint) tariffs of the companies to apply on common lumber;
except that it shall not be obligatory on the companies to charge thereon such tolls
as may be made necessary by the competition of carriers not subject to the Railway
Act when such competitive tolls are lower than the lowest special tariff of tolls between
the same points on common lumber issued under ordinary transportation and trade
conditions.' I think, also, that the phraseology of that order should apply with respect
to shipments of poles from points in Canada to points in the United States between
which joint rail rates on general traffic are, or may be, made by the Canadian railway
companies with the concurrence of their United States connections.

As regards poles too long for a single car and requiring more than one car for
their carriage, I believe the companies are reasonably entitled to higher rates than for
single cars, and I would recommend that the scale used by the companies themselves

REPORT OF THE COMMISSIONERS 263

SESSIONAL PAPER No. 20c

prior to November, 1904, be prescribed, namely, 20 per cent higher than for single
car, the minimum weights to be in accordance with rule 1 (c) of the Canadian classi-
fication, and in the computation of the additional rate the fractions to be disposed of
as follows, namely: -25 and under, nil; -26 to-75=^ cent; -76 and over=one cent;
the rates in no case to exceed the 10th class rates between the same points.

Order, dated March 25, based upon the traffic officers report, issued accordingly.

Winnipeg Jobbers' Association v. Canadian Pacific, Canadian Xorfhern and Grand
Trunk Pacific Railway Companies. — Winnipeg Rate Case.

The Winnipeg Jobbers' Association applied to the Board for an order directing
the Canadian Pacific Railway Company to restore the traders' tariffs previously
existing in western Canada, from "Winnipeg, as a distributing centre (giving the
Winnipeg traders the benefit of the balance of the through rate on reshipments)
instead of the new tariffs recently put in force by the railway company.

Upon a complaint by the Portage la Prairie board of trade, the Board had held
that this system of traders' tariffs was illegal, as being unjust discrimination and
undue preference in favour of particular persons and between different localities,
and the charging of higher tolls for a shorter than for a longer distance where the
shorter distance is included in the longer.

The railway company complying with the view taken by the Board, had sub-
stituted the tariffs complained of by the applicants.

The application was heard at the sittings of the Board held in Winnipeg on the
16th and 17th September, 1908.

The facts are fully stated in the judgments of the Board : —

September 17, 1908. — Chief Commissioner Mabee, 8 Can. Ey. Cas., 175 : — The main
branch of this case has been very fully and completely presented, and so far as the
legal questions involved are concerned, I propose to deal with them now.

This matter grows out of a complaint made by the Portage la Prairie board of
trade. I do not regard it as being a continuation of that matter, but I should have
thought that perhaps it had better be regarded as consequent upon the order made
by the board upon the complaint of the Portage la Prairie board of trade. That
matter was fully considered by the Board, and the late Chief Commissioner gave
his reasons in writing. It is said no formal order issued, but the railway company
has attempted to comply with the view taken by the Board. The Railway Act of
1903 brought about this complaint. I do not think it has been stated how long the
then existing system had been on foot, but that is immaterial. For the purpose, I
presume, of establishing Winnipeg as a distributing centre, or at least assisting in
that the railway companies — first the Canadian Pacific Railway Company — adopted
this system of giving to Winnipeg traders or wholesalers, the benefit of the balance
of the through rate on reshipments. That was confined to certain persons, who, I
presume, were selected by the company or by some other body, and trade was carried
on under these traders' tariffs.

A complaint was brought against this system by the Portage la Prairie board of
trade, and the contention was raised that this system was discrimination as against
localities and discrimination as between individuals. The Board, in its judgment,
pronounced that system to be illegal, and ordered the railway company — or the rail-
way company consented — I think the late Chief Commissioner says — to file tariffs
with the view of eliminating the objectionable feature. Those tariffs having been
filed — the Winnipeg interests being hard hit by them, it is contended — applied to the
Board to withhold its consent to their going into effect. Those tarife may be ex-
cessive; I do not know whether they are or not, because there is no evidence given

264 RAILWAY COMMISSIO^'ERS FOR CANADA

9-10 EDWARD VII., A. 1910

upon the point. It is said by counsel for the applicants that the Board is bound to
find that they are excessive, because they have the effect of increasing the rates in
existence under the tariffs that were held to be illegal, because discriminatory.

Now, I do not. in any way disapprove of the proposition advanced by Mr. Hen-
derson— and in support of which he cited cases — that where a rate that. has been in
effect with the approval of a railway company, and apparently to their satisfaction,
is raised by another tariff, it is incumbent, other things being ^qual, upon the rail-
way company to show why the rate should be increased. The cases cited support
that principle, and it appeals to one as being reasonable. A toll has been established
upon which it is presumed a reasonable profit arose to the carrier, and if, without
any change in the conditions, the carrier makes up his mind that he will increase
the toll, it is only reasonable the carrier should show why the toll should be increased.
But that is not the present case. In this case this traffic was being carried under
tariffs that gave the Winnipeg dealer upon reshipment to certain persons the balance
of the throvigh rate. That was declared to be, upon this complaint illegal, because
it was preferential and discriminatory in favour of Winnipeg. I do not set that
tariff out of mind for the purposes of comparison, simply because it was declared to
be illegal. I set it out of mind, because it never was — so far as reshipments are con-
cerned— regarded by the parties, either the railway company or the shippers, as a
local tariff. It was not a local tariff; it was the balance of the through rate, and I
am not aware of any case in which a court has looked to the balance of a through
rate as being a reasonable sum to establish as a local rate. We have got no evidence,
it seems to me, which would enable us to presume one way or the other with refer-
ence to that old rate.

In addition to that — and increasing the difficulties of the position contended for
by counsel for the applicants — during the same period that the Winnipeg merchant
enjoyed the benefit of the balance of the through rate, there were side by side with
that, local tariffs in existence, and which people not favoured under the traders' tariffs
were compelled to use. It is said now that the new tariffs which have been filed do
not raise the rates that were in existence under the old local tariffs and which the general
public were compelled to pay. That being so, it seems to me it is idle to argue that
the Board, under the authorities that have been cited, is compelled to adopt the old
balances of through rates as reasonable local rates under the new tariffs. Mr. Hender-
son practically admits that there is no other evidence than the presumption that
should be drawn from the circumstances he relies on. Taking the view I do, it is
quite clear then that there is nothing in this case upon which the Board can put its
finger and say: This is an excessive rate. It may be excessive. I do not know as to
that; there is no evidence that it is, and the Board cannot act without evidence.

Then, two other branches of the case present themselves, and one is with refer-
ence to the granting of commodity rates out of Winnipeg. I understand it is argued
to-day or was yesterday for the first time, that that should be granted. It may have
been contended for earlier, but I do not know how that is. Mr. Chrysler takes the
position that the Board cannot order the railway company to grant every locality and
every place a commodity rate. As to that, I am rather inclined to the view that his
contention is right. I do not finally dispose of it at the moment, but it seems to me
off-hand that it is the railway companies that have the right to frame their tariff. The
Board does not frame the tariff, and the public does not frame the tariff; the statute
gives the railway company the right to frame its tariffs. And while the statute gives
certain control over the tolls to the Board of Railway Commissioners, it does not by
any means put the Board in the position of being able to in all cases control the car-
rier in the fixing of his tolls. I am inclined to the view that the carrier has the right
under the statute to name the localities as to which commodity rates mav be granted,
but as to that. I do not express any conclusive opinion. The matter presenting itself
in this way. I onlv indicate in the meantime what my unconsidered view of it is, so

REPORT OF THE COMMISSIOXERS 265

SESSIONAL PAPER No. 20c

that the question as to the granting of a commodity rate may be regarded as not being
disposed of, but reserved for consideration along with the second branch of this appli-
cation, and which I now shall briefly advert to.

Mr. Hardwell suggested yesterday that the Ontario town tariffs might be taken
as a basis for local tariffs applicable to the western provinces. I do not know to what
extent he had previously had an opportunity of considering that question; I do not
know yet whether these could be taken as the basis and made applicable to this part
of the Dominion. I do not understand that the railway companies would have any
serious objection to that being done, provided their revenue was not seriously dis-
turbed. I do not know whether, in order to get reasonable local tariffs throughout the
western provinces, these Ontario tariffs could be built upon, and standardized as Mr.
Hardwell suggests, eliminating the features I mentioned which Mr. Maclnnes referred
to, and taking into consideration the other surrounding conditions, trade conditions
of every kind, population, geographical situation and so on. That is a matter that
will require very much more careful consideration than it has been possible for my
brother commissioners or myself to give it since the proposition was first raised by
Mr. Hardwell. It is a matter that should also be fully and very carefully considered
by the railway traffic experts, and by the business interests that would be affected by
the disturbance of a system that has grown up in the western provinces, and which
is different, as was stated, from the system that has been applicable to the other sec-
tions of the Dominion. As to whether that should or should not be done, I do not now
decide. It is a matter, as I have said, that will require very careful consideration and
perhaps discussion.

In the meantime, the conclusion is that it is impossible to grant this application,
and by any sort of order bring about the system that was ordered by the Board to be
discontinued upon the application of the Portage la Prairie Board of Trade.

There is no evidence upon which we can reduce these tariffs that have been filed,
to the same sums that were paid by the favoured few imder the old traders' tariff.
There is no evidence upon which we can reduce, by 12A per cent, as was requested, or
by any other percentage, the tolls for the carriage of this traffic.

The case, therefore, in my view, resolves itself into two questions: First, as to
whether it is possible under the statute to compel commodity rates or commodity
tariffs; and second, whether it would benefit the public to standarize the Ontario
tariffs and endeavour to make them applicable to western tariffs.

The main application must fail.

These other two questions have grown out of it.

We think it wise that the situation should be dealt with now that it has arisen.
We think we should consider whether it is advisable to adopt the suggestions made by
Mr. Hardwell, and further consider whether the Board has jurisdiction to order com-
modity rates in the manner asked for. It is only right and proper that the Board
should observe the facts that have been given in evidence, and deal with the situation,
although it was not covered by the original application. So that, while we are refus-
ing the application as framed, we are reserving the two points, viz. : The advisability
or the possibilitj^ of applying the Ontario town tariffs, standardized and made suitable
to the differing conditions, and the possibility of granting the request made for the
cojumodity rates.

October 24, 1907. Hon. A. C. Killam, Chief Commissioner, 8 Can. Ky. Cas. 180—
This is a complaint of the Board of Trade of the town of Portage la Prairie, in Mani-
toba, against a series of special freight tariffs of the Canadian Pacific Railway' Com-
pany, expressed as ' To be used on reshipments by Winnipeg wholesale houses only to
traders doing business at or tributary to stations specified herein.' The grounds of
objection to the tariffs are that these tariffs are illegal inasmuch as they are discrimin-
tory as between different shippers and different consignees, and also as between differ-
ent communities.

266 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Evidence was taken in the matter before me alone at Winnipeg, under a special
order of the Board. Notice of the taking of this evidence was given to the Winnipeg
I5oard of Trade, that those representing the commercial interests of Winnipeg affected
by or interested in the tariffs might have an opportunity of taking part in the proceed-
ings and of taking any action which they might desire in support of the tariffs
objected to; and the president, the secretary, and two other members of the Winnipeg
Board of Trade attended.

The evidence given before me showed that no persons, outside of those whose
names appeared upon a certain list of wholesale merchants doing business in Winni-
peg, could ship goods under the rates mentioned in these tariffs, and that the company
had no tariff giving similar rates to other persons or classes, and that the rates, also,
were limited to shipments, to consignees whose names appeared in certain lists of
traders furnished to the railway company's agents at the different points respectively.
The evidence further showed that shipments made by or to others than the parties
named in these respective lists were governed generally by the rates in the ordinary
mileage tariffs of the company, which were considerably higher than the rates in the
tariff's objected to. The evidence further showed that there was no tariff of a similar
description for shipments by similar classes of persons from Portage la Prairie, but
that such shipments were governed by the ordinary mileage tariffs under which the
rates were higher for proportionate distances. It further showed that, in some in-
stances, the rates from Winnipeg under the tariffs objected to, were lower than those
charged from Portage la Prairie to points westward therefrom, although the goods
were carried over the same routes from Portage la Prairie in addition to the distance
from Winnipeg to Portage la Prairie. The evidence also showed that, in many cases,
the rates from Winnipeg to Portage la Prairie under these tariffs were much less for
the same classes of goods than those from Portage la Prairie to Winnipeg.

Opportunity was given, both to the railway company and the Winnipeg Board of
Trade, to discuss the subject and to offer any remarks or arguments which they might
desire to make in regard to the complaint.

While counsel for the railway company did, to some extent, contend that the tariffs
were justified by the conditions existing, when they were originally framed, no real
argument in support of them was made. The gentlemen of the Board of Trade were
informed that if, after further consideration and taking legal advice, they desired to
offer anything in support of the tariffs, it would be considered by the Board. They did
state that, as these tariffs had been established for a considerable length of time and
business had been transacted under them, it would be unfair and would cause too much
disturbance in business to have them suddenly abrogated. All this occurred some two
months ago, and no communication has since been received from the Winnipeg Board
of Trade.

While refusing at the time to express an opinion upon the subject, I warned the
parties that it would be advisable that they should prepare for a change. Ample oppor-
tunity has now been given for the purpose, and I have been informed by the Assistant
Freight Trafiic Manager of the railroad company that the company is prepared to sub-
stitute by the 15th November next new tariffs which would not be open to the objec-
tions pvit forward by this complaint.

In my opinion the objections to the tariffs are well founded; they appear to me
to be contrary to the provisions of the Railway Act prohibiting undue or unreason-
able preferences in favour of particular persons and unjust discriminations between
different localities and the charging of higher tolls for a shorter than for a longer
distance where the shorter distance is included in the longer, and which require that
all tolls shall always, under substantially similar circumstances and conditions in
respect of traffic of the same description, &c., be charged equally to all persons.

In my opinion the parties interested should be notified that the Board considers
that these tariffs are contrary to the provisions of the Railway Act and that they

REPORT OF THE COMMISSIONERS 267

SESSIONAL PAPER No. 20c

will be disallowed, and that the railway company should, not later than the 15th day
of November next, file and put in force other traiffs in lieu of those complained of.
I think it advisable that the Board should not, in this instance, determine the
rates to be substituted, as much delay would be involved in making the necessary
inquiries; but that it will be sufficient to disallow these tariffs, allowing the company
to substitute new ones, which may be made the subject of complaint if found to be
unjust to any interests.

Winnipeg Jobbers' Association v. Canadian Pacific Railway Company. — Kootenay

Bate Case.

The Winnipeg Jobbers' Association applied to the Board for an order directing
the railway company to restore the former Winnipeg westbound rates to the Koote-
nay district.

After the judgment of the Board in the Vancouver eastbound v. Winnipeg west-
bound rate case, reported in the third report of the Board at pages 133 et seq., the
Canadian Pacific Railway Company removed the discrimination there found to exist
between localities, by raising the Winnipeg westbound rates.

The Winnipeg Jobbers' Association applied for an order directing the railway
company to restore the former Winnipeg westbound rates to the Kootenay district.
The application was heard at Winnipeg on the 16th and 17th September, 1908.

Held, that the application must fail, there being no evidence that these rates
were excessive.

Judgment, Chief Commissioner Mabee, September 17, 1908: — 8 Can. Ry. Cas.
173. We do not think, Mr. Chrysler, that it is necessary to trouble you in connection
with the Kootenay branch of this matter.

Mr. Henderson has very properly adxnitted that in view of the finding of the
Board in connection with the Vancouver eastbound rates v. Winnipeg westbound
rates, he is not able to further press the complaint.

It is quite apparent that in that proceeding, in which the Winnipeg interests
were represented, an attempt was made to attack the then existing Vaneouver-Xelson
rates, and evidence was given by the railway companies justifying the 85 cent toll.
It seems to have been carefully investigated, as the judgment shows, later on by ^Ir.
Hardwell, who reported that the figures submitted by the railway company were sub-
stantially accurate and correct.

The late Chief Commissioner, in a very carefully considered opinion, deals with
the various features, including the one I have adverted to, and the conclusion was
arrived at that it was impossible for the Board to declare that the eastern tolls out
of Vancouver were excessive. The determination of the Board further in that mat-
ter was. that the complaint of the Vancouver interests against the western rates out
of Winnipeg was well founded; discrimination was found to exist, and the railway
company was ordered to file a tariff that would remove that discrimination.

Now, Mr. Henderson very properly and candidly admits, if he is not able to
successfully attack the westbound toll out of Manitoba, that the only way the railway
company could comply with the order of the Board and remove the discrimination
that was found to exist was by raising the westbound rates from Winnipeg. That
the railway company has done, and no evidence has been given that these rates are
excessive. I do not say whether they are or are not excessive, but I do say that no
evidence has been adduced to that effect.

Counsel has practically admitted that he cannot hope to succeed upon the ap-
plication as it stands, but he has asked to have it further enlarged to be dealt with
later on. My brother Commissioners and I are both of the opinion that the better
way to dispose of the matter is to now dismiss the application, giving leave to the
applicant, if he so chooses, to file a new application in accordance with the rules of

268 KAIUYAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

procedure of the Board, in which he must fully detail and set forth whatever griev-
ances he thinks he has and that the Board has power to remedy. The former applica-
tion was merely a verbal one, taken up I have no doubt in Winnipeg by the late
Chief Commissioner as a matter of convenience. With the leave to the applicant,
which I have referred to, this present application may be considered refused.

Mallin & Sons v. Grand Trunk Railway Company.

' Malkin & Sons complained that higher rates were charged by the Grand Trunk
Railway Company from a point on a branch line for a shorter distance than from
points on the main line to the same point, thereby constituting unjust discrimina-
tion between diiferent localities within the provisions of section 315 of the Railway
Act.

The application was heard at Toronto on May 20, 1908. The facts are fully set
forth in the judgment of Mr. Commissioner McLean, concurred in by the Chief Com-
missioner Mabee, Mr. Commissioner Mills dissenting, holding that unjust discrimina-
tion had been shown.

Judgment, Mr. Commissioner McLean, November 28, 1908 (8 Can. Ry. Cas.,
183) : — In this case it was complained that the Grand Trunk charged higher rates on
tan bark from Spruccdale than from Burk's Falls and Sundridge; these three stations
all being on the lines of the Grand Trunk Railway. Spruccdale is eleven miles west
C't Scotia Junction on what was formerly known as the Canada Atlantic Railway, a
line which is now controlled by the Grand Trunk by stock ownership. Burk's Falls
and Sundridge are 10 and 21 miles, respectively, north of Scotia Junction on the main
line of the Grand Trunk Railway.

The essential points of the complaint may be indicated by a consideration of the

distances and rates involved in the shipments to one of the points consuming tan

bark : —

To Berlin. Miles. Special commodity

From Burk's Falls. . . .' 201 Scents.

" Sundridge 213 8 "

" Spruccdale 202 10 "

It is alleged that this is proof of an unjust discrimination against Spruccdale.

It was shown in evidence that from all points within a zone extending from Kear-
ney, a short distance east of Scotia Junction to Depot Harbour, a distance of some
58 miles, there was a group rate on tan bark. For example, all points within this
group paid 10 cents per 100 pounds in carload shipments to Berlin. The applicant
Malkin, stated in evidence (vol. 62, p. 3734) that what he especially objected to was
this grouping. Counsel for the applicant also urged that Spruccdale should be given
a lower rate than the further distance points included in the same group.

It was contended by the respondents that while the Grand Trunk Railway con-
trols and operates what was formerly the Canada Atlantic Railway, the latter com-
pany still retains its legal identity, and that substantially the same relations should
exist between the two companies at present, in respect of the division of the through
rates, as existed before the unification of control and management took place. This
is not material as an answer to an allegation of discrimination.

It is established that there has been a material reduction of rates. When the
Canada Atlantic was operated as a separate railway, the rate on tan bark from Spruce-
dale to Berlin, to take one of the points affected, was 11 cents; when the Grand Trunk
obtained control of this line in 1905 the rate was reduced to 10 cents, and the rate
was further reduced on March 7. 1908, to 9 cents, a reduction of approximately 18 per
cent, in the period in question.

REPORT OF THE COMMISSIO^'ERS 269

SESSIONAL PAPER No. 20c

The central point in the complaint is one of group rates complicated by consid-
eration of main line and branch line traffic. Group rates of necessity result in a cer-
tain amount of discrimination ; so long as the discrimination is not undue, such rates
are not unlawful. Desel-Boettcher Co. v. Kansas City Southern Kailwav Companv,
1-2 I. C. Rep., p. 222.

So far as the complaint regarding the Kearney-Depot Harbour group is concerned,
this was met by the issue of a special freight tariff (Sup. 13 to C. R. C. No. E-517)
which broke up this group and gave Sprucedale the advantage of its proximity to the
junction point.

While under existing tariff conditions the Sprucedale rate is 9 cents, and the
Burk's Falls rate 8 cents, the difference in rate is not conclusive as regards the ques-
tion of discrimination.

Counsel for the applicant holds (see evidence, vol. 62, p. 3730) that this is a dis-
crimination which is forbidden under subsection 4, of section 315, which states that :
* No toll shall be charged which unjustly discriminates between different localities.'

In the application of section 415, subsections 1 and 5 afford certain tests which
are to be used by the Board as criteria of discrimination. These are inequality of
tolls in respect of any or all of the following conditions : —

1. Under substantially similar circumstances and conditions.

2. In respect of all traffic of the same description.

3. In respect of all traffic of the same description carried on or upon the like kind
of cars.

4. Passing over the same portion of the line of railway.

5. Like description of goods carried under substantially similar circumstances
and conditions in the same direction, over the same line, a greater charge made for a
shorter than for a longer distance, the shorter being included in the longer.

The tests which are applicable to the facts of the case are the first and fourth.

(1) Substantially similar circumstances and conditions.

The traffic concerned originates on a branch line. The Board has recognized
that branch line freight rates may be on a higher basis than main line freight rates
to shorter distance points, so long as the rates are not unreasonably or disproportion-
ably higher, Almonte Knitting Company v. Canadian Pacific and Michigan Central
Railway Companies. 3 Can. Ry. Cas. 441.

Inferentially it is justifiable to apply the same principle in respect of traffic
originating on a branch line. This establishes an initial dissimilarity of circum-
stances.

While not holding that the entire cost of the upkeep of a particular branch line,
division or other portion of a railway must in every case come from the receipts of
such portion, it must at the same time be recognized that each ton or passenger
moving over such portion must, if the traffic is light, contribute a proportionately
higher amount per unit to such upkeep than in the case of a portion of line where the
traffic den.sity is greater. The lighter traffic on what was known as the Canada
Atlantic is a material fact.

(2) Traffic passing over the same portion of the line of railway.

It is apparent that in so far as the passing of the commodities over the ' same
portion' of line is concerned there is an initial dissimilarity of circumstances which
does not disappear until the junction point is reached.

It does not appear that the difference in rates now existing as between Spruce-
dale and Burk's Falls brings the complaint within the provisions of section 315 of
the Railway Act, and judgment should therefore be given against the applicant.

Chief Commissioner Mabee. — I agree.

December 7, 1908. — Mr. Commissioner Mills (dissenting). — Having to dissent
from the judgment in this case, I wish to state briefly my reasons for doing so.

270 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Regarding branch lines of railway, it is alleged in this judgment that, unless in
exceptional instances, ' it must be recognized that each ton or passenger moving over
such portion (that is, over a branch line) must, if the traffic is light, contribute a
proiwrtionately higher amount per unit to such upkeep (the upkeep of the branch
line) than in the case of a portion of the line where the traffic density is greater,
'each ton or passenger must contribute a proportionately higher amount'; and then,
on this ground alone, it is held not to be unjust, in other words, that it is fair and
reasonable, to charge a considerably higher rate on traffic which originates on a branch
line, than is charged on the like traffic when it orginatcs on a main line, in the same
locality, and is carried the same distance — even a greater distance — to the same
destination, the former being carried 16-17 and the later 17-17 of the total distance
(202 miles) over the main line.

Now, referring to the above dictum regarding branch line traffic, I might ask
whether it is right to assume that branch lines which, owing to lighter traffic or other
causes, show less direct profit than the main line (perhaps not much over the cost of
operation and maintenance) do not make a reasonable return to the company, and
conclude that as a consequence the traffic (every ton of freight and every passenger)
moving on such branch line ' must ' be made to pay higher rates than are paid for
like traffic on the main line? Is it not a fact that the capital invested in branch
lines is generally much less per mile than that invested in the main line — less expen-
sive bridges, comparatively inferior roadbeds with sharper curves made to save
expense, lighter rails, less expensive stations, lighter engines and less valuable passen-
ger cars? Is it not also a fact that the service on branch lines is nearly always less
frequent, less regular and worth less than that on the main line? Branch lines
figured alone may not make a very good showing, but they may nevertheless pay well
as feeders to the main line; and without such feeders the profits on many main lines
would be greatly reduced.

If this doctrine regarding the traffic on branch lines is sound, it follows that the
Board ought to rescind or vary the order of the late Chief Commissioner fixing the
passenger fares to be charged by our railway companies at three cents per mile on
all lines, including every branch line, operated in any part of the Dominion between
Calgary and the Atlantic ocean; and the said companies should at once be authorized
to issue higher and different tariffs, both freight and passenger, for many, perhaps
most, of their branch lines, varying them from time to time, so that they shall be
inversely proportional to the traffic on each branch compared with that on the main

line.

The main line of the Grand Trunk Railway runs from Montreal to Toronto and
en west to Sarnia; and many branches run off from it in different directions, among
which are a portion of what was known as the Canada Atlantic, extending from
Coteau on the main line, a distance of 339 miles, to Depot Harbour, and the branch
running from Toronto, north a distance of 227 miles, to North Bay. The latter
branch crosses the former at Scotia Junction; and, in the immediate vicinity of the
said junction, there are three places from which tan bark is shipped to, say, Berlin,
Ont, namely, Sprucedale, on the Canada Atlantic branch 202 miles from Berlin;
Burk'= Falls, on the North Bay branch 201 miles from Berlin; and Sundridge, on the
North Bay branch 212 miles from Berlin — all in a group ; and, in making rates under
the group system, the fundamental point is that all shippers in the same group shall,
regardless of distances, be charged the same rate to common markets, in order that, so
far as freight charges are concerned, no one in the group will be at a disadvantage in
the markets to which they all ship.

In this case, the rate on tan bark from Sprucedale to Berlin is 9 cents per 100
pounds, while that from Burk's Falls and from Sundridge to Berlin is 8 cents per 100
pounds ; that is, a shipper at Sprucedale is charged 12i per cent more on a carload of
tan bark shipped to Berlin, than a shipper at Burk's Falls is charged on a carload of

REPORT OF THE COMMISSIONERS 271

SESSIONAL PAPER No. 20c

the same commodity, shipped by the same railway, the same distance, to the same des-
tination, and 12^ per cent more than is charged on a like shipment from Suudridge,
ten miles farther, to the same destination. This is an undoubted discrimination
against Sprucedale; and in the judgment of my coUeaguess it is admitted to be a dis-
crimination; but it is held not to be unjust — in other words, it is justified and
approved — simply and solely on the ground that traffic from Sprucedale originates on
a branch line and is carried eleven miles out of 202 miles on a branch line , while
traffic from Burk's Falls and from Sundridge originates on and is carried all the way
on a so-called main line (the Xorth Bay branch) ; therefore, it is held to be just, fair,
and reasonable to charge Sprucedale 12^ per cent more for a given service than is
charged to Burk's Falls and Sundridge for the same or a greater service — in spite of
the practice of the company at Allandale, on the same line, in dealing with traffic from
the Collingwood and Penetanguishene branches, and at a large number of other junc-
tion points where there is no extra charge on traffic from branch lines, even when the
said traffic is carried for long distances over branch lines.

Speaking for myself, I can only say, in the language of the Chief Traffic Officer
of the Board, that ' I am unable to see any exceptional conditions to justify a higher
rate from Sprucedale ' than from Burk's Falls and Sundridge. Hence I cannot concur
in the judgment of Mr. Commissioner McLean, which is based upon what appears to
me to be a strained interpretation of two phrases in section 315 of the Railway Act.
The judgment was a surprise to me; and, if followed in subsequent judgments, it will
iindoubtedly benefit persons who live near main lines of railway, and result in serious
injury to those who have to travel and do most of their shipping on branch lines.

I say nothing about the reasonableness or unreasonableness of the rates in them-
selves— 9 cents per 100 pounds, from one of the places in question, and 8 cents per 100
pounds from the other two places; 8 cents or 8i cents might be or might not be a fair
and reasonable rate from the three places. The evidence on the point is very meagre.
Hence I do not feel warranted in expressing an opinion ; but my judgment is that a
discrimination of 12 J per cent against Sprucedale — because it has to ship eleven miles
out 202 miles, or a little less than one-seventeenth of the total distance to destin-
ation, over a branch line — is unjust ; and that the railway company should be required
to cease and desist from charging i)ersons who ship from Sprucedale a higher rate
than it charges persons who ship from Burk's Falls or Sundridge, the same or a
greater distance, to the same destination.

The Grand Trunk Bailway Company v. United Counties Bailway Company.

The facts of the case are as follows : —

Counsel for the Grand Trunk claimed that the increased cost to that company of
carrying on its business occasioned by the crossing should be borne by the junior com-
pany under the agreement. The contention of counsel on behalf of the United
Counties Eailway Company was that the Grand Trunk was the senior road only so far
as the track existing at the time of the order of the Railway Committee of the Privy
Council of March 21, 1893, was concerned; that, although the Grand Trunk, under its
charter, had the right to build additional tracks, yet if another company is incorpor-
ated in the meantime and actually builds its railway and crosses the only track then in
existence, and then some years later the senior company constructs additional tracks,
the company which was the junior road at the time of the first order was made for a
crossing, should not have to bear the expense of protecting the additional tracks laid by
the Grand Trunk.

April 22, 1908, Mabee, Chief Commissioner, 7 Can. Ry. Cas 294 : — In view of the
statutes that have been cited (and indeed Senator Beique admits it), the Grand Trunk
at the point in question is the senior road. The facts quite justify the admission.
The original incorporation of the ancestor of the Grand Trunk at the point in question

272 RAIUVAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

ill 1845, the agreement of 1853, and the Act incorporating the original road with the
Grand Trunk in December, 1854, the introduction in that Act of the Railway Clauses
Consolidation Act, and the section of the Railway Act referred to giving the railway
company the right to lay one or more tracks, the road having been constructed, all
make the Grand Trunk the senior road, at any rate down to the date of the agreement
of loth April, 1893, with the United Counties Railway (which was the predecessor of
the Quebec, Montreal and Southern Railway) so that there is no manner of doubt that
as to the single track the Grand Trunk was the senior road.

I am not able to follow the argument of Senator Beique that there can be seniority
tos to one of these tracks and not as to the other, and the ruling is that the Grand
Trunk is senior not only to the track already constructed, but as to the intended double
track.

Canadian Northern Railway Company v. Canadian Pacific Railway Company.

This was an application by the Canadian Northern Railway Company for an order
for the crossing by its Hartney-Regina branch over the Wolseley-Reston branch of the
Canadian Pacific Railway Company, asking at the same time that the order of the
Board approving the location of the latter branch, be varied. The only question
argued was as to which of these branches was the senior road.

The plans of the Hartney-Regina branch of the Canadian Northern Railway were
approved by the Board on the 17th June, 1904, and registered on July 26, 1904. The
plans of the Wolseley-Reston branch of the Canadian Pacific Railway Company were
approved by the Minister of Railways and Canals on February 24, 1905, and registered
on April 5^ 1905. The approval of the Board was granted on July 18, 1905, and the
plans again registered on October 3, 1905.

The contention of the Canadian Northern was that the prior approval and regis-
tration of plans of the Hartney-Regina branch made the road senior to the Wolseley-
Reston branch of the Canadian Pacific Railway Company. Construction work upon
these two branches commenced at about the same time, but the Wolseley-Reston branch
at the point of crossing in question was built first and that road was in operation when
the construction work on the Hartney-Regina branch reached the crossing. The
Canadian Pacific had some years prior to the sanction of the plans of the Wolseley-
Reston branch, obtained a patent covering the land at the point of crossing, and that
company was the owner of the land at the point in question long prior to the approval

of the plans.

May 14, 1908, Mabee, Chief Commissioner, 7 Can. Ry. Cas. 29 1 :— I do not think
that the mere approval by the Board of the plans filed with it necessarily gives
seniority to the plans first approved. Section 159 of the Railway Act defines the effect
of approval or sanction, which it is said shall be deemed to be merely approval of the
location of the railway and the grades and curves thereof, as shown in the plan, profile,
and book of reference, but not to have relieved the company from otherwise complying
with the Act ; and in granting sanction or approval, the Board is bound by the general
location as approved by the Minister of Railways, and may only sanction a deviation
ol not more than one mile from any point on the general location as approved by the

Minister. , . . . i x- -^i

It seems to me that the railway that is m actual occupation, with an existing
work upon the ground, with the ownership of the fee at the point of crossing, has much
stronger claims to seniority than the railway which has merely obtained a prior sanc-
tion of its plans; and I have no hesitation in holding that the Wolseley-Reston
branch of the Canadian Pacific Railway Company is, at the point in question, senior
to the Hartney-Regina branch of the Canadian Northiern Railway Company ; and the
terms and conditions of the crossing order must be based upon such seniority.

REPORT OF TEE COMMISSIOXERS 273

SESSIONAL PAPER No. 20c

Grand Trunk Pacific Bailway Company v. Canadian Pacific Railway Company.

This was an application by the Grand Trunk Pacific Eailway Company, under
section 227 of the Railway Act, for leave to cross the track of the Canadian Pacific
Eailway Company (Pheasant Hills branch), in township 29, in the province of Sas-
katchewan.

The applicant company claimed to be senior to the Canadian Pacific Eailway
Company at the point of crossing. The crossing had been constructed and paid for
By the applicant company and the point in issue was as to the cost of construction and
maintenance.

The evidence disclosed that the Canadian Pacific Eailway was prior to the appli-
cant company both in the sanction and location of its line of railway, as well as con-
struction work upon the ground, but after this application was made to the Board,
the applicant company obtained from the Crown a patent covering the land at the
crossing, and the contention of counsel on its behalf was that by reason of owning
this land it was in a position to cross the line of the Canadian Pacific Eailway free
from burden.

Judgment, May 14, 190S, Mabee, Chief Commissioner (7 Can. Ey. Cas. 299) : —
I do not think this to be the fact. 44 Vict., chap. 1, contains the contract entered into
between the government and the Canadian Pacific Eailway Company. Paragraph 14
of the contract gives the company authority to construct, equip, maintain, and work
branch lines of railway from any point or points along their main line to any point
or points within the territory of the Dominion, and before commencing any such
branch, provision is made for deposit of a map or plan of such branch in the Depart-
ment of Eailways. The government was bound under the contract to grant to the
company the lands required for the roadbed of such branches, and for the stations,
station grounds, buildings, workshops, yards, and other appurtenances requisite for
the efficient construction and working of such branches, in so far as such lands were
vested in the government. Paragraph 10 of the contract made provision that the
government should grant to the company the lands required for the roadbed of the
railway and its stations; this, I presume, applying to the main line. Then, in pur-
suance of this contract, the branch in question was constructed; thus, in my view,
entitling the railway company to obtain a grant of the lands required for the road-
bed.

By 3 Edward VII., chap. 7, being the Act respecting the construction of the
National Transcontinental Eailway, the agreement forming the schedule to that Act
is ratified and declared binding upon His Majesty; and under section 46 of the con-
tract the government of Canada binds itself to procure to be granted to the Grand
Trunk Pacific Eailway Company, in so far as the same are vested in His Majesty in
right of the Dominion of Canada, such lands as may be required for the right of way
of the western division, and for all stations, station grounds, &c'.

At the time this application was made, the Grand Trunk Pacific Eailway Com-
pany had not acquired title to the land at the point in question; but since the appli-
cation a grant has been obtained pursuant to the provisions of the contract above
referred to.

It does not appear why the grant was made to the Grand Trunk Pacific Eailway
Company in the face of the statutory contract entered into under the provision of 44
Vic; and I am of the opinion that the Canadian Pacific Eailway Company, having
constructed by virtue of the authority of that statute, became entitled to a grant cov-
ering its roadbed, and that, for the purposes of the application of the Eailway Act
and the disposition of the question of seniority as between these railway companies
at the point in question, the production of the Crown grant by the Grand Trunk
Pacific Eailway Company should not be allowed to have the effect of displacing or

20c— 18

274 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

curtailing the rights which the Canadian Pacific Railway Company obtained under
prior legislation and acted upon by placing its railway upon the ground.

I am clearly of the opinion that tlie Canadian Pacific Eailway Company is senior
to the Grand Trunk Pacific Kailway Company at the point in question, and the order
must contain terms based upon that company being so senior.

New V. Toronto, Hamilton and Buffalo Railway Company.

This was an application by Henry New, of Hamilton, under sections 252 and 253
of the Railway Act, for an order directing the Toronto, Hamilton and Buffalo Railway
Company to provide and construct a suitable crossing where its railway abuts the land
of the applicant in the township of Barton, county of Wentworth.

By the construction of the T. H. & B. Railway, applicant was deprived of access
to a travelled road except by passing over the land of his sons and crossing a number
of railway tracks, and the object of the application was to obtain access to the said
road by a crossing over the railway, for the purpose of more conveniently carrying on
his manufacturing business, but not in any way for farm purposes or as a farm cross-
ing.

Judgment, Chief Commissioner Mabee, October 30, 1908, 8 Can. Ry. Cas. 50: — I
think under the circumstances of this case and the land-locked position of the appli-
cant's lands, it is not unreasonable to allow him a crossing of the nature of a farm
crossing over the lands of the railway company. The company objected that the cross-
ing, not being intended for farm purposes, could not be ordered by the Board. I do
not think the Act should be construed in such a narrow manner. So to construe it
would produce great injustice and hardship in many cases. The parties did not pro-
duce the conveyances affecting the lands of the applicant or of his predecessors in title,
or of the railway company's right of way at the point in question; and we are in the
dark as to terms and conditions therein, if any.

There seems to be no greater danger, indeed less, in allowing the applicant to
cross at or near where he desires, than to require him to obtain access to Trolley street
over the lands of his sons, if he were able so to do, and as to which there is no evi-
dence.

I do not think it needful to refer to the cases cited by counsel, as I have come to
the conclusion that the Board may as a matter of discretion grant the crossing asked
for.

It may be that this crossing can be located at a point less inconvenient to the rail-
way company than that demanded by the applicant, and the Board's engineer will in-
Bi)ect the premises and locate the crossing upon the ground.

All expense connected with the construction of the crossing will be borne by the
applicant.

The company asks that it should be idemnified by the applicant for all damage
they may be put to by reason of accidents at this proposed crossing. I do not think
this reasonable, as damages might arise through the grossest kind of negligence of its
employees, and it would be manifestly unfair that such should be visited upon the
applicant. When the engineer inspects the premises, he may make inquiries as to
the hours that the line of railway is mostly used, and if he finds it possible to limit
the hours that the applicant may use the crossing, in order that possibility of accidents
may be minimized, he may report to the Board his conclusions, and before the order
issues, those (if any) will receive due consideration. The engineer will also report as
to such protection, if any, as he deems necessary.

Order, directing the railway company, at the expense of the applicant, to provide
and construct at once a crossing in the nature of a farm crossing at a point about
ninety feet east of the frog on the site of the present crossing, as shown on the plan
filed; and directing the applicant to put up and maintain a sign at the gates leading

REPORT OF THE COMMISSIOXERS 275

SESSIONAL PAPER No. 20c

to the Hamilton Pressed Brick Company's Works, warning people to look out for

trains and to close the gates, issued December 2, 1908.

Be the Application of Charles Blade for a farm crossing over the Cauda Southern
Railway, on the Southwest Quarter of the south half of lot 12, concession 8,
township of Raleigh, Kent county, Ontario.

Charles Slade, of North Buxton, Ontario, applied to the Board, under sections
252 and 253 of the Eailway Act, for an order directing the Michigan Central Eailroad
Company to provide and construct a suitable farm crossing on the south half of lot
12, concession 8, township of Ealeigh.

At the hearing the railroad company consented to provide a suitable crossing upon
the boundary line between Charles and Fred Blade's farms, in the said township of
Ealeigh.

The facts of the case are fully set forth in the dissenting judgment of Mr. Com-
missioner Mills.

The judgment of Chief Commissioner Mabee, October 21, 1908, concurred in by
Mr. Commissioner McLean, was to the effect that the offer of the railway company was
fair, and that the crossing should be put on the boundary line.

Judgment, Mr. Commissioner Mills, dissenting, November 5, 1908: —
It is not long since the applicant got possession of the farm in question. It came
to him by will, being half a 100-acre farm formerly owned and worked by his
father Eobert Slade, from whom ibe railway company purchased its right of way.
Since Charles Slade obtained possession of his fifty acres, he has been using a cross-
ing on his brother Fred's farm, which lies immediately east ; but Charles Slade's
buildings are near the side of his farm farthest distant from his brother's farm, and
therefore the use of the crossing on his brother's farm is a great inconvenience to him
and a constant annoyance to his brother.

Fnder the above circumstances, Charles Slade applied to the railway company
for a crossing over the railway on his own farm; and the railway company refused
to grant his application, on the ground that he had no legal right to a crossing.
Hence his application to the Board of Eailway Commissioners.

At the hearing the railway company again alleged that Charles Slade had no
legal right to a crossing, but admitted that he needed one, and offered to remove the
crossing on Fred. Slade's farm to the boundary line between Charles and Fred. Slade's
farms, and let Charles Slade use it in common with his brother. This Charles Slade
strongly objected to on the ground of very great inconvenience to him ; but the opinion
of the Chief Commissioner, then expressed, was that Charles Slade's farm, being only
a part of his late father's farm, he, Charles Slade, had no legal right to a crossing
offered by the railway company; the company to put in and maintain the gates and
planking and Charles Slade to do and maintain the grading necessary for the said
crossing.

Now, in reference to this opinion I may say that, after careful reading and study
of sections 252 and 253 of the Eailway Act, I have to confess my inability to see that
a farmer's legal right to a crossing over a railway is to be determined, or is in any
way affected, by the manner in which he obtains his land, whether by grant from the
Crown, by purchase from a private vendor, by inheritance, or by the will of a testator.
The language of section 252 .seems to me very plain and specific, that ' every com-
pany shall make crossings for persons across whose lands the railway is carried, con-
venient and proper for the crossing of the railway for farm purposes.' Also section
253, * The Board may, upon the application of any landowner, order the company to
provide and construct a suitable farm crossing across the railway, wherever in any
case the Board deems it necessary for the proper enjoyment of his land on either side
of the railway, and safe in the public interest'; and subsection 2, 'The Board may
20c— 18i

276 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

order and direct how, when and where, and by whom, and upon what terms and con-
ditions such farm crossing shall be constructed and maintained.'

Neither in these sections nor anywhere else in the Act do I find a word authoriz-
ing the Board to say that an applicant has no legal right to a farm crossing, simply
because his land came under the provisions of his father's will. The land in ques-
tion undoubtedly is a farm, owned and worked as a farm, and cannot be so worked,
unless the owner gets a crossing over the railway at some point ; for, as I stated above,
29 acres of his farm are north of the railway, while his buildings, orchard, farm lane
and 19 acres are south of the railway, the buildings being on the side furthest dis-
tant from his brother Fred's farm, on which there is a satisfactory crossing.

It is admitted on all hands that the applicant requires a crossing over the rail-
way; and it is provided in section 252 of the Kailway Act not only that such a cross-
ing shall be provided, but that it shall be ' convenient and proper for the crossing of
the railway for farm purposes.' How, then, can it be maintained that he (Charles
Slade) has no legal right to a farm crossing over the railway, and on what ground
is it ordered that he must either do without a crossing or accept the extremely incon-
venient crossing offered by the railway company?

The distance to be travelled by Charles Slade in going to work on, or in driving
live stock to the 29 acres lying north of the railway is as follows: —

Feet.

From the barn to highway on the south 462

Along highway, east, to boundary line between farms. . . ." 744
From highway, north, to crossing provided for in order. . . . 462
Distance across right of way of railway company 100

1,768
Length of each trip in return 1,768

3,536

This, in a word, means a trip of about two-thirds of a mile every time he goes
to and from work on the north side of the railway, and two-thirds of a mile every time
cattle are driven to and from the north 29 acres of the farm, for pasture, water, milk-
ing, or any other purpose — which certainly will result in great inconvenience, con-
stant annoyance and a serious loss of time.

In view of these facts, I cannot avoid the conclusion that by forcing the appli-
cant, Charles Slade, to accept a farm crossing over the Michigan Central Eailway,
away at one side of his farm, — at the side farthest distant from its orchard and farm
building's, — on the boundary line between his farm and that of his brother Fred Slade,
or be completely cut off from access to the northern 29 acres of his 48-acre farm, the
Board is doing Charles Slade an irreparable injury, — putting him to great and per-
manent inconvenience, requiring him to do a large amount of unnecessary travelling
from day to day, and compelling him constantly to incur very serious loss of time —
all without benefit to the railway company, the travelling public or any individual ; for,
by the order referred to, the railway company will have to remove the present right-
angle crossing which is on Fred Slade's farm, and construct a more expensive and
dangerous acute-angle crossing, slanting over its tracks on the boundary line between
Fred and Charles Slade's farms, furnishing a pair of separate but contigxious gates for
each farm ; Fred Slade will have to make a short lane from his present crossing to the
boundary line between his farm and that of his brother Charles ; and the risk to the rail-
way company, to trainmen, and to persons who use the railway will, in my opinion,
be greater than it would have been if Fred. Slade's right-angle crossing had been left
undisturbed in its present position and Charles Slade had been given a right-angle
crossing where he wants it, — in line with his farm lane, running from the highway
past his buildings, north, towards the railway.

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SESSIONAL PAPER No. 20c

I have stated that, in my opinion, the order iu question involves, not only gi-eater
expense to the railway company, but greater risk of accidents, with the consequent
results to all concerned, than the granting of Charles Slade's application would have
involved ; and my reasons for making the statement are as follows : —

1st. Precisely the same number of i)ersons, animals and vehicles will pass over the
railway tracks at the joint crossing as would have passed over them if Fred. Slade's
crossing had been left intact, and a separate, convenient crossing had been given to the
applicant, Charles Slade. The traffic is neither increased nor diminished by the substi-
tution of a joint crossing for two separate crossings, one on each farm.

2nd. Inasmuch as, under the order, the brothers will each have a pair of gates
under his own control at the joint crossing, — the same as they would have had at two
separate crossings, — the danger which may arise from gates being left open, will be
precisely the same as, no more and on less than, it would have been with separate
crossings, one on each farm.

3rd. It is generally conceded that there is greater risk to life and property when
a given amount of traffic is concentrated and carried over a railway by a crossing on a
single street or highway, than when it is distributed and carried over on two or more
streets or highways, a smaller amoiint on each. The same must be true in the case of
farm crossings — an increase in danger from concentration of traffic at a single cross-
ing.

4th. An acute-angle crossing, slanting over the tracks of a railway, such as that
ordered in. this case, is admittedly much more dangerous than a right-angle crossing,
such as Fred. Slade now uses, and as should, I think, have been given to the applicant,
Charles Slade.

Dissent and grounds therefor in brief: —

Therefore, I have most respectfully to dissent from the judgment of the Chief
Commissioner, concurred in by Mr. Commissioner McLean.

First, on the ground that the order provides, not for a ' suitable ' but for a very
inconvenient crossing, — and hence is, I think, clearly at variance with the letter and
intention of section 252 of the Railway Act, which says, without qualification, that
' Every company shall make crossings for persons across whose lands the railway is
carried, convenient and proper for the crossing of the railway for farm purposes,' not
any kind of crossings which the Board may think proper to order, but crossings which
are convenient and proper for the crossing of the railway for farm purposes.' The

Board may direct ' where- • such farm crossing shall be constructed and

maintained' (Section 253); but notice again that the language is 'such farm cross-
ing ' that is, the kind of farm crossing provided for in the preceding section— a farm
crossing ' convenient and proper for the crossing of the railway for farm purposes.'
The crossing provided by the order in question will, I presume, be ' proper ' as regards
the matter of construction, although it will be an acute-angle crossing, constructed
obliquely over the railway; but, on account of its location, it will be strikingly and
distressingly inconvenient, and therefore, I maintain, at variance with the Act as
quoted above.

Second, on the ground that, without benefiting any party or interest, the said order
will, not only deprive the applicant, Charles Slade, of the proper enjoyment of his
farm on the north side of the railway, but will do some injury to Fred. Slade, and will
result in more expense to the railway company and greater danger to trainmen and to
the travelling public than would have resulted from simply granting Charles Slade's
application for a crossing, say a right-angle crossing, on his farm.

My judgment is that Charles Slade's application for a farm crossing, say a right-
angle crossing, over the railway at the point indicated by him (693 feet from the
boundary line of his brother's farm, measured along the right of way of the railway
company) should be granted ; the railway company to put in and maintain the grad-
ing required for a suitable crossing.

Order, dated 14th January, 1909, directing that the crossing be constructed on the
boundary line between the farms of Charles and Fred. Slade, as aforesaid ; and requir-

278 RAILWAY COMMISSIOyERS FOR CANADA

9-10 EDWARD VII., A. 1910

ing that the crossing be provided with separate gates for entrance into each of the
fifty acres, issued in accordance with the judgment of the Chief Commissioner and
Mr. Commissioner McLean.

City of Victoria v. Esquimalt and Nanaimo Railway Company,

This was an application by the city for an order to review, rescind, or vary order
of the Board dated October 8, 1907, and for an order, under section 238 of the Railway
Act, directing the railway company to submit to the Board a plan and profile of the
railway at the place or point where its main line of railway crosses the land known aa
the old Esquimalt road, in Victoria west; and also for an order, under section 237 of
the Act, for leave to construct a level crossing for vehicular traffic, and to remove ex-
isting fences across the said highway.

The application was heard at the sittings of the Board held in Victoria, February
27, 1909.

The facts are contained in the judgment of the Chief Commigisoner.

Judgment, Chief Commissioner Mabee, March 16, 1909: —

The old Esquimalt road was for many years prior to the construction of the
Esquimalt and Nanaimo Railway a public highway leading from the city of Victoria
to Esquimalt. At or prior to the construction of the railway, a new highway was
established leading to Esquimalt, but the old road was never closed and has ever since
remained and still is a public highway, and is a public street within the limits of the
city of Victoria.

In the construction of the railway the grade fell much below the street level, on
one side four or five feet; no public crossing was provided and fences were erected
along the sides of the right of way, thus closing the street for vehicular traffic. This
was done without any apparent authority, but was acquiesced in by the city authori-
ties and the public.

On October 4, 1907, the railway company applied for leave to maintain, in its
then condition, a stile for foot passengers only at this crossing, and the city of Vic-
toria applied for a public crossing. The Board, by an order dated October 8, 1907,
granted the application of the railway company and refused that of the city.

On January 30, 1909, the city applied to review, rescind, or vary the order of
October 8, 1907, and the case was heard at Victoria on February 2-7, 1909. The Board
had an opportunity of viewing the locality in question and of hearing the views of the
engineers for the city and the railway company, and of counsel representing the city,
as well as the railway company and certain landowners who were affected by the street
being closed.

Conditions have greatly changed of late years in that portion of the city, and the
reasonable convenience of the public clearly requires the street to be opened for public
travel. The railway company has had the convenience of having the street closed at
this point for many years; but this closing can only be regarded as temporary and
subject at any time to alteration at the will of the city council, if that course seemed
reasonable. The crossing will by no means be a safe one for the public, but it is their
right to have it opened. The city could have required that when the railway was con-
structed, and such right still exists. As a term, however, of 0]}ening the crossing, the
city should require all the standing trees on the lot adjacent to the crossing to be cut
down, so a clear view may be had of the railway towards the city. It should also make
arrangements to prevent any building or buildings being erected on the vacant lot
across the street from that upon which the trees stand, so the view will not be ob-
structed and trains coming around the curve be prevented from being seen. The rail-
way company must do the necessary grading and planking for the crossing; the city
will have to maintain the crossing when constructed.

REPORT OF THE COMMISSIOXERS 279

SESSIONAL PAPER No. 20c

Upon the city furnishing evidence by affidavit that the trees have been removed,
and that binding arrangements have been made that buildings will not be erected on
the vacant lot, the formal order may issue.

Mr. Commissioner McLean, March 26, 1909 : —

I agree, but am of the opinion that the following should be added : * Near the
southeast corner of the proposed crossing there are, as shown on the plan on file with
the Board, two buildings near the right of way, the one which is most remote being
within 100 feet of the right of way. This obstructs the view of those driving up the
old Esquimalt road (shown on the plan as Wilson street), towards the proposed cross-
ing. The railway company should, at its own expense, arrange to have these two
buildings moved to such a distance from the right of way as will, in the opinion of an
engineer of the Board, give a reasonably good view of the curved portion of the track
to those who are approaching it from the city.'

Stiles V. Canadian Pacific Railway Company.

The 'applicant applied to the Board, under sections 252 and 253 of the Railway
Act, for an order directing the Canadian Pacific Railway Company, to construct and
provide a suitable farm crossing. It was alleged that the present undercrossing was
too small to enable the applicant to carry on properly his farming operations, and he
applied to have it enlarged.

The application was heard at Toronto on January 27, 1909.

Counsel for the applicant at the hearing contended that the applicant was en-
titled to ordinary facilities to enable him to farm his land; that the only passage across
the railway was an undercrossing which was too narrow; that, apart from any cross-
ing he might be entitled to under a contract with the railway company, the Board had
a right under the Act to direct the company to provide and construct a proper and
suitable crossing.

Judgment, Chief Commissioner Mabee, January 27, 1909, 8 Can. Ry. Cas. 190 : — If
we were dealing with this matter under the plan Mr. Moss has just referred to, and giv-
ing a crossing where one had not previously been in existence, it might be reasonable
to provide a crossing 14 feet in width, and possibly 14 feet in height, if the cost of
constructing such a subway was not prohibitive, bearing in mind the value of the pro-
perty. But that is not this case. We have a case here of a railway company, in 1889,
entering into a contract to construct and maintain an undercrossing. That crossing
was completed 12 feet by 12 feet, and the man used it for eighteen years, and so far
as the railway company was concerned no complaints were made to it that it was not
perfectly satisfactory. It would be entirely unreasonable, it seems to me, to disturb
the order of things which were apparently satisfactory to the man with whom the con-
tract was made. Under the circumstances we think the contract was fulfilled by the
construction of the crossing, and the contract as fulfilled in that way was satisfactory
to the then owner of the property, and the present owner of course can take no higher
position than his predecessor in title.

Under these circumstances we think the application must be refused, but an order
may go requiring the railway company to enlarge this to a 12-foot crossing, by 12 feet
in height, and to continue the maintenance of *it as the contract calls for.

Essex Terminal RaiUoay Company v. Windsor, Essex and Lake Shore Rapid Railway

Company.

On August 12, 1905, the township of Sandwich West passed a by-law authorizing
the W. E. &c., Ry. Co. to construct its line along a named highway in the municipality,
but the powers and privileges conferred were not to take effect unless a formal accept-
ance thereof should be filed within thirty days from the passing of the by-law. Such

280 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

acceptance was filed on September 12, 1905. This was too late, and on July 20, 1907,
the council of Sandwich West and that of Sandwich East respectively passed by-laws
containing the necessary authority.

In April, 1906, the location of the line of the E. T. Ry. Co., was approved by the
Board. In June, 1906, the Board made an order allowing the W. E. &c., By. Co. to
cross the line of the Canadian Pacific Railway. In March, 1907, another order respect-
ing said crossing was made and also an order approving the location of the W. E. By.
Co., the mvmicipal consent being obtained three months later.

The E. T. By. Co. applied to the Board to have the orders of June, 1906, and
March, 1907, rescinded and for an order requiring the W. E. By. Co. to remove its
track from the highway at the point where the applicant proposed to cross it to dis-
continue its construction at such point or, in the alternative for an order allowing it to
cross the line of the W. E. By. Co. on said highway. The applicants claimed to be the
senior road and that the W. E. By. Co. had never obtained the requisite authority for
locating its line. On a case stated to the Supreme Court by the Board.

Held, 7 Can. By. Cas. 109 and 8 Can. Ry. Cas. 1, that the Board had power to
refuse to set aside the said orders ; that the by-laws passed in July, 1907, were sufficient
to legalize the construction of the W. E. By. Co.'s line on said highway; and that the
Board can now lawfully authorize the latter company to maintain and operate its rail-
way thereon.

Held, further, that leave of the Board is necessary to enable the E, T. By. Co to
lay its tracks across the railway of the W. E. By. Co., on said highway.

Held also, that the Board, in exercise of its discretion has power by order to
authorize the maintenance and operation of the W. E. By. Co., along said highway and
to give leave to the E. T. By. Co. to cross it and the line of the Canadian Pacific
Railway near the present crossing and to apportion the cost of maintaining such
crossing equally between the two companies instead of imposing two-thirds thereof
upon the E. T. Ry. Co., as was done by a former order not acted upon; and to order
that if the E. T. Ry. Co. finds it necessary in its own interest to have the points of
crossing differently placed, it should bear the expense of removing the line of the W. E.
Ry. Co., to the new point of crossing.

Order, dated March 26, 1909, issued accordingly.

1. Refusing to rescind orders of June, 1906, and March, 1907.

2. Authorizing the Windsor, Essex and Lake Shore Rapid Railway Company to
maintain and operate its railway along the Gravel Road, in the township of Sandwich
West; and

3. Directing that the cost of maintaining and operating the crossing of the Cana-
dian Pacific Railway Company's tracks and the crossing of the tracks of the Windsor,
Essex and Lake Shore Rapid Railway Company by the Essex Terminal Railway Com-
pany, and of the protective appliances to be installed at the said crossings, ' be divided
equally between the Windsor, Essex and Lake Shore Rapid Railway Company and the
applicant company; Provided, however, that if the applicant company shall find it
necessary, in its own interests, to have the point of crossing or crossings, differently
placed, it shall bear the expense of removing the railway of the Windsor, Essex and
Lake Shore Railway Company to the new point of crossing.'

Be Lord's Day Act and Grand Trunk Railway Company.

This was an application by the Grand Trunk Railway Company for an order, un-
der subsection (x) of section 12 of the Lord's Day Act, R.S.C., chap. 153, permitting it
to do certain work on the Lord's Day in order to prevent undue delay to traffic.

The facts of the case are fully set out in the judgment of the Chief Commissioner.

Judgment, Chief Commissioner Mabee, October 17, 1908 (8 Can. Ry. Cas. 23) :—

This application is made by the Grand Trunk Railway Company under subsec-
tion (x) of section 12 of the Act respecting the Lord's Day.

REPORT OF THE COMMISSIOXERS 281

SESSIONAL PAPER No. 20c

Section 12 provides that notwithstanding the other provisions of the Act, any
person may on the Lord's Day do any work of necessity or mercy. Then in following
clauses a variety of matters are declared to be included in the expression ' work of
necessity or mercy.'

Subsection (h) is as follows : ' The continuance to their destination of trains and
vessels in transit when the Lord's Day begins.'

(fc) ' Work before six o'clock in the forenoon and after eight in the afternoon of
yard crews in handling cars in railway yards.'

(I) . . . . ' loading or unloading before 7 o'clock in the morning or ofter 8
o'clock in the afternoon any grain, coal or ore carrying vessel, after the 15th Septem-
ber.'

(a;)' Any work which the Board of Railway Commissioners for Canada, having
regard to the object of this Act, and with the object of preventing undue delay deems
necessary in connection with the freight traffic of any railway.'

What the railway company asks is as follows : —

' The Grand Trunk Railway Company of Canada hereby applies to the Board for
an order under subsection {x) of section 3 of the Lord's Day Act, 6 Edward YIL,
chap. 27, as follows: —

' 1. Permitting the said company, by its servants, workmen, and agents, in order
to prevent undue delay to traffic, to do on any Sunday, in the province of Ontario,
work incidental to the continuance to their destination of cars in transit at the begin-
ning of each Sunday, notwithstanding that the said cars forming part of the train so
in transit may not have a common destination, but may require to be switched,
shunted, or otherwise dealt with for the purpose of being sent on to their several des-
tinations.

'2. Permitting the said company to do, in the province of Ontario, such work
upon any Sunday as may be necessary for the purpose of furnishing to shippers of
live stock, a continuous railway service without which such persons would be unduly
hampered and delayed in their said business.

* 3. Permitting the said company to do, in the province of Ontario, such work
upon any Sunday as may be necessary for the purpose of furnishing to and from lake
ports, a continuous railway service for carrying grain from elevators and vessels, and
without which service such traffic would be unduly delayed.

' 4. Permitting, in the province of Ontario, the unloading of grain from vessels
at lake ports, and the loading of grain into cars at such ports, and without which ser-
vice such traffic would be undiily delayed.'

This whole subject received most careful consideration by parliament, and the
Act, as it stands, is the result of compromises made by those holding divergent views
upon the subject-matter of the legislation, and any encroachment upon its prohibitions
can be permitted only for the gravest and plainest reasons.

The Board's jurisdiction arises only in connection with the movement of freight
traffic; and as to that it is limited to such classes of work as it deems necessary to
permit with the object of preventing 'undue delay'; and in exercising jurisdiction,
the Board is bound to have regard to the object of the Act. Of course the object of
the Act is well known, and with its general intention of providing for a day of rest
in every week all must be in entire sympathy; and in dealing with the application,
this musi; be kept steadily in view.

Parliament dealt very exhaustively with this vexed subject, and the statute was
the result of much discussion and contention a very large section of the community
looks with a jealous eye upon the Act, and will regard with much concern any order
that may be made enlarging its provisions and extending exceptions to its prohibitions.
However, in the view I take, the railway companies cannot, under the Act, or any
order this Board may make be left in any way masters of the situation, and may be
called upon to justify any movement of freight that the order, I think them entitled

282 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

to, may cover. In other words, the burden will be upon them to sa-tisfy the court that
the particular movement was necessary to prevent ' undue delay,' which in each indi-
vidual case must be a question for the tribunal before which a prosecution may ba
launched. So, although parliament has conferred certain powers upon this Board,
the result of the section ds, I think, that those who interest themselves in the enforce-
ment of the Act may call the companies to account for anything done by them as a
result of this application, and so control may be retained and no abuse made of privi-
leges granted by the Board, even if such should be attempted.

Perhaps the most serious feature of this application is that referring to the grain
trade. The development of this traffic has likewise received the most careful atten-
tion in parliament, and millions of public and private money have been invested in
its development — in the deepening and improvement of harbours, the enlargement
of ships, the construction of canals, elevators and lighthouses, the enlargement and
extension of railway terminals, eliminating curves and lowering gradients — much
of which has been compulsory by reason of the keen competition of the American
carriers. Along the American lines there are no Lord's Day laws to interfere with
or temporarily check the flow. A continual struggle for this carrying trade exists
between the routes through Ontario and those through American channels. There
may be some extremists who would prefer that this trade through Ontario gateways
should be crippled rather than permit it to continue upon the Lord's Day; but I am
mistaken in my estimate of the Christian people of the province if there is not a
very large majority that would make reasonable concessions to avoid undue inter-
ference with this traffic were they satisfied of the existence of the facts that made
such course reasonable.

Now, under the Act as it stands, trains and vessels in transit when the Lord's
Day begins, carrying grain, may continue to their destination; and after September
15 in each year grain vessels may be loaded or unloaded before 7 a.m. or after 8
p.m. upon the Lord's Day; but it is said that this carrying trade cannot be retained
for Canadian carriers if these limitations are to be strictly observed.

Turning now to the evidence giyen upon the hearing, Mr. Tiffin, superintendent
of the northern division of the Grand Trunk Railway, has under his control the ports
of Midland, Collingwood and Meaford; he says that in order to take care of the grain
and by prompt movement protect the Canadian route, it is absolutely necessary to
move the empty cars upon the Lord's Day, to release the vessels ; that these latter
must be loaded promptly, that they may return for other loads, and that if this is not
done the vessel-owners will carry to American ports where they obtain a continuous
service; that this would mean to the vessel owner a trip or two more in the season
than to Canadian ports. The time of arrival of these vessels cannot be fixed, owing
to weather and other conditions, and that he has seen on Sundays two vessels at
Meaford, four at CoUingu-ood, and six or eight at Midland, all waiting to be unloaded.
This grain all passes through the elevators, and only one vessel can unload at a time
at each elevator. The cars for this grain will have to come to the ports ernpty; and
when the elevator is full, the empties are required to receive the grain through the
elevator from the ship, or unloading must stop. This grain comes from Port Arthur,
Duluth, Chicago and Fort William, and Mr. Tiffin says that at times they have been
unable to handle this traffic even by working seven days a week; and that to prevent
undue delay, after September 15 and for two months after the opening of navigation
in the spring, it is necessary to haul the empty cars in train-load lots through to the
lake ports on the Lord's Day, load from the elevator, and start them on to their desti-
nation.

Mr. Donaldson, superintendent in charge of Depot Harbour, states that in years
of good crops the railway has more grain to handle through that port than can be
cared for by working seven days a week; that there are 'tramp' vessels bringing
grain to Depot Harbour that would go to American ports if they were impeded in

REPORT OF TEE COilMISSIOXERS 283

SESSIONAL PAPER No. 20c

unloading; their arrival cannot be timed, owing to fog, congested condition in the
Sault canal, and stormy weather; and that 14,000,000 bushels have been handled
through Depot Harbour in one season. This is booked from Chicago, Milwaukee,
Duluth, Fort William and Port Arthur, for sailings from Montreal by various steam-
ships, in which space has been taken ; and during the rush season it is absolut-ely neces-
sary, in order to handle this traffic and preserve it over that route, to make move-
ments upon the Lord's Day that are prohibited by the Act. A large amount of
package freight from the Xew England states, New York and Boston, also from
Chicago and Milwaukee, passes through Depot Harbour. This is on the upper deck
of the vessels and the grain below. The package freight has to be removed before
the grain can be got at, and all this increases the difficulty connected with the unload-
ing of grain vessels at the week end.

Mr. Donaldson says the competitive routes with his are those that run to Galves-
ton, rail and ocean to Europe, and the lake ports to Buffalo and Toledo and other
elevator points; the grain going via Buffalo continues whether Sunday intervenes or
net; if that coming via the Canadian ports is held up for a day, a very serious handi-
cap is put upon the Canadian carrier as against his American competitor.

Mr. W. G. Brownlee, Manager of Transportation of the Grand Trunk Eailway
says that if they are prevented from taking empty cars to the lake ports on Sunday
this season, his road will lose the carrying of 5,000,000 bushels of grain. While the
mere money loss to a corporation not allowed to work its employees on the Sabbath
may be of no moment, it seems to me the pecuniary loss to the Grand Trunk by not
being able to carry this grain is not the only thing for consideration. If it were, I
should regard the evidence as of little value. If this grain cannot be carried by Can-
adian lines it will go through American channels, and others will benefit at the ex-
pense of the coimtry whose every effort has been put forth to acquire and hold
this carrying trade; and so, instead of merely the Grand Trunk interests being
involved, it is the larger question of the commerce of the country being at stake,
and while I am not at all of the opinion that this is a reason for making a week-day
of the Sabbath, I do think that some modification of the Act may be made so that
this traffic may be retained, and yet that the minimxim of Sunday work be permitted.
The railways carrying grain from Georgian Bay ports are in competition not only with
the American railways but also experience the keenest competition from the all-water
routes, not only in the movement of eastbound grain but in the westbound traffic. De-
pression in lake traffic has diverted many vessels from the upper lake carrying trade
to the longer routes to St. Lawrence points or through to Montreal. The movement
of this year's crop will tax to the utmost the capacity of the rail carriers from Geor-
gian Bay points, and to place themselves in a position to compete with some degree
of success with other routes, and obtain a share of this carrying trade, special tariffs
were filed by them with the Board, to become effective September 4, reducing the wheat
rate to 5 cents per bushel from Georgian Bay points to Montreal. It is manifest from
the conditions above indicated and others that exist, that some degree of freedom, con-
sistent with reason, should be extended to the rail carrier from Georgian Bay points;
others beside those who stand for strict Sabbath observance in Ontario are concerned
in this matter. Freight rates to ocean ports are of vital interest to the western
farmer, and any barrier along the route reflects upon the price obtainable by him for
his wheat.

Again, Ontario is a mere link in the route to the seaboard, and under the Act, as
it stands, vessels and trains in transit through Ontario, when the Lord's Day begins,
may continue to their destination. Grain vessels may continue loading or xmloading
up to seven o'clock in the morning, and may again resume after eight o'clock in the
evening, after September 15, upon the Lord's Day. It is sworn and not contradicted
that the grain carrying trade cannot be carried on if stopped between 7 a.m. and 8
p.m. (except where vessels and trains are in transit). It does not seem reasonable, in

284 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

view of the vast interests involved both to the carrier and to the whole country, that
this traffic should be destroyed by undue delay.

The railway company asks permission to furnish to shippers of live stock a con-
tinuous service, without which such persons would be unduly hampered in their busi-
ness; but upon this branch no evidence was given by any live stock shippers, and the
facts given upon the hearing do not justify the Board in interfering with existing
conditions.

The next request is that in order to prevent undue delay to traffic certain shunt-
ing be permitted on the Lord's Day. Subsection (h) of section 12 gives leave to con-
tinue to their destination ' trains and vessels in transit when the Lord's Day begins,
and work incidental thereto.' The interpretation claTise of the Act- does not define the
word ' train.' Subsection 32 of section 2 of the Railway Act defines ' train ' as in-
cluding any engine, locomotive, or other rolling stock.

The applicants allege that great delay and loss will ensue if they are prohibited
from continuing to their destination individual cars that may be in transit when the
Lord's Day begins, and perform the work incidental thereto. Let a concrete case serve
as an illustration; twenty cars of cattle leave Palmerston on Saturday evening, fifteen
for Montreal for export by steamer sailing on Monday, five cars for Toronto, where
the train arrived at, say, three o'clock on Sunday morning. What was the destin-
ation of this ' train ' ? It is contended the railway employees cannot leave the five
cars for Toronto when the train arrives there and carry the other fifteen to Montreal,
but must either hold the whole train at that point or take the five Toronto cars on to
Montreal. To leave the five cars means breaking up the train, and this, it is said,
cannot be done. It may be said that the Toronto cars should not have been attached
to the train and so the difficulty was caused by those responsible for making up the
train. Perhaps had another freight train been leaving Palmerston for Toronto to
which the five Toronto cattle cars might have been attached, ' undue delay ' in getting
those cars^to Toronto might have been avoided by not mixing the Toronto and Mont-
real cars; but suppose the Toronto cattle had to be there for Monday morning and no
other train that could carry them was leaving Palmerston on Saturday night, it is
manifest these cattle must be taken by special train, making a prohibitive freight
rate, or not reach Toronto for Monday morning.

I do not think any harm will follow or any encroachment be made upon the spirit
or object of the Lord's Day Act by giving the company liberty to leave the five Toronto
cars at their destination and continue to Montreal with the other fifteen cars. Sup-
pose this case actually occurred and the company was prosecuted, it would still have
to establish that the whole movement was necessary in order to avoid 'undue delay,'
not only dropping the Toronto cars at that point but the making up of the train in
this manner at the starting point.

Illustrations might be multiplied, many of which would show how this privilege
might be abused by the railways in bringing to, say, Mimico upon various trains from
different points, cars destined to Montreal, and there sorting out the latter and making
up an entirely new train. If this is attempted the courts must say whether it was
necessary to prevent ' undue delay,' and so I thirds full control is retained and prosecu-
tions will be effective in preventing abuse of privileges granted by this Board, and
care exercised by those responsible for the operation of railways, will prevent the
public sense from being offended by unnecessary movement of freight trains on the
Lord's Day.

I therefore think that an order may issue permitting the Grand Trunk Railway
Company, its servants, workmen, agents, or officers, in order to prevent undue delay
to—

(1) IJnload grain from vessels at lake ports in Ontario and load grain into cars
at such ports between September 15 in any year and June 1 in the year following, upon
the Lord's Day.

REPORT OF THE COMMISSIONERS 285

SESSIONAL PAPER No. 20c

(2 Between the said dates do such work as may be necessary for the purpose of
furnishing to and from such lake ports in Ontario a continuous railway service for
carrying grain from elevators and vessels upon the Lord's Day.

(3) Perform all work necessary upon the Lord's Day for the delivery to their
several destinations of freight cars that were in transit when the Lord's Day began.

If it was found that attempts are made to abuse the provisions of this order, the
Board will cancel it in whole or in part.

Other railways carrying grain from Ontario lake ports are, of course, entitled to
the like privileges.

It may not be uninteresting to note that in a report made to the Board on the 9th
of June, 1908, by one of its officials in dealing with the question as to whether the
Grand Trunk Eailway had, during the previous year furnished adequate and suitable
accommodation for the carrying, unloading and delivery of traffic offered for carriage
upon its lines, the following paragraph appears : —

' The eifect upon the power of the company to receive, carry and deliver traffic
without delay, in compliance with the provisions of the Lord's Day Act, will, in my,
opinion, mean a loss of 21 per cent per week, or, in other words, the company would
move only 79 per cent of its capacity during the week.'

Order, dated 28th October, 1908, issued accordingly.

Bell Telephone Company v. Windsor, Essex and Lake Shore Rapid Railway

Company.

The Bell Telephone Company applied to the Board, under sections 237 and 238 of
the Eailway Act, for an order directing the Windsor, Essex and Lake Shore Rapid
Railway Company to bear and pay the cost of certain changes in the construction of
the lines of the applicant company and of certatin protective devices rendered neces-
sary by reason of the construction and operation of the railway. The case was heard at
Chatham on October 20, 1908.

Judgment, Chief Commissioner Mabee, October 20, 1908 (8 Can. Ry. Cas. 28) : —

We are all of one mind on this application, and there is no reason why it should?
not be disposed of now.

The contentiton advanced by the Bell Telephone Company is in effect that where
a dangerous situation is brought about, like the one disclosed by the evidence, the
company imperilled may, without the leave of the Board, or without making any ap-
plication to the Board, take in its own hands the remedying of the danger, the removal
of the danger, and make whatever expenditure it deems reasonable, and later on apply
to the Board for an order for payment against the railway company.

It does not seem to me that any reading of section 237 gives the Board authority
to make such an order. This section was intended to apply and does apply clearly to
a situation rendered dangerous. There, upon an application made to the Board, the
Board may take such measures as, under the circumstances, appear to the Board the
best; adapted to remove or diminish the danger arising or likely to arise. It seems to
me the whole object of the section was to place under the jurisdiction of the Board
authority to deal T.'ith the danger. The Board itself was to exercise its jurisdiction
in the ordering of such protective measures as it might deem expedient.

Then section 238 simply carries that a step further, and gives the Board authority
Lo do the like things, although the railway has been located. Section 237 applies to
the situation where the application is made for leave to locate or approve.

Now, it seems to me it would be opening the door far too wide to delegate, or for
the Board to assume it had the right to delegate to the parties themselves, to decide
what protection should be provided, when the statute itself says the Board shall exer^
cise that jurisdiction.

Then counsel asked leave to amend, and that his case should be treated as if he
were applying now for an order for protection, and that the Board should adopt the

286 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

protection that has been decided upon by the applicants, and order compensation. We
think at this stage, notwithstanding our power to make almost any sort of an amend-
ment, that it would hardly be proper to make such an amendment as that. And, even'
if we did, it would still open up the same difficulty, and we would still be confronted*
with the same situation, namely, that the company itself has made the changes, and
the case would be left pretty much as it is upon the present record.

So far as the merits are concerned, I am personally entirely with the applicants.
Of course we have not heard all the evidence that Mr. Wilson had at hand, but it
seems to me quite impossible to deny that the Bell Telephone Company have been put
to expense by reason of the location of this danger beneath their wires. I think what
they did was entirely reasonable. They were acting, as has been reported in the
Xaylor case, and were simply following out what the engineer of the Board recom-
mended in that case. Whether they would be in fairness entitled to all they claim,
is quite another matter, but the merits are not before us, and only incidentally do I
refer to it in the way that I have. It comes back to the jurisdiction of the Board, and
I am quite clear, and in that view my colleagues join with me, that section 237 does
, not authorize the Board to make an order of the kind asked for.

The application will be dismissed, but under the circumstances, without any costs.

Order, October 20, 1908, dismissing the application, accordingly.

Winnipeg Jobbers and Shippers' Association v. Canadian Pacific, Canadian Northern
and Grand Ti-unk Railway Companies.

This was an application by the Winnipeg Jobbers' and Shippers' Association,
through Mr. Carpenter, manager of its transportation department, to the Board, for
an order directing the railway companies, —

(a) * Where the traffic warrants it, to erect a freight shed, and appoint a per-
manent agent in charge of the business at such station;'

(6) 'Not to reduce any^ regular station with an agent in charge to a flag station
without an agent;'

(c) ' Not to close any regular or flag station without the approval of the Board
of Railway Commissioners.'

The applicants objected also to the terms of the ' Eelease of responsibility ' which
the shipper of freight to a flag station is required to sign.

The matter was referred to the Chief Traffic Officer and reported upon by him
and his operating assistant. Copies of the Chief Traffic Officer's report were sent to
the railway companies concerned and written arguments were submitted by them.

The railway companies, first, questioned the jurisdiction of the Board to make
such an order as applied for; and, second, that on the merits no general or blanket
order providing for the erection and maintenance of stations should be made.

The facts are contained in the judgment of the Chief Commissioner.

Judgment, Chief Commissioner Mabee, November 2, 1908, 8 Can. Ry. Cas. 151 :—

This matter seems to have been first brought to the attention of the Board at a
meeting in Winnipeg in September, 1906, by the board of trade of that city, and in
February, 1907, a formal complaint was lodged by the applicants.

Several matters were involved in the complainants' petition, and amongst others
they ask that the railway companies be ordered to, —

(1) Where the traffic warrants it, erect a freight shed and appoint a permanent
agent in charge of the business at that station.

(2) Not reduce any regular station with an agent in charge to a flag station
without an agent.

(3) Not to close any regular or flag station without the approval of this Board.
All the railway companies have taken exception to the jurisdiction of the Board

to deal with these matters.

REPORT OF THE COMMISSIOSERS 287

SESSIONAL PAPER No. 20c

Section 284, subsection (a) provides that the railway company, according to its
powers, shall : ' furnish at the place of starting and at the junction of the railway with
other railways and at all stopping places established for such purpose, adequate and
suitable accommodation for the receiving and loading of all traffic offered for carriage
upon the railway.'

Subsection 3 empowers the Board to order such accommodation to be furnished,
having regard to all proper interests.

Section 258 provides : ' Every station of the company shall be erected, operated
and maintained with good and sufficient accommodation and facilities for traffic'
' 2. Before the company proceeds to erect any new station upon its railway, the
location of such station shall be approved of by the Board.'

' 3. In the case of any railway, whether subject to the legislative authority of
the parliament of Canada or not, subsidized in money or in land, after the 18th day
of July, 1900, under the authority of an Act of the parliament of Canada, the pay-
ment and acceptance of such subsidy shall be taken to be subject to the covenant or
condition, whether expressed or not in any agreement relating to such subsidy, that
the company, for the time being owning or operating such railway, shall, when
thereto directed by order of the Board, maintain and operate stations, with such accom-
modation or facilities in connection therewith as are defined by the Board, at such
points on the railway as are designated in such order.'

It is argued, first, that because the above subsection 3 deals specially with rail-
ways subsidized after July 18, 1900, the fair construction of the whole Act is that
the powers conferred upon the Board by this subsection do not exist as to railways
not so subsidized. I do not think this contention well grounded. This section, I
think, was intended to extend the jurisdiction of the Board, as to the matters covered
by it, to railways not subject to the legislative authority of the parliament of Canada,
that is to railways incorporated under provincial statutes, and which had not been
declared to be works for the general advantage of Canada; without this subsection,
the power of the Board would not extend to such railways, whether subsidized either
before or after July 18, 1909.

The second objection is that subsection (a) of 284 only requires the railway
companies to furnish accommodation at stopping places established for the purpose
of ' receiving and loading traffic,' the contention being that ' flag stations ' were used
for delivering or unloading, and not for 'receiving and loading.'

I do not know that the expression 'flag station' appears in the statute, but of
course it has a well known meaning.

Subsection (6) of 284 imposes upon the railway companies the duty of furnishing
' adequate ' and suitable accomodation for ' the carrying, unloading and delivering of
all such traffic' Section 30, subsection {g) provides that the Board may make orders
*with respect to rolling stock, apparatus, cattle guards, appliances, signals, methods,
devices, structures and works, to be used upon the railway, so as to provide means for
the due protection of property, the employees of the company, and the public'

It seems to me perfectly clear that under these sections the railway companies are
obliged to provide suitable accommodation for unloading and delivering traffic, and
if they omit so to provide then the Board has power so to order, and in doing so may
require the companies to erect and maintain platforms or freight sheds, or any other
* structures or works ' that might be deemed reasonably proper for the protection of
property or the public. The statute seems to confer ample power upon the Board to
deal with the subject matter of this application.

With respect to the first ground of the complaint, the companies all express their
willingness to establish permanent agents ' where the traffic warrants it.' The difficulty
is in saying when the traffic warrants such a step. Hitherto this and the other matters
involved have been left entirely to the good judgment of those in charge of the manage-
ment and ox)eration of the railways, and they quite naturally object to interference ; but

288 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

if I am correct in my interpretation of the statute, it is clear that parliament has placed
these matters under the control of the Board, and has imposed upon it the duty of
saying when the time has arrived for the appointment of permanent agents, if that
is thought by the Board to be part of furnishing suitable and adequate accommodation
for the delivery of traffic. It is also stated by the chief traffic officer that in practice
the companies receive freight in carload lots at these stopping points, as well as butter,
cheese and eggs, in which event they would be required under subsection (o) to fur-
nish suitable accommodation for such receiving.

The applicants submit a list of thirty flag stations upon the Canadian Pacific
Railway and forty-six upon the Canadian Northern, doubtless now there are many
more upon the Grand Trunk Pacific; this matter has been standing so long since ori-
ginally brought before the Board that the conditions have greatly changed and it is
impossible to deal with these stations or stopping places by name and the matter must
be disposed of upon general lines.

I have read the evidence and fully considered all the arguments that appear upon
the file. I feel myself handicapped by reason of not having been upon the Board dur-
ing the progress of the proceedings, but am compelled to make the best disposition of
the complaint that I am able and deem fair to all concerned. The operating assistant
to the chief traffic officer, in October, 1907, dealt with the details of establishing accom-
modation at stopping places, and later on the chief traffic officer, on November 15,
1907, reported to the Board as then constituted, in some respects agreeing and in others
differing from the opinion of the operating assistant; both of these reports I have
carefully considered, and while I hesitate to set my judgment up against those of far
greater experience in these matters, I am unable to say that I agree with either in all
respects.

It must be kept steadily in view that it is almost always in the interest of the
railway companies to convenience the public as far as possible. Flag stations are
established at points for the convenience of those living at inconvenient distances
from the regular stations; and if this Board required unreasonable expenditures to be
made by the railway companies at once upon the establishing of a flag station, I fear
that a large section of the public might be seriously inconvenienced by the omission
to establish such stopping places ; it may be that some relief might be had by applica-
tion to the Board, but I am of opinion that great difficulty would be experienced (as-
suming there is jvirisdiction but as to which I do not decide) in determining when or
where a new stopping place should be established without the experience afforded by
the receipts and travel to and from an experimental stopping point For those rea-
sons, I am of opinion that the companies should not be required to establish a heated
and lighted station building with a caretaker in charge at these flag stopping points
as recommended by the chief traffic officer. On the other hand, I think their prac1>ices
in the past open to serious comment in omitting to provide any sort of platform for
people to alight or stand upon, no sort of shed or shelter of any description to place
freight in when discharged at these points, and in leaving goods upon the ground ex-
posed to the elements. It seems to me that some middle course should be adopted that
will provide some reasonable accommodation and protection to the public, and at the
same time not operate as too great a burden upon the railway companies.

I think it not unreasonable that the companies should, at all stopping places
known as flag stations, erect a suitable shelter or waiting-room which could be used for
both freight and passengers ; it should be provided with a door and windows. I would
not require a caretaker to be kept, nor would it be reasonable to require this building
always to be kept heated and lighted. There should be some sort of platforms
and proper approaches. If the railway companies are willing to accept the foregoing
views, the Board will hear them as to the size of buildings and platforms to be pro-
vided. If they desire to appeal from the holding that the Board has jurisdiction, we
will delay until such appeal is disposed of before settling these details.

REPORT OF THE COMMISSIONERS 289

SESSIONAL PAPER No. 20c

Dealing next with the question of appointing permanent agents at flag stations,
as I have said, I think the Board has jurisdiction so to order if it deems necessary to
furnish to the public adequate and suitable accommodation for unloading and deliver-
ing traflBc, or for receiving and loading of traffic, and in this view I am confirmed by
the late Chief Commissioner in a memorandum of October 11, 1907, in which he says
that the Act requires ' the railway company to provide reasonable and proper facilities
for receiving, carrying and delivering traffic, and that while the point has never been
decided, it may well be argued that the Board has power to require a company to place
and keep an agent at a particular station where, in view of the amount of business
to be done and other circumstances this would seem to be a reasonable and proper
facility to be afforded.'

The question is what amount of traffic warrants the appointment of a permanent
agent. I think the Minnesota law not an unreasonable one in this respect. There
a total freight and passenger earning of $15,000 requires the appointment of a permanent
agent; and I agree with the recommendation of the operating assistant upon this
I>oint and I think the companies should be required to appoint and maintain perman-
ent agents at stations where the total freight and passenger earnings amount to $15,000
for the year, and at points where the business consists principally of shipping grain,
where such shipments amount to at least 50,000 bushels, agents should be appointed
and maintained at such points during the grain shipping season ; and at points of ship-
ment where a telegraph operator is located for the handling of trains, such operator
should while he remains at such point, be provided with the necessary equipment to
enable him to take care of all traffic at such point. It does appear to be necessary at
this moment to consider the request that the companies be prohibited from reducing
a regular station to a stopping point without any agent, or from closing any regular or
flag station without the approval of the Board. It is not to be assmned that such step
would be taken without good reason, and I think such cases should be left to be dealt
with individually when they arise, assuming there is jurisdiction, as to which I express
no opinion.

Strong objections are made, and I think with good reason, to the form of release
required for traffic for delivery at flag stations; but I refrain from dealing with this
matter at it is now under consideration by the joint committee assembled, pursuant to
the request of the Board made in the circular of April last, and will be dealt with by.
the Board when considering the standard form of shipping bill.

Dignam v. Bell Telephone Company.

This was an application by J. S. Dignam, of Toronto, under the provisions of the
Railway Act for an order directing the Bell Telephone Company to furnish him with a
copy of the latest official telephone directory for Western Ontario and the United
States.

The application was heard at the November sittings of the Board, 1908, in the city
of Toronto.

The facts are fully set out in the judgment of the Chief Commissioner.

Judgment, Chief Commissioner Mabee, November 13, 1908, 8 Can. Ry. Cas. 200 : —
We are all of the opinion that this is not a matter that falls within the statute con-
ferring jurisdiction upon this Board.

It appears that the applicant has a contract with the telephone company, and
ordinarily that contract would be looked at for the purjwse of ascertaining the righta
that he might have in connection with the use of his telephone, the price to be paid, the
service and facilities to be afforded, and so on. It is admitted that in this contract
on foot between the applicant and the telephone company, there is no provision under
which the applicant has any right as against the company to be supplied with direc-
tories either in or outside the city. It also appears that it is the telephone company's
practice to furnish the city subscribers with city directories, but that it is not th*

20c— 19

290 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

practice to supply to city subscribers directories covering the subscribers outside the
city.

The reasons advanced by Mr. Dunstan appeal to one as being founded upon com-
mon sense too. It seems that in western Ontario the towns are grouped, and one
directory is issued, copies of those are circulated among all subscribers in western
Ontario. The same thing applies to central Ontario, eastern Ontario, Quebec, and
the city of Montreal.

There is nothing in the contract, nor is there anything in the statute, requiring
the telephone company to furnish subscribers in Toronto with lists of subscribers
either in eastern, western, or central Ontario.

So that there is no basis upon which the Board could found an order, even if
there were jurisdiction so to do, because it does not seem reasonable that the company
should be required to furnish city subscribers with these outside directories, thereby
entailing upon the company the necessity of calling them all in every six months, or
in the event of leaving them out, having their service locked up by errors arising by
reason of these directories becoming obsolete, changes in subscribers, new ones coming
in and old ones going out.

Then with reference to the ground of complaint adtvanced by Mr, Dignam, of
some one in the telephone office, messenger, or some person of that sort, bringing him
one directory, and promising to bring another. It does not seem to me that is a mat-
ter the Board could deal with at all. I say nothing with reference to the branch of the
case about the directory being withheld on account of the alleged user of Captain
Melville's telephone by the applicant. If the applicant had a right to get the western
Ontario directory, the telephone company would have no right to withhold it by rea-
son of the applicant having used some one else's telephone. It would be open to the
telephone company to take such steps as they might see fit in some other form, but it
is sufficient to dispose of this case by simply saying that, in the first place, there is no
jurisdiction; in the second place, even if there had been jurisdiction, it does not
appeal to us that subscribers in certain districts would be entitled to directories
printed for and furnished to subscribers in other districts.

Order, dismissing the application, issued November 25, 190S,

Bay of Quinte Railway Company v. Kingston and Pembroke Railway Company.

The Bay of Quinte Railway Company applied to the Board, under section 364 of
the Railway Act, and under any other section applicable to the circumstances of the
case, for an order directing the Kingston and Pembroke Railway Company to ascer-
tain and settle the compensation payable by the applicant company to the respondent
company in respect of the running rights possessed by the applicant company over a
portion of the respondent company's railway.

By an agreement between the companies, ratified by Act of parliament, such
compensation in case of dispute was to be settled by arbitration.

The question was whether the Board had jurisdiction to entertain the application.

Counsel for the applicant company contended that jurisdiction was given the
Board under sections 30 (h) and 176 of the Railway Act. The contention of counsel
for the respondent company was that the Board had not jurisdiction, as the agree-
ment was not one to which the sections of the Railway Act applied, but that it was
obtained' by sanction of an Act of parliament, and being a special Act, came within
the provisions of section 3 of the Railway Act and that, when the special Act con-
flicts with the general Act, the provisions of the special Act override the latter when
relating to the same subject-matter.

Judgment, Chief Commissioner Mabee, January 12, 1909 (8 Can. Ry. Cas., 202) : —

The position of the matter is not very complicated. The two railways make an
agreement and part of the agreement is that compensation, in the event of dispute, is

REPORT OF THE COIIMISSIOXERS 291

SESSIONAL PAPER No. 20c

to be adjusted by a tribunal of their own selection. That being the agreement in per-
p«etuity, they go to parliament and get it ratified. The statute confirming the agree-
ment states that the agreement shall be regarded as re-enacted in each section. Xow,
it seems to me that parliament has by that special Act stated the tribunal that shall
settle the difficulty between these two companies in the event of them not being able to
settle it themselves, and that the effect of the special Act is just the same as if there
had been an independent and separate section in the Act stating that in the event of
difficulties arising between the two companies regarding compensation to be paid to
cne by the other, such difficulty should be settled by a board of arbitration, one to be
selected by each, and an umpire by the two. If that is the proper view of it, I should
fancy it could hardly be contended that that would not be a provison that the Railway
Act could not override, because of section 3 in the Act, which distinctly states that
■where the provisions of the Railway Act conflict with any provisions in any special
Act, the provisions of the special Act shall override the provisions of the general
Act. So that it seems to me perfectly apparent that parliament has provided, by
reason of the agreement between these two companies, the tribunal to settle their
difficulties, and that the Railway Board has no jurisdiction. It seems to me, fur-
ther, even if that were not the strict legal view of it, that where two companies have
entered into an agreement as to how their difficulties shall be settled, the Railway
Board should ask them to abide by the agreement and settle it as they agreed to
settle it. The Board is not supposed to intervene for the purpose of destroying
agreements between parties. If there had been no agreement, and the parties were
at large, then they could not come here, but having provided by their agreement how
they should adjust their difficulties, it seems to me that even if the view regarding
the special Act that I have enunciated were not correct, it would not be a wise thing
for the Board to assume jurisdiction in such eases. We know of many agreements
on foot between railway companies regarding leased lines, and so on, where arbitrators
fix the compensation. I do not think it would be proper for the Board to intervene
and take away the tribunal to which the parties agreed to go, and assume jurisdic-
tion ourselves. We are all agreed that in this ease there is no jurisdiction.

Order, dated January 12, 1909, dismissing the application, issued accordingly.

The London Fence, Limited^ v. the Canadian Northern Railway Co.

The London Fence, Limited, of Portage la Prairie, complained that the railway
company persisted in blocking Broadway street, in Portage la Prairie, with their
trains, to the great detriment of the complainants; and applied for an order directing
the company to keep the street open, so as to give them free ingress and egress to
their factory; and asked that provision be made in the order for the construction of
sewers and water mains under the tracks and electrical power lines over the tracks
of the railway company.

The matter was heard at the sittings of the Board held by Chief Commis-
sioner Mabee and !Mr. Commissioner McLean in Winnipeg, March 10, 1909, and the
facts are set out in the judgment of the Chief Commissioner.

Judgment, March 31, 1909:—

We both think in this case it is clearly shown there was an arrangement made
between the late manager of the fence company and the representative of the rail-
way, whereby the 30-foot right of way, the closed portion of Broadway on the north
aide of the Canadian Northern tracks, out to Main street, as shown on this plan,
should be provided. It seems that the agreement was acted upon by the railway
company. Some obstructions were removed, and since that time the fence company
have been using the right of way as arranged out to Main street.

Complaint is made that the arrangement was not submitted to the board of
directors bv the then manager, and ratified by them, but that is not anything that

20c— 19i

292 RAILWAY COMMiaSIONEIUS FOR CAXADA

9-10 EDWARD VII., A. 1910

the railway company had any control over, it was a matter entirely within the
authority of the then manager to enter into this arrangement. It was entered into,
I have no doubt, in good faith. The railway company carried out their portion of
it. And we have got to see, as far as we are able, that agreements are lived up to,
not only by private individuals, but also by the railway companies, if they enter
into them. That this arrangement afterwards proved unsatisfactory to the new
management is no reason why a further burden should be imposed upon the railway
company.

We think that the agreement should be carried out. This roadway may be
declared to be a right of way and granted by the railway company to the fence com-
pany, if the city of Portage la Prairie will not accept it as a highway, accept dedica-
tion of it, and agree to maintain it. Then it may continue to be an easement granted
by the railway company as a right of way to this London fence company.

In addition to that, the railway consents, if the city of Portage la Prairie will
extend their water main to the north along the tracks of the railway, so that a
hydrant may be located at a more convenient point to the fence company, to pay
that expense. That, of course, is not anything we can order, because we cannot
order the city of Portage la Prairie to supply water or extend the main; bat if the
fence company can arrange with the city to extend the main across the street and
locate the hydrant so that they may save that one-quarter per cent of insurance, then
upon Mr. Clark's undertaking, whatever expense the city may be put to in connec-
tion with that, will be reimbursed.

The matter stands; the applicants to endeavour to make the arrangements referred
to in the judgment.

The City of Toronto and Canadian Pacific Railway and Grand Trunk Railway —

The Viaduct Case.

The Corporation of the city of Toronto applied to the Board, under sections 237
and 238 of the Eailway Act, for an order directing the Grand Trunk Railway Com-
pany of Canada and the Canadian Pacific Railway Company or one or other of them,
to carry certain streets, named in the application of the city of Toronto, under and
over their tracks. The application involved a direction to the railway companies to
change or raise, as might be found necessary, the approaches over their tracks at cer-
tain other streets named.

The railway companies questioned the jurisdiction of the Board under the sec-
tions named to make the directions applied for.

The Board held that it had jurisdiction over the subject matter of the application,
and that it would continue the hearing at once or await the result of an appeal from
its decision to the Supreme Court of Canada, if that course was decided upon.

Judgment, Chief Commissioner Mabee, June 8, 1908, on question of jurisdiction:

Objection is taken to the jurisdiction of the Board to order the elevation of the
railway company's tracks along the Toronto waterfront.

The argument in supporting the objection is based upon two grounds, the first of
•which is that the Railway Act does not in express terms confer upon the Board the
jwwer to accomplish grade separation by the elevation of the railway's tracks, that this
can be accomplished only by carrying the highway over or under the railway, and that
the approval of the plans and construction of the road in accordance therewith, gives
under the various sections of the Act, the railway company the right to continue oper-
ating at the grade provided therein.

The second objection is based upon section 3 of the Act and will be dealt with
more fully later on.

Sections 237 and 238 are those mentioned in the application as being the ones
upon which it is contended there is jurisdiction.

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SESSIONAL PAPER No. 20c

The railway tracks are along the Esplanade, and that is a street or highway;
under section 237 if the company applies for leave to construct the railway along a
highway it must file a plan and profile with the Board showing the portion of the
highway affected and upon that application the Board is expressly empowered to make
provision for the protection, safety and convenience of the public, and has authority
to require all such measures to be taken, as under the circumstances appear to the
Board best adapted to remove or diminish the danger or obstruction arising or likely
to arise from the construction of the railway along the highway.

Now, if this were an application of the companies for leave to locate and con-
struct their lines along the Esplanade I think it is perfectly clear that the Board could
impose as a term of granting such leave that the track should be elevated or carried
upon a viaduct.

Section 238 provides that where the railway is already constructed along a high-
way the Board may order the company to submit to it a plan and profile of such por-
tion of the railway and upon such submission may make any order in respect thereof
as is provided for in section 237 ; so if I am right in holding that the Board has power
upon an original location to require elevation of tracks, it seems to me clear it has
the like power notwithstanding the railway is already constructed along the highway.
Section 30 provides that ' the Board may make orders with respect to the
structures and works to be used upon the railway so as to provide means for the
due protection of the public'

I do not stop to answer the argument of. counsel that the result of holding that
the Board had the power contended for would be to hold that it might order an ele-
vated road from Montreal to Windsor or Sarnia or both; it is sufficient to say that I
think there is jurisdiction to order elevation of tracks along the Esplanade because
the tracks there are located along a highway, the first objection must be overruled.
The second objection presents greater difficulty.
Section 3 of the Railway Act is as follows : —

This Act shall, subject to the provisions thereof, be construed as incor-
porate with the Special Act, and unless otherwise expressly provided in the Act
where the provisions of this Act and of any special Act passed by the parliament
of Canada, relate to the same subject matter, the provisions of the special Act
shall, in so far as is necessary to give effect to such special Act be taken to over-
ride the provisions of this Act.'

Now is there a ' special Act ' in existence, relating to ' the same subject-matter '
as that dealt with in sections 237 and 238, viz., protection, safety and convenience of
the public ; if there is then it is said that the provisions of the special Act override
those of the general Act.

On July 26, 1892, the city, the Grand Trunk Eailway Company and the Canadian
Pacific Railway Company, the latter representing also the Toronto, Grey and Bruce
Railway Company, the Ontario and Quebec Railway Company and all its other leased
lines entered into what is called the ' Esplanade Tri-partite Agreement ' in which ap-
pear most elaborate provisions relating to the rights of the railway companies upon
the Esplanade and for the construction of the Union Station. I deal with only a few
f"^ its provisions : —

Paragraph 4 provided for the erection of private overhead bridges.
5. The city agreed to prevent the public crossing the tracks on the Esplanade
between Yonge and York streets, except at Bay street, and the Grand Trunk Railway
waived its contention that it was not liable to contribute to the cost of making or
protecting level crossings at Church, Yonge and Bay streets.

7. Provided for the construction of the York street bridge and declared it to be
& public highway.

9. Provided for deviating York street, closing a portion of it and the Esplanade.

10. The Grand Trunk agreed to construct the John street bridge.

294 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

11. Provision was made for closing Esplanade from York street to Brock and por-
tions of Simcoe, Peter and John streets.

15. The railway companies agreed to pay $15,000 to the city for conveyance of the
portions of streets agreed to be so closed.

17. The city consented to the Grand Trunk Railway obtaining a patent from the
Crown of the prolongation of Peter street and the companies consented to the city
obtaining a patent of the prolongation of Simcoe and York streets, all to the old
windmill line.

By 56 Vic, cap. 48 (Dom.) all the works to be done in order to give effect to this
agreement were declared to be works for the general advantage of Canada and it (the
agreement) was declared to be in force and binding on the parties thereto.

The first question for consideration is whether this agreement and the Act declar-
ing it to be in force and binding, from a ' special Act ' within the meaning of section
3 above quoted. Section 2, subsection 28, provides tiiat ' special Act ' shall include
any Act which is enacted with special reference to such railway; is the 56 Vic, cap.
48, enacted with special reference to the railways in question here? After much reflec-
tion I am of opinion that it is not. So far as I am aware there is no direct authority
upon the point, but it seems to me, reading the whole of subsection 23 that the fair
meaning of the words ' with special reference to such railway ' is with respect to the
* construction or operation ' of the railway dealt with earlier in the same clause, and
that an Act merely declaring an agreement to be in force is not necessarily an Act
dealing with the construction or operation of the railway merely because some of the
many clauses of the agreement deal with the matters above indicated. The Act does
not purport to embody the agreement or make it form part thereof, and the present
Chief Justice of Ontario has said that an agreement though ratified by an Act of the
legislature still remains a private contract.

(Kingston v. Cataraqui Electric Ry. Co., 25 A.K., at p. 468). It appears to me
that if this Tri-partite Agreement still remains a private contract it cannot be regarded
as a special Act for the wide and far-reaching purposes for which that argument is
advanced.

It may also be the fact that there is no conflict between the subject-matter of the
Tri-partite Agreement upon the points under consideration, with the clauses of the
general Act sought to be invoked, both the agreement and the clauses of the general
Act deal with public protection, safety and convenience and because the agreement,
let us say, provides for an overhead bridge at a given point, probably the better view
would be that there would be no conflict, within the meaning of this particular legis-
lation between that provision and a clause in the general Act empowering the Board
to order a subway, both being means of crossing the railway line, and both being for
the safety and convenience of the public and the railway, the overhead bridge or sub-
way being mere incidents, the main feature of the legislation being public safety in
the operation of the railway.

The early history of the water front and the growth of the foothold of the railways
there was elaborately argued before the Board. I have read the arguments since the
hearing, and am of the opinion that there is nothing in all that has been said or
advanced to take away the authority of parliament to confer upon this Board
authority and jurisdiction to deal with the subject matter of this application, and
that such authority has been conferred, and in saying this I am not overlooking the
authorities under which the railway titles upon the Esplanade from time to time
developed. They hold title and have acquired rights to operate upon the level from
agreements made with the city by virtue of orders in council, report of the old Board
of Railway Commissioners, which went out of existence in 1868, and legislative
enactment pre-confederation, and provincial and federal since 1867.

The history of the matter shows that the proposal now made by the city is
entirely opposed to contracts and compacts made by it with the railways from time

REPORT OF THE COMMISSIONERS 295

SESSIONAL PAPER No. 20c

to time. Prior to 1892, when the agreement of July 26 was entered into, there had
been suggestions for a viaduct, this agreement entirely excluded that proposition.

On April 22, 1905, the city entered into an agreement with the Grand Trunk
which, by an Act of the Ontario legislature of the same year was declared valid and
binding, for the construction by the railway company of a new union passenger
station and yards, this agreement is based entirely upon the operation of the railway
tracks upon the level, it provides for the city closing certain streets, a foot bridge
from Front street to Lake over the tracks, changes and repairs to York street bridge,
and many other provisions, entirely inconsistent with track elevation as now pro-
posed. Upon this agTeement the Grand Trunk has acted, and in good faith expended
enormous sums of money. Application for the order for the construction of the
Yonge street bridge was made by the city, the validity of the order has since been
upheld by the Court of Appeal, it is still held by the city — and under it the railways
are required to construct a bridge over the tracks. I mention these matters because
it was strongly argued that the city had estopped itself from making the present
application, that the policy adopted, the contracts entered into, the work done and
money expended by both city and railways upon the lines of protection by overhead
bridges upon the well known legal doctrine of estoppel prevented the city departing
from that mode of grade separation and making application now for an entirely
different system. I am of opinion that this argument would be entitled in a court
of law to prevail, and that the course taken by the city in the past would absolutely
prevent this application from succeeding, but this Board is not a court of law, and
no doctrine of estoppel is applicable or binding. The paramount object of the sec-
tions under consideration, that which overshadows all and before which everything
must give way, is the protection, safety and convenience of the public in the matter
of grade separation, and no town or city council by any sort of municipal mismanage-
ment, folly or ignorance can estop itself or prevent the Board taking any step or
making any order, otherwise within its jurisdiction, for the protection, safety and
convenience of the public.

The question of whether the separation of grade along the water front is to be
accomplished by viaduct or overhead bridges is not now being considered; it is that
of jurisdiction only, if after all the evidence has been given, every interest considered,
and all sides heard, the Board deems the interests of the public require a departure
from the policy adopted by the city upon this matter it has it in its power to entirely
protect the railway interests, and doubtless will have full regard to all expenditures
made by the railways upon the faith of contracts with the city, so that no injustice
will be done to, or loss fall upon the railways by reason of variation of plans made,
structures or buildings erected, lands purchased or money expended, which would be
of no avail consequent upon a changed policy.

Of course, it will not be regarded from the foregoing that any change is con-
templated by the Board; that matter has in no way been considered by the Board,
and is not ripe for discussion, and these observations are made with the view of
indicating how full redress may be had against the city, if there be ground for the
same, other than by disputing the Beard's jurisdiction to intervene upon behalf of
the public.

All that is now being decided is that the Board has jurisdiction over the subject
matter of this application, and has authority to order grade separation along the
Esplanade either by overhead bridges or viaduct, by depression of tracks or highways
in whole or in part as may be deemed the most advantageous in the interest of the
public and in the operation of the railways.

I have given full consideration to the argument that there are no streets running
to the waterfront. The Court of Appeal has held the contrary as to Yonge street and
I have no doubt most, if not all the other passages to the water are highways within
Bs. 11 of section 2 of the Act where a highway is declared to include any way of public
communication.

296 RAILWAY COMMISSIONERS FOR- CANADA

9-10 EDWARD VII., A. 1910

The Board will continue the hearing of this matter at once if the parties so de-
sire, or await the result of an appeal from this opinion to the Supreme Court if that
course is decided upon.

The facts are fully set forth in the judgment of the Chief Commissioner.

Chief Commissioner Mabee, December 30, 1908.

This matter comes up upon the application of the railway companies for approval
of plans for a new Union Station at Toronto. This, of course, involves what the ele-
vation of the station shall be, as well as that of the railway tracks that enter it. The
railway plans provide for rail level some four feet above the present elevation of the
tracks; the Station plans provide for a subway for passengers to pass under certain
lines to reach the southerly tracks, and as part of the contemplated work the railway
companies produce bridge plans and propose carrying Bay and Yonge streets over the
tracks to the water front, and suggest that, as the traffic demands it, the streets east
of Yonge should be dealt with in the same manner. It is admitted by the representa-
tives of the railways that the time has arrived when grade separation at Bay and
Yonge streets must be provided for. They do not admit the necessity for this at the
present time, east of Yonge street. The one broad question for determination as this
matter now stands is whether this separation of grade shall be accomplished by the
city streets being carried over the lines of railway tracks, or whether the latter shall
be carried over the streets, and owing to the physical formation of the city water
front, either proposition presents the gravest engineering and financial difficulties.

The Railway Act provides that every bridge under which a railway passes shall
be so constructed as to afford an open and clear headway of at least seven feet between
the top of the highest freight car used on the railway and the lowest beams of the
bridge which are over the space occupied by the passing car, and, except by leave of
this Board, as to bridges constructed since February 1, 1904, the space between the
rail level and such lowest beams shall in no case be less than 22 feet, six inches. This,
of course, is to provide head room for those whose duties require them to be on the
tops of freight cars.

The railways propose a bridge at Bay street with only about 19 feet clearance with
4-90 i)er cent grade at the north end and 4-50 per cent grade at the south end. At
Yonge street 19 feet clearance and grades of 3-75 per cent and 4-50 per cent respecti-
vely. At Church street 20 feet clearance and grades of 3-25 and 4-90; Jarvis, 19 feet
6 inches clearance and grades of 3-25 and 4-60; Sherbourne, 18 feet 6 inches clear-
ance and grades of 2-90 and 4-20; and Berkley, 19 feet clearance and grades of 3-70
and 4-50.

Bay street would necessarily be a point that a large amount of traffic would pass
over. These plans, even with this bridge having 3 J feet less clearance than called for
by the statute, has nearly a 5 i)er cent grade going south and 4^ per cent going north.

It does not seem to be possible to adopt the bridge system and obtain grades over
the bridges that would be practicable, unless this Board takes the responsibility of
permitting structures of less head room than the law provides for.

It was said the rule requiring men to go on the tops of freight cars in the To-
ronto yards could be abolished; different rules for different terminals would only lead
to confusion. The Board's accident inspectors are being continually called upon to
investigate accidents caused by lack of head room under bridges, and lack of lateral
space along the sides of engines and trains. Our officials have been steadily endea-
vouring to eliminate these sources of danger, and it is entirely out of the qestion that
we should sanction the erection of overhead bridges from York street east, of a char-
acter different from that which the law calls for. There are now too many of these
structures in various parts of the country, and instead of sanctioning more, it is the
plain duty of the Board to endeavour to get rid of those that now exist.

The grade over the bridges is of paramount importance to the future of Toronto.
Nothing can prevent the development of harbour traffic, and in years to come a haul-

REPORT OF THE COilMISSIOyERS 297

SESSIONAL PAPER No. 20c

age over long bridges on 5 per cent grades would impose a tax upon traffic arriving
and departing by the water rout-e that should not be permitted. Only a few j-ears ago
it was thought by all concerned that in the construction of York street bridge much
had been accomplished; to-day about the only question that the railways and the city
agree upon is that this bridge must be pulled dovsn. I am free to confess that when
I embarked upon this inquiry, I thought the erection of bridges the proper solution of
the problem, but the more it is thought out, keeping steadily in view the permanent
welfare of a large and rapidly developing city, I am driven to the belief that, if bridges
are erected this year, t-en years hence would see them all torn down.

Xow, if these terminals are to continue on the water front and the streets cannot
conveniently be carried over the railway tracks, it is apparent that the latter must be
carried over the streets, if grade separation is to be accomplished. Two plans were
submitted showing how this could be done, one upon behalf of the city, and one b|y
the Board of Trade. These plans came in for much criticism by the engineers called
upon behalf of the railways, and by whose evidence I was much impressed; but the
true situation is that neither of these plans were submitted with the idea that they
were complete in all details, and it is not contended that very many matters must be
considered and be provided for that did not enter into the calculations of those pro-
pounding these two plans; indeed it could not have been expected that the Board
would order a work of this character to be undertaken by the railways upon either of
these plans. I do not consider that any plans are before us, other than for the pur-
poses of illustration, and all that we can now decide is as to the manner that this
separation of grade is to be accomplished, and we hold that it cannot satisfactorily
be done by overhead bridges. I have adverted to the financial aspect of this matter;
the time has not yet arrived to say whether the cost of carrying the railway tracks
over the streets is prohibitive, or if not, how the cost is to be apportioned. This must
depend upon the plan that is finally decided to be the best for all concerned, and must,
of course, have regard to the reasonable operation of trains and the handling of traffic.
How the railways would prefer that their tracks should be carried over the streets,
the Board does not know. So far they have been contending that the policy of carry-
ing the streets over the tracks should continue. I do not hesitate to say that when it
is known that the tracks must go aver the streets, the railways can prepare plans of
a work that will improve upon those now before us as to convenience in the movement
of traffic, and still retain the essential features contended for by those opposed to
bridges.

Upon the evidence now before us, I am of the opinion that it is impossible to deal
intelligently with the financial side of this question or to fairly divide the exi)ense of
the work. The cost of constructing a given number of steel bridges can be estimated
with reasonable accuracy, but when their erection involves damages to adjacent lands,
filling in the water front, re-arranging or extending the slips and wharfs where large
industries exist and carry on their business, building a new street far out in the
waters of the bay, it is out of the question to estimate what compensation courts or
arbitrators would grant to those whose lands or business were injured. Again, the
cost of construction of retaining walls and filling for a viaduct, with the necessary
steel work, can be arrived at with reasonable accuracy, but the consequential damages
arising, or that might arise, to adjacent properties, by reason of depriving industries
of spurs, if that were necessary, possibly doing away with team tracks, narrowing the
Esplanade, and other claims for damages that doubtless would be made, cannot now
be foretold. About the only matter that is perfectly clear is that either mode of grade
separation will prove enormously expensive.

The railway companies should be required to file with the Board, within two
months, and at the same time furnish copies to the city, plans, profiles and estimates
for the works necessary to separate the grade of the railway from the streets from
York to Cherry streets, inclusive, except such as may have been closed. These plans

298 RAILWAY COMillSSIONEIiS FOR CANADA

9-10 EDWARD VII., A. 1910

must make provision that no surface tracks of any kind shall cross York, Bay, Yonge
or Church streets and provision must be made for a fourteen foot headway at all the
streets at present street level, station plans to he amended to suit the changed eleva-
tion of the tracks. I say nothing at present as to the elevation and indvistrial spurs
or yards, as these ana matters that should primarily be left to those who are responsi-
ble for the operation of the railways, and the handling of traffic at reasonable rates,
a full consideration of these matters can be had when the plans are developed.

Nothing upon tbe subject has so far been said, but should it be thought desirable
by the railway interests to deal with the whole situation through the medium of a
terminal company, then the latter may file plans instead of, or for, the railways.

The situation at and east of York street only is now being dealt with; that west of
York, and from Bathurst to west of the Humber, is to be spoken to at Ottawa on
January 12.

My brother commissioners are of the opinion that the matter should be finally
disposed of now, and the cost apportioned, so thie order will issue lin acordance with
the views of the majority.

Judgment of Assistant Chief Commissioner Scott, concurred in by Mr. Commis-
sioner Mills, December 24, 1908.

The Board has had the question of the elimination of grade crossings along the
water front at Toronto before it for some time. After the unfortunate fixe which
occurred in Toronto in 1904 when most of the industries south of Front street to the
railway tracks from York to Yonge streets were destroyed, the Grand Trunk Railway
Company applied to the Board and obtained authority to take the territory mentioned
for the puriKJses of a new Union Station.

After considerable delay on account of litigation the property for the new station
was acquired and an application was made to the Board for the approval of the station
plans. These plans, however, could not be approved until the question of what grade
the tracks should be on was determined.

The grade crossings at Yonge and Bay streets have been a source of very great
danger and much annoyance on account of delays caused by the blocking of the cross-
ings by passing trains, not only to the citizens of Toronto who visit the island and
the water front during the summer months, but also the large passenger and freight
traffic which goes to and from Toronto by boat during the months of water navigation.
This danger and source of annoyance also exists at other grade crossings but not in as
aggravated a form. Different methods have been suggested as to what would be the
best solution of a situation which is generally recognized to be an intolerable. one.

In November, 1907, a plan was submittej to the Board by the Toronto Board of
Trade of a viaduct upon which four running tracks were carried at a height which
would permit of the passage of vehicular traffic including trolley cars under these
tracks on the different streets which run to the water front. This plan showed the
commercial sidings and team loading tracks of the railways remaining at street grade.

A formal application was made to the Board some montlis later by the Municipal
Council of the city of Toronto, for an order compelling the railways to raise all their
tracks including commercial sidings and team loading tracks to a sufficient elevation
to permit of free passage on the highways under the tracks as in the Board of Trade
plan.

At the recent sitting of the Board in Toronto this viaduct scheme was strongly
opposed by the railways on the grounds of excessive expense and the inconvenience it
would cause to the railways and the shipping interests.

As an alternative proposition the railways suggested that bridges be built carry-
ing the highways over the railway tracks. Such structures to be erected at the different
streets leading to the water front as and when they became necessary in each parti-
cular case — the railways admitting that bridges should at once be built at Yonge and
Bay streets. I think that as the railways will have to pay the major portion of the

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SESSIONAL PAPER No. 20c

expense of any scheme for the elimination of grade crossings at Toronto and in other
ways have a very large interest in the method, whatever it may be, that is to be
adopted to bring about this desired result, their scheme should receive our most
serious consideration and their suggestions followed if it is not incompatible with the
best interests of all concerned.

I have come to the conclusion, however, that in this case the plan of carrying the
highways over the railways by bridges should not be adopted for any of the streets
east of John street. Bridges at Bay, Yonge and the streets east of Yonge would not
only prove excessively expensive because of "the great quantity of filling that would
have to be done in the Bay and the tmdoubtedly very great, but at present inestimable
laHd damages at both their north and south ends which would have to be paid, but
would be most injurious to the commercial industries along the water front and be in-
convenient to every one having to use them.

The Railway Act requires bridges over railways to have a clearance of twenty-
two feet six inches from the top of the rail to the bridge, but gives the Board power
under special circumstances to reduce this space. It seems to me that if there ever
are cases where the Board would be justified in departing from the principle adopted
by parliament that bridges should be high enough to permit a man to stand on top of
a box car and pass under the bridge with safety the Esplanade railway yard with the
tremendous freight traffic both east and west is not one of such cases. If bridges
were decided upon they would therefore have to have a clearance of 22 feet 6 inches;
but the railways showed a clearance of from eighteen feet six inches to twenty feet on
the bridge plans they submitted. Their idea in suggesting low bridges was, of course,
to prevent the bridges extending ton far north and south. But, even with a clearance
of eighteen feet six inches, they had to show grades of about 4 per cent on the ramps
to keep the bridges from crossing Front street on the north and extending some dis-
tance out in the bay on the south. In addition to the objection to the bridges on the
ground of inability to have proper clearance or head room the grades on the ramps
would be too steep. It was clearly established in evidence before us, that for satis-
factory teaming the approaches to the bridges should not have a grade exceeding 3
per cent. As already indicated, such a grade could not be arranged.

I am, therefore, of the opinon that as grade separation for the streets east of
John street cannot best be brought about by carrying the highways over the rail-
ways, that the other method, that of carrying the railways over the highways by
viaduct, which to my mind will prove neither excessively expensive or inconvenient,
should be adopted. I do not, however, concur in the city's suggestion that the com-
mercial sidings and team loading tracks should be elevated. These might well be
left on the street level within certain bounds to be used by moving cars or locomotives
only between si>ecified hours of the night. If the city's idea of elevated switches,
team loading tracks and a roadway for vehicles were carried out, very great damage
would be done to prominent commercial establishments and considerable inconvenience
and loss of business would be experienced by a number of industrial concerns ; and all
for no purpose which could not be obtained in another way at practically no expense.

If four running tracks were elevated on a viaduct of a width of about 5.3 feet
there would still be ample room on each side to take care of the commercial sidings
and the team delivery tracks if the adjacent city property were utilized for the pur-
pose. But a right of way should, of course, be maintained for teaming on Esplanade
street and south of the viaduct for ingress and egress to all property on the water
front. But as the chief evils to be cured are the grade crossings at Yonge and Bay
streets, which are subject to be used by large numbers of people at all hours of the
night and day, particularly during the summer months, I would prohibit the existence
of any tracks across either of these streets at grade, and therefore aU commercial
tracks leading from the east would have to stop east of the east side of Yonge street.
With regard to the limited use which might be made of these tracks I would suggest.

300 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

subject to further argument which might be addressed to the Board on this point,
that cars or locomotives be not permitted to be moved on them except during the
Ihours between 7 p.m. and 6 a.m., with the exception in the case of fruit or perishable
merchandise which might be spotted on such tracks during the day if special pre-
cautions were taken to prevent accidents to persons using the street openings through
the viaduct.

In addition to Yonge and Bay streets, I think York street, which should be pro-
duced to the water front at grade through a subway imder the running tracks and
the elevated station tracks, ought to be absolutely free from all grade crossings, as
it would be much used not only by a large number of pedestrians but also by heavy
teams from the Canadian Pacific Railway freight yard. I would therefore stop all
tracks at grade from the west at the west side of York street. The John street
bridge will have to be raised to give 22 feet 6 inches clear over the viaduct tracks and
bridges over all tracks with the same clearance built at Spadina avenue and Bathurst
street. The highway crossings on the Grand Trunk from Bathurst street to the
Humber river are to be dealt with at a meeting of the Board in January next, but as
all parties are agreed that the proper solution for the elimination of grade crossings
on this line as far as the Sunnyside Crossing is the depression of the tracks from
Bathurst street west, that matter need not interfere with the final determination of
the question at present under consideration.

Having decided upon a viaduct, it follows, of course, that the new station must
be elevated to the same grade as the viaduct. The location and details of the station
are, I understand, generally satisfactory, but the best method of ingress and egress
for vehicular traffic to and from the station could not be settled until the elevation
of the tracks was determined.

The street openings in the viaduct should have fourteen feet clear head room
and be of the full width of the street. The details of the plans and the general lay-
out of the ground should be left -to the railways to suggest when they submit plans
for the approval of the Board.

I do not think the Board should now determine at what precise point the eastern
end of the viaduct should be. It is sufiicient, I think, for the Board to inform the
railways at this juncture that Cherry street must be crossed overhead with a clearance
of 14 feet. I say nothing at the moment as to the disposition of the Eastern avenue
and Queen street crossings, east of the Don, as the Grand Trunk Railway have filed
plans with the Board showing a line from the Don to Port Union following the lake
shore, which would eliminate the Scarborough Heights grade. If this plan is gone
on with and the new line constructed, the line over Eastern avenue and Queen street
would doubtless be abandoned. The railway does not now run on Mill street, but if
the construction of a viaduct would require the use of Mill street for railway pur-
poses it should be so used, provided a right of way for vehicles was preserved on this
highway.

I think the railways should be ordered to submit to the Board, within, say, sixty
days from the date of the order, plans of a viaduct and bridges along the water front
as far west as Bathurst street on the lines indicated. Copies of the plans should, of
course, be sent to the city and then the Board should hold a sitting in Toronto, if
necessary, when the details of the plan might be discussed, and if the Board is sat-
isfied with them they could be finally approved and the railways ordered to commence
construction.

Perhaps the most difficult point to determine in all this question is what is the
fair and reasonable proportion of the cost of this work which should be contributed
by the city of Toronto. We have had evidence of what has been done in other
cities, but it has been of little assistance to us because circumstances differ so much
in different cities. My own view is that as the proposed viaduct is going to prove
such a benefit to Toronto that the city's contribution towards it should be substan-

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SESSIONAL PAPER No. 20c

lial. We must also bear in mind that the railways were permitted, if not induced
by the city, to come into Toronto on the Esplanade level, and have spent very large
sums of money in supplying terminals for Toronto. The railways will, of course,
receiva some benefits from a viaduct, such as being ^rmitted to enter and leave the
city at a much higher rate of speed than at present and be relieved of the constant
danger of accidents at grade crossings, but these advantages will not be commensur-
ate with the cost of elevating their tracks. I therefore think that Toronto should
contribute one-third to the cost of a four-track viaduct, excluding the cost of tracks,
ties and ballast, and one-third of the cost of the substructure necessary to elevate all
tracks at the proposed new station.

It does not appear to me that land damages outside of those which may be suf-
fered by the railways will be very great. If there are any such damages I think
they should be settled by the city and the railways contribute two-thirds of the
amount. With regard to damages suffered by the railways, I think they should be
entirely paid by themselves. This will merely amount to an adjustment between
the railways of each one's interests and losses in connection with the carrying out
of the whole station and viaduct scheme. If the railways cannot adjust their diffi-
culties between themselves the Board will do it for them as best it can at a later date. 4.

The city will have to permit the laying of tracks or the construction of parts
of the viaduct on city streets. I would not allow the city any compensation in such
cases.

With regard to the bridges at John, Spadina and Bathurst streets, the city
fchould pay one-third of their cost and be responsible for the maintenance of the
sidewalks and roadway on them.

The entire cost of maintenance of the viaduct should be borne by the railways,
but the city should maintain the roadway and sidewalks at street openings. Before
an order is issued carrying out the board's decision in this matter, draft copies of
such order should be sent to all parties interested and they should be given an op-
portunity to speak to it. Owing to the fact that the parties were so far apart in their
respective submissions to the Board and as we were not favoured with argument at
our recent sittings, there may be some matters of detail in the proposed order which
might be changed or some points covered which may have been omitted.

McDougall and Secord v. Canadian Pacific Railway.

The applicants applied, under sections 26, 30 and 158. of the Railway Act, and
such other provisions of the Act as were applicable, for an order declaring that tas
plan, profile and book of reference deposited by the Canadian Pacific Eailway Com-
pany, as lessee of the Calgary and Edmonton Railway Company, in the Land Titles
Office for the North Alberta Land Registration District, was not in accordance with
the provisions of the Act, and that so far as the same affected certain lands named of
the Hudson Bay Company's reserve, should be cancelled and annulled.

The application was heard at Edmonton on the 19th February, 1909, and at the
conclusion of the hearing Chief Commissioner Mabee delivered the following oral
judgment, which sufficiently sets forth the facts : —

This application brings up an important question of law, and if counsel for the
railway company is right about it, it may as well be disposed of at once, so that if
the view we take is erroneous we can be put right without delay. ;

This application affects lots 125 to 144 in block 10, and lots 41, 91 and 92 in block!

9 of the Hudson Bay reserve. Now, in reference to the first series of lots in block

10 it seems before this application was launched bona fide steps were taken in order
to ascertain the value of the property, so that the railway company might obtain title
from the owners. Those proceedings were on foot, and it does not apear to us to be

302 RAILWAY COMMISSIOXERS FOR CANADA

9-10 EDWARD VII., A. 1910

a wise thing for us to interfere with those proceedings, and with respect to the lots
in block 10, the application must be refused.

The situation is quite different with respect to the three lots in block 9. This
plan has been registered upon these lots now since, I think it was said, 1906.

Mr. Newell.— The 26th of May, 1905.

Hon. Mr. Mabee. — 1905 it is said; and since February or thereabouts in 1907
apparently no steps have been taken to negotiate with the owners of these three lota
and fix the price that should be paid by the railway company upon taking title from
the owners.

I do not know why steps were not taken to arbitrate with respect to the land in
block 9 at the same time as proceedings were taken with respect to the lots in block}
10. However, the fact is that no steps have been taken, and that during the past four
years a cloud has rested upon these lands by the registration of this plan.

Now, the statute limits the compensation to be fixed in the event of the parties
being unable to agree, and confines the arbitrators upon arbitration to the value of the
land at the date of the registration of the plan.

It is contended by counsel for the railway company that under the statute auth-
orizing the construction of the railway company, the railway company has a right to
register plans upon the lands of private individuals, tie them up during the whole
life of the charter without taking any steps to acquire title, and when steps are taken,
then the land-owner is limited in compensation to the value of the lands at the date
of the filing of the plans.

I do not understand that to be the law. If it is, the sooner it is found out to be
ihe law the better for all concerned.

I think that under the Railway Act, where the Board has granted an order per-
mitting registration, or approving of the plan, thereby permitting it to be registered,
that there is clear authority under the amended section 29 of the Act of last year,
which gives the Board power to review, rescind, change, alter or vary any order made
by it.

Now, there was an order made by this Board approving of the location of this
line through! these three lots. It seems to me, if the language of the section means
anything, it means that this Board may review that order, may rescind it, may change
it, or may alter and vary it, and the conclusion we come to is that it will do equity
between these parties to vary that order by rescinding the portion of it which located
or approved of the line of location through these lots, 41, 91 and 92; and that will be
the order of the Board.

If, on the other hand, the railway company is willing to let the compensation pro-
ceedings go ahead upon the basis of the present value, if that course is agreed to, no
order need issue. If, however, that course is not agreed to, an order will go varying
the former order by cancelling the location through these lots I have indicated.

Coiinsel for the railway company applied for leave to appeal to the Supreme Court
of Canada from the judgment of the Board.

Held, by Chief Commissioner, that the question involved was one of jurisdiction,
and that application for leave to appeal must therefore be obtained from a judge of
the Supreme Court of Canada.

Complaint James Richardson & Sons.

The complainants, grain and commission merchants of Kingston, Ontario, com-
plained to the Board that the railway companies unjustly discriminated against King-
ston and in favour of Lake Huron and Georgian Bay ports, on shipments on western
grain to points in Quebec and the maritime provinces, and applied for an order
directing the said companies to file rates from Kingston and points in Quebec to the

REPORT OF THE COMMISSIONERS 303

SESSIONAL PAPER No. 20c

maritime provinces similar to those which the said companies had established from
Georgian Bay and Lake Huron ports.

The application was heard at Ottawa.

Judgmesnt, Mr. Commissioner Mills, concurred in by Chief Commissioner Mabee
and Assistant Chief Commissioner Scott, January 13, 1909 : —

I think Mr. Richardson should be placed upon the same basis as other shippers of
grain, &c., to the maritime provinces, that the rate charged to him should be such
that he will be at no disadvantage at the various points at which grain, &c., is sold
in the maritime provinces, that is, that the boat rate from Fort William to Kingston
plus the rail rate from Kingston to various points in the maritime provinces should
amount to the same sum as the boat rate from Fort William to Georgian Bay ports
plus the rail rate from the said ports to the same points in the said provinces.

I think it is in the interests of the development of trade at various points in the
country that Mr. Richardson and others like him east of Georgian Bay X)orts, unless
very far east, should not be given any advantage nor be placed at any disadvantage in
shipping from Fort William via Kingston elevators to points in the maritime pro-
vinces as compared with persons shipping from Fort William via Georgian Bay ele-
vators to the same points in the maritime provinces.

The order of the Board, dated January 13, 1909, directed that the rates charged
from Kingston by the Grand Trunk Railway Company, the Canadian Pacific and the
Kingston and Pembroke Railway Companies on western grain arriving at Kingston
by vessel and destined to points in Quebec and the maritime provinces, be made on
the basis of seven cents per 100 pounds from Kingston to Montreal; and that the
proportional or ' arbitrary ' rates from Montreal to the said points in Quebec and the
maritime provinces, be added to the said rate of 7 cents per 100 pounds from King-
ston to Montreal, do not exceed the proportional or ' arbitrary ' rates from Montreal in
force concurrently on western grain transferred at Lake Huron ports.

The order further directed that the rate fixed by this order should become effec-
tive not later than February 18, 1909.

Thrift vs. New Westminster Southern Railway Company.

This matter was heard at the sittings of the Board held at Vancouver, February
26, 1909.

The facts are fully set forth in the judgment of the Chief Commissioner.

Chief Commissioner Mabee, March 15, 1909.

The New Westminster Southern was incorporated by an Act of the British Colum-
bia Legislature, and has never been declared to be a work ' for the general advantage
of Canada,' and objection was therefore taken that this railway is not under the con-
trol of, or within the jurisdiction of the Board of Railway Commissioners.

The road is operated by the Great Northern Railway. It was not shown that the
New Westminster Southern had any rolling stock or equipment, or, so far as its oper-
ation was concerned, that it was in any way a separate concern from the Great Nor-
thern. The trains of the latter road between Seattle and Vancouver pass over the
line of the New Westminster Southern, and it is the connecting link between the line
of the Great Northern, in the State of Washington and Vancouver.

The Great Northern Railway, in so far as it operates in Canada, is subject to the
jurisdiction of the Board. The New Westminster Southern connects with the former
railway, and so falls within section 8 with respect to through traffic and all matters
appertaining thereto. Subsection 21 of section 2 defines ' railway ' as meaning any
railway which the company has authority to construct or operate.

The situation, then, is that a railway company subject to the jurisdiction of
the Board, is operating this provincial road, and the applicant asks that certain faci-
lities shall be provided by the railway company at Hazelmere, in the province of

304 liAILWAT COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

"British Columbia. The request is that a platform be established so that passengers
may disembark with safety from the Great Northern trains, and some small station
"building be provided as a means of shelter for travellers.

These are matters appertaining to through traffic upon this railway, and I am
of opinion that to that extent the railway is under the jurisdiction of the Board.
I think it also only reasonable that proper facilities should be provided at Hazelmere
'for the safety and convenience of the public using the trains of the Great Northern
Eailway. The station need not be an expensive affair, but the Great Northern Rail-
way Company, I think, should provide a suitable platform and a building of moderate
expense that may be used by travellers as a shelter, and also for the temporary stor-
age of freight. The Great Northern Eailway Company, whose counsel opposed the
application, will be added parties.

The formal issue of the order may be delayed for 30 days if the Great Northern
Railway Company desires to apply for leave to appeal upon the question of jurisdic-
tion. If no appeal is taken, one of the Board's engineers may define the size of the
platform and location, and size of the shelter as well as the location.

Be Interlockers.

Chief Commissioner Mabee : — The senior roads complain that under the practice
heretofore in force, an unfair burden is placed upon them when leave is granted to
a junior road to cross their right of way and tracks. The senior road is in possession
of the field, and although it is necessary in the public interest that under proper con-
ditions and at proper points, junior roads should have the privilege of crossing, yet
it strikes one at the outset that such privilege should not carry with it any burdens
upon the senior company, other than those absolutely necessary as incidental to the
crossing. \Vhere an interlocking plant is established, an additional man is required
to operate it, and the practice has been for the senior company to appoint this man.
This imposes upon the senior company some additional risk that cannot be avoided;
there must be at times delays in operation; the crossing itself is an added peril,
carrying with it dangers of collision and loss to the senior company, that it would
not be subject to had the crossing not'been permitted; but hitherto in most instances,
I think in all cases where the Board has made crossing orders, the man in charge of
the interlocker has been regarded as the employee of the senior company only, in
which event if, through liis carelessness or negligence, damages arose to the property
or employees of the junior company recovery could be had against the senior com-
pany. This seems absurd. The senior company may resist to the utmost the applica-
tion to cross; this may be forced upon it; then a careful and skilful man may be
selected to operate the interlocker, but through some fault or lapse of his, a train on
the junior road is derailed, and the senior company is held for all the damage. The
injustice of the situation is apparent. Before the establishment of this Board, the
companies were fairer than that to one another, and agreements were provided where the
junior company recognized that it was unreasonable to impose upon the senior com-
pany the liabilities above pointed out.

When this application came up, I thought the electric railway companies should
be notified; this was done, and their views were placed on record. The situation as
to these roads is, I think, quite different from that of the steam roads. In most
instances, where they cross steam railways, these crossings are upon public highways
where neither company owns its right of iway, but as to which each has an easement
only; differences as to result in the event of collisions and many other matters that
occur to one, make it necessary to eliminate all electric roads from the consideration
of this application, and the conclusions arrived at will have an application to the
steam roads only. It is quite impossible to say how matters would work out upon
the whole if left as they now are; the older roads are continually building new lines.

REPORT OF THE COMMlsi^IOSER^ 305

SESSIONAL PAPER No. 20c

which are junior to other trunk and branch lines, and I suppose all the roads have
both senior and junior crossings at various places, but if the loss did in the end even
up, it would be by accident only, and this is a risk that should not be permitted to
continue.

The senior company, while appointing the man to operate the plant, recognizes
the interest of the junior company in the selection, and the latter company should
have the right to require his dismissal for cause.

It was suggested upon the argument that the junior company should be given the
right to operate the plant; this, of course, would not be reasonable and would be an
unjust interference with the property and franchise rights of the senior company.

In some existing agreements, the signalman or operator of the interlocker is called
a ' joint employee.' Xow if an accident happens upon the junior road, owing to the
negligence of this signalman, and he is not a fellow servant of the trainman upon the
junior road, it is likely their damages against the senior company would be measured
in a different scale than if the signalman were a joint employee of both companies.
These damages should be borne by the senior company, but should be thrown back upon
the junior company, so this anomalous position would be the result. The junior com-
pany is paying all the expense of installing and operating a plant to protect its patrons,
property and employees ; the man in charge causes damage to the latter in permitting
two trains to collide, and the junior company is compelled to compensate upon a com-
mon law basis, while if this same crossing is sanctioned by the Board without the
installation of an interlocker, the employees of the junior road injured in a collision
at the crossing might, in some cases, be without redress.

This signalmen, although selected by the senior company, is always paid by the
junior company; he is performing services for both. Sometimes the greater services
are rendered to the junior company ; the latter can, under certain circumstances, call for
his dismissal ; why do not all these elements establish a joint service. The whole situa-
tion is an artificial one, arising through terms and conditions imposed by the Board in
the interest of the safety of the public, the employees, and the preservation of the
property of the railway companies. The senior company is forced, by the necessities
of the junior company, to engage this extra man, and if it exercises care in the selec-
tion, it seems to me it discharges its duty to the junior company and should not be
liable to the latter company for the negligence of the man engaged; it has in addition
to bear its chance of loss by reason of the negligence of this man, forced upon it by
the junior road. The senior company probably, in most instances, has the most at
stake at new crossings, so the engagement of the signalman is left in good hands. The
junior company should not be placed in a iX)sition v\-here it might be held for greater
damages because it is called upon to provide protection, than it would were it at liberty
to cross without protection. Again, the junior company should not be subjected to
liability upon a higher scale, because it is prevented from selecting the man it has to
pay for operating the protective plant it has been compelled to install.

I think from every point of view, in fairness to both roads, this signalman should
be regarded as a ' joint employee ' of each, and that where one steam road applies for
leave to cross another at grade, permission for such crossing should be given, where an
interlocker is required to be installed, only upon condition that the companies place
in charge of the interlocker a competent joint signalman, who shall be the joint
employee of both companies, selected by the senior company and liable to dismissal
for cause upon complaint or objection by the jxmior company, and that then each com-
pany shall be liable for all the loss or damage suffered or sustained on its own lines by
its patrons or employees, or to its property, caused by the negligence of the joint signal-
man, and in no event shall the companies, as between themselves, be liable for any loss
or damage of any nature or kind whatsoever happening upon the line or lines of the
other, and caused by or arising from the negligence of such signalman.

It was imderstood that the conclusions arrived at in this matter should apply to all

20c— 20

306 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

interlockers ordered or established since October 1 last, but, of course, as to any in
existence before that time, or as to those covered by agreements between the companies
themselves, and continuing upon foot, these conditions will have no application.

If the interested parties desire to speak to the settlement of a permanent and
settled form of conditions to go in these orders in the future, it may be taken up at
the next meeting. It might be well to embody the conditions that appear in, I think
two, former orders regarding interlockers, with those above indicated, so the whole inter-
locker provisions may appear in each order as it issues.

March 30, 1909.

Re Canadian Northern Railway and Don Valley Lands.

Argued 22nd April, 1908. Judgment 28th April, 1908.

Chief Commissioner Mabee. — ^My brother Commissioners heard this application
before I became a member of the Board and were of the opinion, in so far as tlie
facts were concerned, that the application should be granted. Some of the land-
owners, however, raised the objection that the proceedings did not fall within the
provisions of section 178 of the Act.

This provides that should the company ' require more ample space than

it possesses or may take under the last preceding section for the diversion

oi a highway, or for the substitution of one highway for another, it may

apply to the Board for authority to take the same for such purposes without the
consent of the owner.'

Subsection 4 provides that ' the Board may, in its discretion, and xipon such
terms and conditions as the Board deems expedient, authorize in writing the taking,
for the said purposes, of the whole or any portion of the lands applied for.' This
section is much wider than section 139 of the Railway Act, 1903, which did not con-
tain the words relating to the diversion of a highway, or the substitution of one
highway for another, nor was it clear that under subsection 2 of section 186, a high-
way could be expropriated and closed up.

The necessity for the railway taking the particular lands in question for the
purposes set forth in the application has been sworn to by the engineer, as required
by subsection 3 of section 178. At the hearing oral evidence was given to the same
effect, and the Board's engineer has reported that, in his opinion, such necessity
exists.

Objection was taken by Mr. Osier for some of the persons interested that the
railway was endeavouring to expropriate these lands that it might convey them to
thfe city of Toronto in substitution for certain lands the city was selling to the rail-
way company, but a perusal of the agreement entered into between the railway com-
pany and the city shows that the lands the company is asking authority to take are
to be used as a public highway in lieu of certain streets running through the lands
covered by the agreement for sale entered into between the city and the railway
company; and my brother Commissioners have found as a fact that the lands cov-
ered by this application are required that the highway or highways in question may
be diverted. Objection was also taken that the railway company intended locating
a railway yard upon the lands hitherto acquired by it and those it was purchasing
from the city; but I do not think, upon this application, the Board has any power
to prevent the location of a yard at the point in question, the only matter for deter-
mination being whether the lands applied for are necessary for the diversion of these
highways. If they are, the section covers the application. Some of the landowners
admitted they could not successfully oppose the application. It is true subsection 4
makes it discretionary with the Board. This discretion has been exercised by my
brother Commissioners in favour of the applicant.

REPORT OF THE COMMISSIONERS 307

SESSIONAL PAPER No. 20c

The railway company is not, however, necessarily entitled to locate the diverted
or substituted highways as laid out upon the plan filed. The landowners are entitled
to a voice in the new location, and if by reason of a change in such location the com-
pany is unable to obtain a conveyance of the lands covered by its agreement with
the city, it necessarily follows that this application fails.

In the meantime the Board's engineer will, after conference with the interested
parties, direct where these diverted or substituted highways shall run. Then, if the
city is still willing to carry out its agreement, the company may have authority to
take the lands necessary for the new highways, but full compensation must be paid
to all landowners whose property is taken, not only for the value of the lands so
taken, but also damages (if any) to the rest of the lands which may be injuriously
affected by the location of a railway yard at the point in question, and generally by
reason of the exercise of the powers conferred upon the company. If in the result
the railway company takes lands from the owners affected for the purpose sought,
the arbitrators may, in fixing compensation or in determining the costs of the arbitra-
tion, have regard to the landowners' cost of this application, and in the event of the
railway company not acquiring the lands applied for, or any other lands from the
owners affected by this application, then it should pay the landownei"s' cost of this
application; in the latter event to be fixed by the secretary of the Board.

Judgment of Chief Commissioner Mabee, concurred in by Deputy Chief Com-
missioner Bernier and Commissioner Mills.

V

Be Bell Telephone and Windsor Hotel Agreement.

The only object in submitting this agreement for the purpose of obtaining the
approval of the Board is that, for the term covered by the contract, the Bell Telephone
""Company may be lawfully entitled to exact the tolls provided for in the contract.

The result of the Board's unqualified approval would be, no matter how the situa-
tion might change in future years, that the telephone company would be entitled to
•enforce payment of the 10 per cent rate, as the contract provides, during the period
of ten years.

By judgment of the Board, dated November 23, 1907, the contract was approved
'of subject to the following conditions: —

1. That the charge of ten cents for each connection had over any telephone
thereby leased with the Montreal exchange subscribers of the telephone company
should be subject to alteration at any time by the Board.

2. That any extension of the term of the agreement after the expiration of ten
years should be subject to the approval of the Board.

This disposition of the matter was not satisfactory to the telephone company,
and a hearing was afterwards had, at which much evidence was given.

I have gone over this testimony, and I am clearly of the opinion that the dis-
position of the matter made by the Board in November last was correct and proper,
I see no reason why an unqualified approval of the contract should be given; and
the order approving the contract should include the above conditions.

Ottawa, May 13, 1908.

20c— 20J

308 RAlLWAy COMill.'^SIOXERS FOR CA\ADA

9-10 EDWARD VII., A. 1910

APPENDIX E.

INFOKMAL COMPLAINTS FILED WITH THE BOARD DURING THE YEAR

ENDING MARCH 31, 1909.

608. Condition of the road-bed of the Caraquet Railway between Chatham and
Shippigan, New Brunswick.

609. Blocking of farm crossing one mile south of Thornhill, Ontario, by Grand
Tiuiik Railway trains being left standing on the track.

010. Train service furnished by Grand Trunk Railway Company in the Cayuga,
Ontario, district.

Gil. Unreasonable delay by the Canadian Pacific Railway Company in the hand-
ling of live stock in Alberta, and discrimination in the matter of personal transpor-
tation.

612. Refusal of the Grand Trunk Railway Company and Wabash Railroad Com-
panj' to issue passenger tickets to travel over portions of the Grand Trunk Railway
line operated by both companies which are available on either company's trains.

613. Discrimination by the Canadian Northern Railway in favour of the city
of Winnipeg, Manitoba, on shipments to points on the Regina branch of the Cana-
dian Northern Railway via Regina through Brandon to Winnipeg, Manitoba.

614. Unprotected condition of the Grand Trunk Railway Company's crossing
directly east of Grand Trunk station, Bowmanville, Ontario.

615. Excessive express charged by the Canadian Northern Express Company on
a return ' C. 0. D.' shipment from North Battleford, Saskatchewan, to Toronto,
'Ontario.

616. Delay in settlement by Canadian Pacific Railway Company for loss of car-
load of apples wrecked en route from Drumbo, Ontario, to Regina, Saskatchewan.

617. Excessive freight rates charged on cedar poles as compared with rates on
lumber from Coe Hill to Toronto, Ontario.

618. Flooding of farm near Waterloo, Ontario, owing to the construction of the
Guelph and Goderich Railway, and poor drainage provided.

619. Proposed increase in freight rates on ore shipments via Algoma Central and
Hudson Bay Railway.

620. Advance in freight rates on timber and forest products by Grand Trunk
Railway Company, contained in tariflE ' C. F. 83,' ' C. R. C. No. E 1210,' issued at
Montreal, Quebec, April 15, 1908, effective May 1, 1908.

621. Refusal of Canadian Pacific Railway Company to do certain work along
right of way near Labelle, Quebec.

622. Delayed rebates by railways on ocean freight traffic.

623. Excessive freight rates charged by the Atlantic and Lake Superior Railway
to and from Maria East, Quebec.

624. Excessive freight charges by Grand Trunk Railway Company on three cars
of spruce lumber shipped from Whitney, Ontario, to Toronto, Ontario.

625. Loss of cattle on Canadian Pacific Railway near Ouimet, Ontario, and re-
fusal of railway company to make settlement therefor, and to fence the right of way.

626. Rates and facilities of express companies on shipments of milk and cream.

627. Condition of trestle at the mouth of Stewart's brook, on the Atlantic and
Lake Superior Railway at Ouimet, Ontario.

628. Excessive charge of Bell Telephone Company for long distance calls between
Montreal and Quebec city, Quebec.

REPORT OF THE COMMISSIONERS ' 309

SESSIONAL PAPER No. 20c

029. Condition of roadbed on the Midland Railway, Manitoba, between Portage
1 ' Prairie and the United States boundary.

630. Excessive freight rates charged by the Grand Trunk Railway Company on a
small touring car from Washington, D.C., to Toronto, Ontario.

631. Loss in transit via Canadian Xorthern Railway of moveable parts belonging
to a log hauling engine shipped from Eau Claire, Wis., to Prince Albert, Saskatche-
wan.

632. Alleged unhealthy and unsanitary condition of railway stations in general,
affecting the health of telegraph operators and employees within the stations.

633. Unsatisfactory train service on Canadian Pacific Railway to and from
Macoun, Saskatchewan.

634. Refusal of the Midland Railway Company of Manitoba to pay wages to men
on construction work.

635. Delay in the transportation of freight shipments from Gananoque, Ontario,
to Yarmouth, Xova Scotia.

636. Failure on part of Canadian Pacific Railway Company to fence right of way
at quarter section, ^ lot 6, concession 3, township of Dorion, near Ouimet, Ontario.

637. Increasd freight rates on lumber shipments from Brule lake, Ontario, to
Ottawa, Ontario.

638. Overcharge on shipment of binder and harrow from point in the United
States to Drinkwater, Saskatchewan.

639. Excessive telephone rates charged by Bell Telephone on calls between Brae-
side, Ontario, and Malloch's Mill, Ontario.

640. Freight rates on cattle via Grand Trunk Railway Company from Black
Rock, Ontario, to Lindsay, Ontario.

641. Failure of the Canadian Pacific Railway Company to fence right of way of
west half lot 2, concession 4. and east half lot 2, concession 5, township of Dorion,
Ouimet, Ontario.

642. Loss of eighty cords of wood near Campbellville, Ontario, from ignition by
spark from passing engine of railway.

643. Freight rates on the Orford, Mountain and Canadian Pacific Railways on
lumber and grain shipments, to and from Kingsbury, Quebec.

644. Failure of Canadian Pacific Railway Company to fence right of way at
southwest quarter Xo. 13, range 8, west 1st meridian, township 8, Rathwell, Manitoba,
causing damage to crops by cattle entering farm property.

645. Inadequate settlement by Canadian Pacific Railway Company for right of
way, Wolseley-Reston branch, northeast quarter section No. 32, township 13, range 7,
west of 2nd meridian.

646. Loss of trunk delivered to Dominion Transport Co., Toronto, June 22, 1907.

647. t^se of stamp by railways at Montreal, Quebec, on bills of lading for cheese
shipments. ' Owner's risk of weather. Some boxes broken.'

648. Condition of drainage on right of way of Canadian Pacific Railway at South
Gower, Ontario.

649. Freight rates on salt from Kincardine, Ontario, on Michigan Central Rail-
way to Lake Erie and Detroit River Railroad points.

650. Carriage of lumber shipments via Ontario, Belmont and Northern Railway.

651. Condition of drainage along right of way of Canadian Pacific Railway near
Crookston, Ontario.

652. Overcharge on carload of oats via Canadian Pacific Railway to Westport,
Ontario.

653. Train service and shipping facilities on Grand Trunk and Wabash Railroads
at Middlemiss, London and St. Thomas, Ontario.

654. Excessive charges of Dominion Express Company on a box shipped from
Birnie, Manitoba, to Strasburg, Saskatchewan.

310 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

655. Loss of one hundred acres of hay, one hundred and fifty fence posts at Cow-
ley, Alberta, by fire started by passing engine of the Canadian Pacific Railway Com-
pany.

656. Excessive freight rates on coal charged by Canadian Northern Railway from
Tabor, Alberta to Dalmeny, Saskatchewan.

657. Condition of approaches leading to tracks of Toronto, Hamilton and Buffalo
Railway that cross concessions in township of Oakland, Ontario.

658. Width of road-bed and size of ditches provided in cuts in the Grand Trunk
Pacific Railway in the province of Saskatchewan.

659. Freight rates on carbide and products from Shawinigan Falls to Sherbrooke,
Quebec, and Sault Ste. Marie, Ontario.

660. Excessive switching charges of railways at Thorold, Ontario.

661. Unprotected state of the Canadian Northern Railway running through pro-
perty in the vicinity of Makaroff, Manitoba.

662. Non-fencing of right of way of Canadian Northern Railway at the northeast
quarter section 10-28-30, west of 1st meridian, near Togo, Saskatchewan.

663. Improi>er stock cars furnished by Michigan Central Railway for the ship-
ment of hogs.

664. Freight rates charged by the Canadian Pacific Railway on cattle from Al-
berta points to Winnipeg, Manitoba.

665. Cattle killed along the right of way of the Canadian Pacific Railway near
Canora, Saskatchewan, owing to non-fencing along the line of railway.

666. Overcharge on twelve cars of lumber from Arnprior, Ontario to Valleyfield,
Quebec, via Grand Trunk Railway.

667. Condition of road-bed of the Canadian Pacific Railway in province of
Alberta.

668. Condition of drainage along the right of way of the Grand Trunk Railway
Company and Central Vermont Railway at lot No. 247, parish of St. Antoine de Lon-
gueuil, near St. Lambert, Quebec.

669. Unsatisfactory mail and train service on Canadian Pacific Railway to and
from Midale, Saskatchewan.

670. Hours of labour of despatchers on Grand Trunk Railway District between
Belleville and Brockville, Ontario.

671. Condition of Canadian Northern Railway from Dauphin, Manitoba, to the
south bank of South Saskatchewan river.

672. Poor facilities provided by the Canadian Pacific Railway Company for the
handling of hogs at Kenilworth, Ontario.

673. Excessive freight rates of Vancouver, Westminster and Yukon Railway on
lumber shipped from Bumaby, British Columbia.

674. Excessive freight rates on shipments of sugar from Raymond, Alberta, via
Canadian Pacific Railway and Alberta Railway and Irrigation Company.

675. Storage charges by Grand Trunk Railway on shipment of agricultural im-
plements.

676. Freight rates charged by the Grand Trunk Railway on shipment of feed
wheat from Girvin, Saskatchewan to Holstein, Ontario.

677. Excessive freight rates charged by Grand Trunk Railway on corn shipment
from Chicago, 111., via Chatham, to St. John, New Brunswick.

678. Poor train connections afforded by Grand Trunk Railway Company at Til-
sonburg Junction, Ontario.

679. Insufficient car supply at Clinton, Ontario, for the movement of traffic to
Oxbow, Saskatchewan.

680. Freight rates charged by the Canadian Pacific Railway Company from Mont-
real to Aylmer, Quebec.

681. Freight rates charged by the Canadian Northern Railway Company on ties
in carloads to St. Boniface Transfer, Manitoba.

REPORT OF THE COMMISSIONERS 311

SESSIONAL PAPER No. 20c

682. Overcharge on shipment of hay on the Grand Trunk Railway from Mitchell
and Harley, Ontario to Timagami, Ontario.

683. Overcharge on car of hay shipped by Canadian Pacific Railway from West
Monkton to Timigami, Ontario.

684. Freight rates charged by Grand Trunk and Canadian Pacific Railway Com-
panies on corn shipments from Chicago via Chatham to St. John, New Brunswick.

685. Unsatisfactory train connections of Grand Trunk Railway at Tilsonburg and
Tilsonburg Junction, Ontario.

686. Excessive switching charges on Michigan Central Railroad at St. Thomas,
Ontario.

687. Condition of drainage along right of way of Canadian Northern Ontario
Railway near Same's Bale, Ontario.

688. Condition of road-bed on Canadian Northern Railway between Tisdale and
Melfort. Saskatchewan.

689. Freight rates of Grand Trunk Railway on pulp wood shipment from Pembroke,
Ontario to Fulton, New York.

690. Refusal of Quebec Central Railway Company to accept bill of lading at
D'Israeli, Quebec, on shipment consigned to private siding.

691. Unsatisfactory train connection between Canadian Pacific Railway and Temis-
couata Railway.

692. Loss of cattle killed on right of way of Canadian Northern Railway near
Langham, Saskatchewan.

693. Passenger rates on Quebec Central Railway from Lake Megantic to Ste.
Cecile, Quebec.

694. Dangerous condition of farm crossing on Grand Trunk Railway at lot No.
33 in the township of Seneca, Ontario.

695. Switching rates of Canadian Northern Railway at Port Arthur.

696. Condition of highway crossing on Canadian Pacific Railway, west of Moun-
tain Station.

697. Freight rates charged by railways on ingot tin in less than carload lots from
Montreal, Quebec to London and St. Thomas, Ontario.

698. Requirements of railways that mileage tickets be presented at ticket office in
exchange for passage tickets.

699. Flooding of property in front of town of Girvin, Saskatchewan, owing to
Canadian Pacific Railway Company not putting in culvert.

700. Failure of the Grand Trim^k Pacific Railway Company to settle for exprop-
riated lands required for right of way in Fort Rouge, Manitoba.

701. Failure of the Grand Trimk Railway Company to provide station near the
crossing of the middle line in the township of Somerville, Ontario, in accordance with
agreement. ,

702. Overcharge on shipments on the Canadian Northern Railway from Winnipeg
to Ninette, Manitoba.

703. Failure of the Canadian Northern Railway to plank two crossings in the
vicinity of Quill Lake, Saskatchewan.

704. Closing of telegraph office by Canadian Pacific Railway and Great North-
western Telegraph Companies, Colborne, Ontario.

705. Shortage of grain, lost in transit over railways.

706. Overcharge on shipment of freight on the Canadian Pacific Railway from
Edmonton, Alberta to Vancouver, British Columbia.

707. Failure of the Canadian Northern Railway to construct the Goose Lake
branch in the province of Saskatchewan.

708. Damage to, household furniture shipped by Canadian Pacific Railway from
Edenland, Saskatchewan, to a point in Manitoba.

312 RAILWAY COMMISSIOySRS FOR CAS'ADA

9-10 EDWARD VII., A. 1910

709. Loss in transit of 175 bushels of grain shipped by Canadian Pacific Railway
from Gainsboro', Saskatchewan, to Fort William, Ontario, and refusal of railway to
settle therefor.

710. Shortage in shipment of car of rye flour from Delhi, Ontario, to Montreal,
Quebec. Also damage to goods caused by shunting.

711. Condition of crossing of Canadian Pacific Railway Company between town of
Areola and town site of Kisbey, Saskatchewan.

712. Condition of culvert on the Central Ontario Railway near Eldorado, Ontario.

713. Condition of road-bed of Canadian jSTorthem Railway running through Mel-
fort county, to Prince Albert, Saskatchewan.

714. Excessive rates of Grand Trunk Railway on shipment of oats from Kingston,
Ontario, to Boston, Massachusetts, as compared with rates from Georgian Bay points.

715. Refusal of Canadian Pacific Railway to sell second class tickets from Dubuc,
Saskatchewan, to Toronto, Ontario.

716. Excessive freight rates on the Lake Erie and Detroit Railway on shipment of
salt from London, Ontario, to Clamworth, Ontario.

717. Refusal of the Grand Trunk Railway Company to allow commissions on
tickets sold for excursions to Sarnia, Ontario.

718. Dangerous condition of the Canadian Pacific Railway at Duncan, British
Columbia, and request that an automatic signal be provided.

719. Extra charge on Grand Trunk Railway Company for stop-over privilege on
cheese shipments.

720. Failure of the Canadian Xorthern Railway Company to erect fence and put
in proper crossings over ditches and gates at section 14-13-1 west.

721. Delay in delivery of shipment of nursery stock forwarded via Toronto, Hamil-
ton and Buffalo Railway Company to St. Louis station, L'Islet county, Quebec.

722. Estimated weights charged on three head of cattle from Sussex, New Bruns-
wick, to Perth, Ontario.

723. Dangerous condition of crossings of the Grand Trunk and Michigan Central
Railroads in the town of Welland, Ontario.

724. Refusal of the Canadian Xorthern Quebec Railway to put its rails on a
level with the streets and to build sidewalks at the crossings in the town of Masion-
neuve, Quebec.

725. Excessive freight charges on Grand Trunk Railway on green salted hides
from Montreal to St. Catharines, Ontario.

726. Delay in construction of Canadian Xorthern Railway Dalmeny-Carlton
extension.

727. Closing of certain streets in the town of Alliston, Ontario.

728. Condition of road leading to freight station of the Canadian Pacific Rail-
way, and damage to goods on account of station platform being too high.

729. Accommodation afforded to the public by the Canadian Pacific Railway
Company on the Macleod branch.

730. Length of hours of conductors on the Grand Trunk Pacific Railway, west
of Portage la Prairie, Manitoba.

731. Failure of Canadian Pacific Railway Company to establish freight rates
to and from Fry's station, Saskatchewan, to stations between Antlers and Redvers.

732. Running of trains by the Canadian Pacific Railway Company without pro-
per inspection from divisional points in the west.

733. Construction of St, Mary's and "Western Ontario Railway through lands
of property owners at St. Mary's, Ontario, without authority,

734. Dangerous condition of crossing at Canadian Pacific Railway at station
at Mission Junction, British Columbia.

735, Running of trains by Canadian Pacific Railway without proper inspection
at terminals, and engines without proper braking appliances.

liEI'ORT OF THE COM M lssi()\ ERS 313

SESSIONAL PAPER No. 20c

736. Excessive freight rates of the Great Xortherii Eailway on shipments of
cedar poles from Creston, British Columbia.

737. Overcharge on shipments of hardwood lumber via Canadian Pacific Eail-
way Company from St. Agathe and Lachute, Quebec.

738. Inefiicient train service on Canadian Northern Quebec Railway between
Quebec and Montreal; also poor station accommodation at Garneau, Heronville rand
St. Tite, Quebec.

i 739. Delay in delivery of shipment of spruce seedlings forwarded by the Cana-
dian Pacific Railway Company from Grenfell, Saskatchewan, to Strasburg, Sas-
katchewan.

740. Excessive whistling of engines on Canadian Pacific Railway at night be-
tween Quebec station and Dorchester street, Quebec.

741. Excessive freight rates of Grand Trunk and Canadian Pacific Railway Com-
panies on grain shipments from Kingston, Ontario, to New Brunswick and Nova
Scotia points, as compared with rates from Georgian bay.

742. Excessive noise caused by operation of moving cars and engines on the Grand
Trunk, Canadian Pacific and Ottawa and New York Railways at Ottawa. Ontario.

743. Dangerous railway crossing of Grand Trunk and Kingston and Pembroke
Railways opposite barracks at Kingston, Ontario.

744. Excessive passenger rates charged- by the Windsor, Essex and Lake Shore
Rapid Railway Company.

745. Refusal of the Pere Marquette Railway Company to carry passengers on
way-freight trains.

746. Condition of trains and accommodation of stations on the Canadian North-
ern Quebec Railway between Maisonneuve and St. Paul I'Ermite, Quebec.

747. Dangerous condition of road-bed and rolling stock Grand Valfey Electric
Railway between Brantford and Gait, Ontario.

748. Condition of the Canadian Northern Ontario Railway bridges between
Rainy River and Port Arthur, Ontario.

749. Failure of the Canadian Pacific Railway Company to construct its line be-
tween Hardisty and eastern boundary of Alberta.

750. Dangerous points on Brennan's siding, Grand Trunk Railway Company,
position of electric light poles on northwest corner of Kelly street and Ferguson
avenue, Hamilton, Ontario.

751. Running of Canadian Pacific Railway Company's trains in and out of
Vancouver, British Columbia, without proper inspection.

752. Unsatisfactory mail service on Canadian Northern Railway between Neep-
awa and McCreary, Manitoba.

753. Dangerous condition of road-bed of the Central Vermont Railway.

754. Train service of the Grand Trunk Railway Company on Port Perry and
Whitby branch.

755. Non-fencing of right of way of the Canadian Northern Railway near Eldon,
Manitoba.

756. Fencing of road allowance between concessions 2 and 3 in township of Tay,
east of Midland, Ontario, by Grand Trunk Railway.

757. Condition of culvert on the Canadian Northern Ontario Railway near
James Bay Junction, Ontario.

758. Excessive whistling of trains by Canadian Pacific Railway Company's
engines at Almonte, Ontario.

759. Loss of cattle on the Canadian Pacific Railway near Cowley, Alberta, from
inefficient cattle guards.

760. Unsatisfactory drainage on the Canadian Pacific Railway at Louisville,
Quebec.

761. Condition of passenger coaches on the Ottawa and New York Railway.

314 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

762. Condition of highway crossings of Canadian Pacific, Grand Trunk and
Canadian Northern Ontario Railway Companies in township of Foley, Ontario.

763. Condition of culvert on Grand Trunk Railway at lot 20, township of Lon-
don, Ontario.

764. Refusal of Grand Trunk Railway to refund overcharge on shipment of lum-
ber from Toronto, Ontario.

765. Treatment accorded passengers by conductor on Grand Trunk Railway train
No. 33, from London, September 15, 190S.

766. Excessive freight charges by Canadian Pacific Railway on shipment from
"Frankfort, Ontario, to Montreal, Quebec.

767. Dangerous condition of roadway on Canadian Pacific Railway near Domin-
ion Copper Company's smelter. Boundary Falls, British Columbia.

768. Order issued by the Grand Trunk Railway Company that train No. 1 shall
not stop at Thousand Island station junction, Ontario.

769. Excessive freight rates of the Canadian Northern Quebec Railway, Quebec,
Xake St. John Railway Companies on a through shipment.

770. Refusal of the Canadian Pacific Railway Company to make an allowance
'for breakage of goods in transit.

771. Condition of farm undercrossing of Canadian Pacific Railway Company at
lot No. 19, concession 2, township of London, Ontario.

772. Excessive delay of railway companies in repayment to shippers of grain for
lumber supplied for car doors.

773. Loss of shipment of household effects from Spokane, Washington, to Clares-
holm, Alberta, via Intercolonial Railway.

774. Excessive freight rates charged by the Canadian Pacific Railway Company
on shipments of grain to and from Guernsey, Saskatchewan, to the terminal elevators
on the great lakes.

775. Crossings of the Canadian Northern Railway, Oak Point branch at Warren,
Ontario.

776. Inability of residents of Wainwright, Alberta, to transmit messages over
telegraph wires of the Grand Trunk Pacific Railway.

777. Excessive freight rates charged on Canadian Pacific Railway on pulpwood
from St. Stephens to Milltown, New Brunswick.

778. Excessive charges of the Dominion Express Company in Winnipeg, Mani-
toba, for the carriage of newspapers.

779. Drainage of right of way of Canadian Pacific Railway Company through
farm near the village of Portneuf, Quebec.

780. Condition of farm crossing on Canadian Northern Quebec Railway in vil-
lage of Portneuf, Quebec.

781. Dangerous condition of crossing on the Grand Trunk Railway near Fergus,
Ontario.

782. Condition of highway crossing on the Thessalon and Northern Railway,
east of road in township of Thessalon, Ontario.

783. Freight rates on sand and gravel from York to Toronto, Ontario, via Grand
Trunk Railway.

784. Delay in delivery by railways of shipments of coal at Elstow, Saskatchewan.

785. Failure of the Canadian Northern Railway to erect fences on southwest
quarter, section 13 township of Morley, Rainy River district, Ontario.

786. Insufficient supply of cars by railways for the movement of wHeat from Red-
vers, Saskatchewan.

787. Refusal of Grand Trunk Railway Company to rectify error in billing a
car of coal to Toronto, Ontario.

788. Closing by Canadian Pacific Railway Company of certain streets in the
village of Coteau Junction, Quebec.

REPORT OF THE COMMISSIONERS 315

SESSIONAL PAPER No. 20c

789. Failure of the Brandon. Saskatchewan and Hudson Bay Eailway to fence
the right of way opposite farm property at Wakopa, Manitoba.

790. Overcharge of $4.95 on shipment of brick from St. Polyearpe to Dorval,
Quebec, by Canadian Pacific Railway Company.

791. Construction of Grand Trunk Pacific Company across property in Hurry,
Alberta, severing six to ten acres and making a deep cut through the property and
throwing waste dirt over the adjoining land.

792. Overcharge of $18 (eighteen) on shipment of dog by Dominion Express Co.,
from Winnipeg, Manitoba to Sudbury, Ontario.

793. Failure of the Brandon, Saskatchewan and Hudson Bay Eailway to fence
the right of way on northeast quarter section No. 13-4-20, Manitoba.

794. Construction by Canadian Pacific Railway Company of wagon road across
property at Strathcona, Alberta.

795. Excessive freight rates charged by the Canadian Pacific Railway Company
on shipment of pulpwood from Corbeil to Hawkesbury, Ontario.

796. Dangerous condition of public crossing of Canadian Pacific Railway Com-
pany at the town line beween South Gower and Oxford, Ontario; also unsatisfactory
condition of farm crossing.

797. Excessive freight rates on shipments of fence wire from Portage la Prairie,
Manitoba.

798. Dangerous crossing of Canadian Pacific Railway Company at range 27, mile
85.5 in the town of Claresholm, Alberta.

799. Excessive freight charges by the Canadian Pacific Railway and Canadian
Northern Railway Companies on bulkhead cars of grain from western points to Port
Arthur and Fort William, Ontario.

800. Damage to property by the Central Ontario Railway and removal of material
without the consent of the owner at Maynooth, Ontario.

801. Injury to horse at public crossing at Forest Station, Manitoba, on the Grand
Trunk Pacific Railway.

802. Stop-over charge of the Grand Trunk Pacific and Canadian Pacific Railway
Companies at Sarnia tunnel on lumber shipments.

803. Damages to property at St. Paulin, Quebec, by diverting of water course by
the Canadian Northern Quebec Railway Company.

804. Freight rates charged by the Canadian Pacific Railway Company on ship-
ments of grain to Montreal and New Brvmswick points.

805. Inability of industry at KemptviUe, Ont., to recover from Canadian Pacific
Railway Company money paid out by parties in regard to private sidings.

806. Shunting on the Hamilton Railroad by London and Port Stanley Railway,
Company, operated by the Pere Marquette Railway Company.

807. Failure of the Canadian Northern Railway Company to fence right of way
through section 32-19-21 west 2nd meridian, near Lumsden, Saskatchewan.

808. Closing of crossing near village of Nashville, Ontario, by Canadian Pacific
Railway Company.

809. Shortage in delivery on shipment of household goods forwarded by the Cana-
dian Northern, Canadian Pacific and Grand Trunk Railway Companies from Rainy
River to Gravenhurst, Ontario.

810. Failure of the Canadian Pacific Railway Company to move grain shipment
from Grannan, Alberta.

811. Proposed closing of station on Canadian Northern Railway at Borden, Sas-
katchewan.

812. Failure of the Canadian Northern Railway Company to fence its right of way
at the northeast quarter section No. 21, township 19, range 21, west 2nd meridian.

813. Insufficient car supply by the Canadian Pacific Railway Company for the
movement of traffic from Glenboro, Manitoba.

316 RAILWAY COilMISSIOXERS FOR CAXAIfA

9-10 EDWARD VII., A. 1910

814. Excessive passenger rates on the Canadian Pacific Railway between Hanover
and Wallverton, Ontario.

815. Inadequate car supply by Canadian Pacific Railway Company for movement
of grain from Belle Plains, Saskatchewan.

816. Refusal of the Canadian Northern Railway to pay for lands taken for right of
way at Blackfoot- Hill, Alberta.

817. Refusal of the Canadian Pacific Railway to permit third party to use private
siding at Outremont, Quebec.

818. Failure of the Canadian Pacific Railwaj' Company to pay for lauds taken at
Brookdale, Manitoba, for the construction of McGregor- Varcoe branch.

819. Condition of drainage on the right of way of the Guelph and Goderich
Railway through lot 4, concession 9, township of Morris, Ontario.

820. Change of time table on Halifax and Southwestern Railway between Middle-
ton and Bridgewater, Nova Scotia.

821. Delay by Canadian Northern Railway Company in constructing and opening
for traffic of Goose Lake branch.

822. Restriction placed by the Dominion Express Company on the carriage of furs
to Great Britain by charging excessive express rates for insurance of goods.

823. Failure of the Canadian Northern Ontario Railway Company to provide
drainage to carry off surface water opposite lots 28 and 29, concession 6, township
)i McDougal, Ontario.

824. Condition of fences, station accommodation for the handling of express and
freight, also lack of an agent at Fruitvale, British Columbia, "on the Great Northern
Railway.

825. Insuffi^cient car supply by Canadian Pacific Railway for the movement of
traffic at Parkland, Alberta.

826. Refusal of the Grand Trunk Railway Company to permit installation of
telephones in passenger and freight stations at certain stations in province of Quebec.

827. Hours of duty of trainmen employed on the Canadian Northern Ontario
Railway, Rainy River district.

828. Reduction of train service between Bannockburn and Tweed, Ontario, on
Bay of Quinte Railway.

829. Inadequate car supply for the movement of live stock on the Canadian
Pacific Railway Company from Cowley, Alberta.

830. Excessive freight rates and minimum carload weight on fruit shipments
from Peachland, British Columbia, to Victoria, British Columbia, on the Canadian
Pacific Railway.

831. Condition of swing bridge on the Grand Trunk Railway over Galops canal
in the village of Cardinal, Ontario.

832. Inadequate car supply by the Canadian Pacific Railway Company at Frys
and Antlers stations, Saskatchewan.

833. Damage in transit to household effects shipped by the Canadian Pacific
Railway Company from Worcester, Massachusetts, to Moosejaw, Saskatchewan.

834. Inadequate facilities for the reception of freight and express matter at
Beloeil, Quebec.

835. Condition of drainage on the Quebec, Montreal and Southern Railway near
Picton to Smiths Falls, Ontario.

836. Stop-over charge on the Canadian Pacific Railway Company at Cartier,
Ontario.

837. Excessive rates on the Canadian Pacific Railway on shipment of apples from
Picton to Smith's Falls, Ontario.

838. Excessive rates charged by the Grand Trunk for switching of car of soft
coal at Hagersville, Ontario.

839. Refusal of the Canadian Pacific Railway Company at Kamloops, British
Columbia, to carry trunk as freight unless boxed.

REPORT OF THE COMMISSIOyERS 317

SESSIONAL PAPER No. 20c

S40. Excessive charges of the express companies in western provinces.

841. Overcharge amounting to $884.01 collected by the Grand Trunk Railway
Company on a shipment of sand and gravel from Niagara Falls to Welland, Ontario.

842. Dangerous condition of crossing on the Canadian Pacific Railway in the
township of Bentinck, county of Grey, at 2nd concession.

843. Damage by the Central Ontario Railway to property at Maynooth, Ontario,
by fire.

844. Excessive rates charged by the Canadian Northern Railway for warehous-
ing carload of wheat consigned to Port Arthur, Ontario.

845. Objections to plan of proposed subway on the Grand Trunk Pacific Rail-
way at highway crossing, northeast quarter of 15-53-24 W. 4.

846. Poor train service on the Canadian Pacific Railway to and from Mayook,
British Columbia.

847. Loss in shipment of photo tent forwarded via Canadian Northern Express
Company from Lanigan to Battleford, Saskatchewan.

848. Loss of four horses on right of way of the Canadian Pacific Railway Com-
pany at Areola, Saskatchewan.

849. Dangerous condition of Canadian Pacific Railway crossing Main street,
Plamilton street, Kenora, Ontario.

850. Misleading information furnished by the Canadian Pacific Railway Com-
pany's agent at Lyleton and Brandon, Manitoba, to travelling public.

851. Freight rates on ore shipments by Grand Trunk Railway in favour of
L^nited States smelters.

852. Extra charge levied by Dominion Express Company on returned empty
lobster cans between Detroit and Atlantic coast points.

853. Delay in delivery of freight shipments at Cobalt, Ontario, and British
Columbia points.

854. Failure of the Canadian Northern Railway to make settlement for property
taken for railway purposes at township 33, range 10, section 16, west third meridian,
near Tessier, Saskatchewan.

855. Freight rates of Canadian Pacific Railway Company on oats to points on
the Toronto, Sudbury branch and main line Bisco to North Bay, Ontario.

856. Placing of power wires across tracks of the Canaian Pacific Railway in the
vicinity of Lachine canal swing bridge without authority of board.

857. Damage caused by delay in delivery of shipment of baggage by Canadian
Pacific Railway to Vancouver, British Columbia.

858. Failure of the Thousand Islands Railway to deliver consignment of bolts
shipped from Gananoque, Ontario, to the National Transcontinental Railway at Coch-
rane on the Temiscouta and Northern Ontario Railway.

859. Excessive freight rates charged by the Canadian Pacific Railway companies
on cartons shipped from Trois Rivieres, Quebec, to St. John, New Brunswick.

860. Excessive rates charged by express companies on shipment of fresh fish from
Meaford to London, as compared with the rates from Meaford to Toronto, Ontario.

861. Losa sustained by shippers on goods forwarded from Edmonton, Alberta, to
flag station on the Canadian Northern Railway near Brudenheim, Alberta.

862. Taking up of planking by the Grand Trunk Railway Company from farm
crossing known as the east half lot 43, 6th concession. County "Wainfleet.

863. Dangerous and non-protected highway crossing in the vicinity of Swift Cur-
rent, Saskatchewan.

864. Rates on shipment of freight from Detroit, Michigan to Western Ontario
points, as covered by tariff E. 874 effective September 15, 1908.

865. !^emoval of agent by Canadian Pacific Railway from Kelloe, Manitoba.

866. Increased rates on the Canadian Pacific Railway on bricks, C, L., Cassel-
man, Ontario to Montreal, Quebec.

318 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

867. Poor train service of Canadian Pacific Railway between Lauder and Tilston,
Manitoba.

868. Condition of the approaches to the wharf at North Bay, Ontario.

869. Delay in running of trains of the Canadian Pacific Railway on the North
Shore branch between Montreal, Quebec and Ottawa, Ontario.

870. Overcharge on shipment of settlers' effects forwarded via Canadian Pacific
Railway from Mount Forest, Ontario, to Moosejaw, Saskatchewan.

871. DiscQutinuance by railways of service of heated cars from points in the pro-
vince of Quebec in the winter months for the shipment of perishable goods.

872. Condition of highway crossing and lack of sufficient number of crossings.
District of Nutana, Saskatchewan, on the Canadian Northern Railway.

873. Excessive express charges on shipments of cream to Montreal, Quebec.

874. Inadequate car supply for the shipment of grain from Weyburn, Saskatch-
ewan.

875. Inadequate car supply by railways in Alberta for the movement of hay and
grain shipments.

876. Failure of the Canadian Northern Railway to compensate for lands taken for
right-of-way over southwestern section 37-27-29, near Dauphin, Manitoba.

877. Condition of fire guards and defective equipment of locomotives on railways
in the western provinces.

878. Switching charges on the Grand Trunk Railway at Milton, Ontario.

879. Switching charges on the Canadian Pacific Railway on goods from steamship
at West St. John to industries at a distance of 4| miles.

880. Crossing of the Canadian Pacific Railway at Mill street in the town of
Enderby, British Colunibia.

881. Inadequate train service Quebec, Montreal and Southern Railway between
Longueuil and Montreal, Quebec.

882. Inadequate culvert on the Canadian Pacific Railway near Allan Park, On-
tario.

883. Erection of fences on southern portion of land at Iberville Junction, Quebec,
by Canadian Pacific Railway, causing accumulation of snow.

884. Poor accommodation and lighting of cars on the Quebec Railway Light and
Power Company, to St. Joachims, Quebec.

885. Excessive rates charged by the Canadian Pacific Railway and Canadian
Northern Ontario Railway Companies on car of lumber from Parry Sound to Ingersoll,
Ontario.

886. Loss on two head of cattle on the Canadian Pacific Railway near Fordwich,
Ontario, owing to inefficient cattle guards.

887. Placing of telephone wires across tracks of the Grand Trunk Pacific Railway
by the municipalities of Miniota and Hamiota, Manitoba, without the authority of
the Board.

888. Excessive freight rates charged by the Dominion Atlantic Railway and
Steamship Company on live lobsters from Yarmouth, Nova Scotia, to Boston, Massa-
chusetts.

889. Overcharge by the Grand Trunk Railway Company on shipment of lumber
from Cache bay to Oakville, Ontario.

890. Condition of fences along right of way of railways near Ashville, Manitoba.

891. Overweight on shipment of hay by the Canadian Pacific and Grand Trunk
Railway Companies from Seaforth, Ontario.

892. Excessive charges and inefficient service by express companies on shipments
of fish from Wheatley, Ontario, to New York city.

893. Excessive freight rates by Canadian Pacific Railway Company on car of
aorses from Pincher Creek, Alberta, to Spokane, Washington.

894. Freight rates charged by railways on corn shipments from Chatham, On-
tario.

REPORT OF THE COMMISSIONERS 319

SESSIONAL PAPER No. 20c

895. Excessive freight rates charged by Ottawa and New York Eailway Company
on shipments of drugs and tea to Newington, Ontario.

896. Proposed increase by express companies in the charges for returned empty
cases to Amprior, Ontario.

897. Practice of Grand Trunk Eailway Company of removing planking at farm
crossing near Cayuga, Ontario, during winter months.

898. Eemoval of planking on Canadian Pacific Eailway on the Souris branch
in the municipality of Oakland, Manitoba.

899. Excessive freight rates charged by the Pere Marquette Eailway on milk
shipment from Harrow to Windsor, Ontario.

900. Inadequate car supply by the Canadian Pacific Eailway Company on ship-
ments of grain from Belleplains, Saskatchewan.

901. Irregularity in freight and passenger rates on the Vancouver, Victoria and
Eastern Eailway Company involving unjust discrimination in favour of points in
state of Washington.

902. Inadequate car supply of stock cars for the movement of stock shipments
by railways in Alberta, and refusal to supply planks to spike across doorway of such
cars.

903. Poor accommodation furnished by the Grand Trunk Eailway on trains to
and from Hawkesbury, Ontario.

904. Failure of the Canadian Pacific Eailway to provide station agent or opera-
tor at Hirsch, Saskatchewan.

905. Failure of the Canadian Northern Quebec Eailway to keep open the station
at St. Cuthbert, Quebec, for the arrival and departure of trains.

906. Excessive freight rates on Canadian Pacific Eailway in the district of Sun-
bury, New Brunswick.

907. Length of hours of railway employees on the Canadian Pacific Eailway in
Alberta.

908. Negligence of the Canadian Northern Eailway Company to provide suit-
able crossing fences and cattle guards on its Winnipegosis and Swan Eiver sections.

909. Complaint about the Grand Trunk Company's siding crossing the highway
at Caledon east, in the township of Albion, Ontario.

910. Eates on the Vancouver, Victoria and Eastern Eailway on shipments to
points in Manitoba.

911. Additional charges by Dominion and Canadian Express Companies on ship-
ments to residents of Ossington, Concord and Deleware avenues and government
road, Toronto, Ontario.

912. Eefusal of Eastern Canadian Passenger Association to grant special rates
in connection with the Montreal carnival of winter sports.

913. Overcharge by the Canadian Pacific Eailway Company on shipment of Per-
cheron stallion from Minnesota Transfer to Gleichen, Alberta.

914. Overcharge of freight on tank cars of oil on which railway companies have
refused to give through rate from Philadelphia, Pennsylvania, to Toronto, Ontario.

915. Excessive express rates and inadequate connection between competing lines
of railway in Muskoka district.

916. Limit of liability of railways on shipments of racing horses.

917. Express rates charged on shipment to and from Port Arthur, Ontario.

918. Express rates on shipment of fish from Nipigon Bay, Ontario.

919. Long hours of express messengers and other employees of express com-
panies.

920. Alleged discrimination in rates by express companies on shipments of
printed matter from Toronto, Ontario.

921. Express rates on fruit shipments from Burford, Ontario.

922. Express rates on shipment to and from Kenora, Ontario.

320 RAILWAY COMMISSIOXERS FOR CA\ADA

9-10 EDWARD VII., A. 1910

923. Proposed increase in express rates on returned empties to Sudbury, Ontario,
from January 1, 1909.

924. Express rates charged on shipment to and from Clarksburg, Ontario.

925. Express rates on shipment to and from Halifax, Nova Scotia.

926. Increased rates by express companies on returned empties to Toronto, On-
tario.

927. Failure of the Canadian Xorthern Railway to fence right of way northwest
quarter section 26-19-22 west 2nd meridian.

928. Danger to the public and train crews on railways through the use of ordinary
snow ploughs on engines.

929. Transportation facilities afforded by railways for the movement of live stock
in Alberta.

930. Rates of the Canadian Express Company on shipment from Charing Cross,
Ontario, to Blairmore, Ontario.

931. Loss of cattle on right of way Canadian Northern Railway near Scarth,
^fanitoba, and erection by the company of a snow fence in that district.

932. Loss of lumber shipped via Canadian Pacific Railway from Irish Creek to
Chesterville, Ontario.

933. Fi-eigbt rates charge<l by the Atlantic and Lake Superior Railway on ship-
ment from Point Levis to Caplan, Ontario.

934. Freight rates charged by the Michigan Central Railroad on shipments of hogs
from Alviston and Brigden, Ontario, to Ingersoll, Ontario, as compared with the rates
to Toronto, Ontario.

935. Closing of the station at Osage, Saskatchewan, by the Canadian Pacific
Railway.

936. Unsatisfactory condition in regard to the shipment of perishable goods by
the Canadian Xoi-tl.em Railway during the winter months from Prince Albert, Sas-
katchewan.

937. Express charges on shipments of fruit and vegetables from Leamington,
Ontario.

938. Excessive rates charged on balate and crude rubber to Montreal, Quebec.

939. Extension of time allowed the Canadian Pacific Railway for the construction
and completion of its line to Dauphin, Manitoba.

940. Delivery service of the Canadian Xorthern Telegraph Comj)any on a message
to Prince Albert, Saskatchewan.

941. Xon-protected condition of the Canadian Pacific Railway, and defective state
of fences in the vicinity of Limbreck, Alberta.

942. Inadequate train service of the Canadian Pacific Railway to and from Erin-
dale, Ontario.

943. Flooding of lands near Zephyr, Ontario, from inadequate drainage provided
by the Canadian Xorthern Ontario Railway.

944. L'nsatisfactory classification for shipment of cheese box stock.

945. Insuflicient protection provided by the Canadian Pacific Railway in the mat-
ter of cattle guards in the District of Sapparton, British Columbia.

946. Poor service furnished by the Canadian Pacific Railway over spur tracks in
vicinity of Estevan, Saskatchewan.

947. Inadequate protection of level crossing in the township of Brantford, On-
tario.

948. Abrupt changes made by railways in long standing rates and regulations
generally.

949. Excessive rates of the Pere Marquette Railroad on shipments of beet sugar
from Wallaceburg, Ontario, to St. Paul, Minnesota.

950. Excessive freight rates on the Intercolonial Railway on consignment of cast-
ings from Sackville to St. John, New Brunswick.

REPORT OF THE COMMISSIONERS 321

SESSIONAL PAPER No. 20c

951. Failure of the Canadian Pacific Railway and Canadian Kortliern Railway, to
employ siifficient operators for the operation of trains in the west.

952. Overcharge on tow boats shipped from South Temiskaming, Ontario to Latch-
ford, Ontario, by the Canadian Pacific Railway.

953. Excessive freight rates on the Queoec, Montreal and Southern Railway on
shipments of stone from Mount Johnson and Stanst^ad, Quebec.

954. Train service of the Canadian Pacific Railway between Smith's Falls and
Vaudreuil, Quebec.

955. Train service of the Canadian Pacific Railway between Dixie, Ontario and
Toronto, Ontario.

956. Loss of cattle on Canadian Pacific Railway right of way near Barnet, British.
Columbia, on account of fences being down.

957. Excessive freight rates of the Atlantic and Lake Superior Railway, from
Caplan Station, Quebec to Meguacha Point, Quebec.

958. Refusal of railways to supply box cars for shipment of pulpwood in the East-
ern Townships.

959. Inadequate arrangements by the Dominion Express Company for the hand-
ling of express traffic at Cobalt, Ontario.

960. Construction of fences along right of way of the Pere Marquette Railroad
in the township of Raleigh, Ontario.

961. Excessive freight rates charged by the Grand Trunk Railway on salt ship-
ments from Windsor to Kingston, Ontario.

962. Excessive express rates on shipments between points in the maritime prov-
inces.

963. Equipment of suburban railways in the vicinity of Hamilton, Ontario.

964. Overcharge by the Canadian Pacific Railway on consignment of imported
liquor from Fort William, Ontario, to Winnipeg, Manitoba.

965. Train service of the Canadian Pacific Railway at Sharbot Lake, Ontario.

966. Excessive freight rates, lack of fences and inadequate cattle guards on the
right of way of the Canadian Pacific Railway in the province of Alberta.

967. Exce^ive freight rates of the Atlantic, Quebec and Western Railway on
shipment of car machinery from St. Hyacinthe to Caplan, Quebec.

968. Dangerous condition of crossing on the Grand Trunk Railway, known as
the Carrington road, jtist west of Belleville station, Ontario.

969. Dangerous condition of crossing on the Grand Trunk Railway in the village
of Burlington, Ontario.

970. Obstruction of water course by the Grand Trunk Railway in the vicinity
of Grenfell, Saskatchewan.

971. Operation of Montreal Park and Island Railway line in Mount Royal ward,
Montreal, Quebec.

972. Proposed increase of freight rates by railways on sad irons.

973. Proposed location of the Canadian Pacific Railway between Coldwater and
Peterborough, Ontario, and station at Brechin, Ontario.

974. Shortage in shipment of two cars of coal to Guelph, Ontario, via the Grand
Trunk Railway.

975. Failure of the iS^orth American Telegraph Company to furnish connections
and agreement to interchange of telephone business at Hopetown, Ontario.

976. Condition of drainage of the Grand Trunk Railway in the township of Ops,
Ontario.

977. Overcharge by the Grand Trunk Railway on consignment of eggs to Mon-
treal, Quebec.

978. Inadequate telephone service in the township of Govan and the township of
South Monaghan, Ontario.

20c— 21

322 RAILWAY COilMISSIOXERS FOR CANADA

9-10 EDWARD VII., A. 1910

979. Condition in and around the station of the Canadian Pacific Railway at
Canmore, Alberta.

980. Loss of oxen through non-erection of fences on the right of way of the
Canadian Xorthern Railway opposite section 23, township 38, range 26, west of the
second meridian, near Dana, Saskatchewan.

981. Express rates of the Canadian Northern Express Company on shipment
from Winnipeg, Manitoba, to Lumsden, Saskatchewan.

982. Loss to shippers of live stock in the province of Alberta, through alleged
irregularities, difiiculties and uncertainties connected with transportation of live stock
in the west.

983. Refusal of the Canadian Pacific Railway to allow meat shippers at Calgary,
Alberta, to make shipments to other provinces.

984. Railway facilities in and out of Simcoe, Ontario.

985. Proposed location of Esquimault and Xanaimo Railway on lot 127, Comox
district, British Columbia.

956. Express rates on calcium carbide by Canadian and Dominion Express Com-
panies from St. Catharines to Massey, Ontario.

987. Excessive freight rates on hay, grain, straw and farm produce via Great
Xortnern Railway in eastern British Cohmibia.

988. Excessive freight rates of the Canadian Pacific Railway on shipment of
horses from St. John, Xew Brunswick, to Olds, Alberta.

989. Delay in movement of freight traffic and overcharge in weights on shipment
by Canadian Northern Quebec Railway and Quebec and Lake St. John Railway.

990. Excessive rates charged by the Dominion Express Company on shipment of
corsets from Quebec to Vancouver, British Columbia.

991. Excessive freight rates on corn shipments from Michigan Central Railroad
,n\d Pere Marquette Railroad points.

992. Poor train service of tlie Grand Trunk Railway to and from Watford,
Ontario.

993. Blocking of tracks at crossing by cars of Grand Trunk Railway at Coteau
Junction, Ontario, and also treatment of passengers at station by employees of the

railway.

994. Closing of the Canadian Pacific and Great Northwestern Telegraph offices in
the village of Buckingham, Quebec.

995. Poor station accommodation of the Canadian Pacific Railway at Elkhorn,
Manitoba.

996. Loss of houshold effects shipped by the Caandian Pacific Railway from Win-
nifred. Alberta to Eernie, British Columbia.

997. Unsatisfactory service of the Canadian Northern Telegraph Company at
Prince Albert, Saskatchewan.

998. Excessive freight rates of the Canadian Pacific Railway on six cars of bricks
from Milton to Bala, Ontario.

999. Extra charge of ten cents by the Grand Valley Railway for tickets purchased
on trains.

1000. Private telephone rates furnished by the Bell Telephone Company at Mont-
real, Quebec.

1001. Switch lights and conditions of engine No. 21 on Prince Albert-Regina
branch of the Canadian Northern Railway Company.

1002. Loss of furniture shipped by freight and refusal of the Toronto, Hamilton
and Buffalo Railway and the Michigan Central Railway to compensate therefor.

1003. Refusal of the Grand Trunk Railway to remove snow off private siding at
Mile End, Quebec.

1004. Train service on the Quebec Southern Railway between Sorel and St. Hya-
cinthe, Quebec.

i

I

REPORT OF THE COMMISSIO^^ERS 323

SESSIONAL PAPER No. 20c

1005. Unauthorized connection of the Vancouver, Victoria and Eastern Railway
at Danville, Midway and ]\Iyncaster, also discrimination in tariffs of tolls between
Princeton and Drumbo, British Columbia.

1006. Excessive freight rates of the Quebec and Lake St. John Railway on shipment
between Quebec and Riviere a Pierre, Quebec.

1007. Refusal of the Windsor, Essex and Lake Shore Rapid Railway to extend
time for the use of commutation tickets.

lOOS. Loss of horses on right of way of the Canadian Pacific Railway between sec-
tions 15 and 16, Township 7, range 10, west of the 2nd meridian, on account of fences
being down near Wolseley, Saskatchewan.

1009. Excessive freight rates of the Canadian Pacific Railway on vegetable ship-
ments from Frankline to Winnipeg, Manitoba.

1010. Failure of the Grand Trunk Pacific Railway to provide, proper farm crossing
on farm near Nokomis, Saskatchewan.

1011. Excessive freight and express rates on the products of farm and orchards at
Kamloops, JBritish Columbia.

1012. Obstruction to free navigation of watercourse of Victoria Harbour, caused
by swing bridge giving access to railway depot, Victoria, British Columbia.

1013. Lack of accommodation furnished by the Canadian Pacific Railway between
Bvirton and Edgewood on Arrow Lakes, British Columbia.

1014. Minimrmi weights in carloads on export freight traific.

1015. Excessive switching charges of the Canadian Xorthern Railway and Cana-
dian Pacific Railway between Canadian Northern Railway siding and Canadian Pacific
Railway siding at Winnipeg, Manitoba.

1016. Excessive switching charges of the Canadian Northern Railway and Cana-
lian Pacific Railway on grain from Canadian Northern Railway points to elevators on

the Canadian Pacific Railway at Winnipeg, Manitoba.

1017. Poor condition of fences and cattle guards on railways in the province of
Manitoba.

1018. Failure of telegraph company to indicate time on blanks when messages
are received for transmission at Winnipeg, Manitoba.

1019. Loss of horses and cattle killed on the Canadian Pacific Railway tracks near
Miniota, Manitoba, through removal of cattle guards from crossing.

1020. Loss of horses killed by wreck on railway near Laurier, Manitoba.

1021. Stamping by railways at Halifax, Nova Scotia, on bills of lading, the clause
' Loaded by Shippers.'

1022. Proposed location of the Canadian Pacific Railway from Victoria Harbour
to Peterborough, Ontario, on property near Hartley, Ontario.

102.3. Loss of cattle killed on right of way of the Canadian Pacific Railway at
Chaplin, Saskatchewan.

1024. Excessive express rates on shipments to and from Fenwick, Ontario.

1025. Accommodation afforded by the Grand Trunk Railway at Port Dover, On-
tario.

1026. Practice of railway companies charging ticket agents $1 for failure to stamp
a ticket purchased at station or town office.

1027. Excessive express rates to and from Nanton, Alberta.

1028. Failure of the Canadian Northern Railway to supply fuel for heating station
at Brimkild, Manitoba.

1029. Failure of the Canadian Pacific Railway to deliver box of freight con-
signed to Gaetz Valley, Alberta, via Red Deer, Alberta.

1030. Refusal of Bell Telephone Company to furnish telephone connection with
Sorel, Quebec.

1031. Poor condition of the Canadian Pacific Railway for the handling of traffic
to and from Wattsburg, British Columbia ; also condition of cattle guards, fences, &c.

20c— 21i

324 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

1032. Unsatisfactory settlement caused by accident on the Temiscouata Railway
near Michaud, New Brunswick.

1033. Passenger fares charged by the British Columbia Electric Railway on its
line between Vancouver and New Westminster, British Columbia.

1034. Loss of cattle owing to fences being down on right of way of the Cana-
dian Pacific Railway near Port Moody, British Columbia.

1035. Excessive freight rates of the Canadian Pacific Railway on forest pro-
ducts to Edmonton, Alberta.

1036. Wording of contracts on receipt forms and accommodation for handling
fruit at fruit shipping points in the Niagara district and use of freight cars for
carriage of fruit by express companies.

1037. Station accommodation of the Canadian Pacific Railway at Redvers, Sas-
katchewan.

103S. Discrimination in local tariffs of express companies against Calgary,
Alberta.

1039. Delivery limits of express companies in Winnipeg, Manitoba, and extra
charge for delivering outside of city limits.

1040. Express rates and service of companies doing business at Winnipeg, Mani-
toba.

1041. Express rates and Canadian Pacific Railway train service at Dewdney,
British Columbia.

1042. Loss of cattle killed on right of way of Canadian Pacific Railway at
Dewdney, Brittish Columbia, owing to improper cattle guards. ,

1043. Unsatisfactory freight service for the movement of perishable products
fro.u Calgary and British Columbia points by the Canadian Pacific Railway.

1044. Excessive freight rates and classification on shipment from Winnipeg,
Manitoba.

1045. Proposed change in running- of trains 3 and 4 on the Kingston and Pem-
broke Railway.

1046. Discrimination in passenger rates on the Canadian Pacific Railway from
Prescott to Saskatchewan.

1047. Express rates and service at Brandon, Manitoba.

1048. Service and express rates of companies doing business in western Canada.

1049. Overcharge on car of lumber from Hamilton to Listowel, Ontario.

1050. Freight rates charged by railways in the Okanagan Valley, British Columbia.

1051. Freight rates on fish via Canadian Pacific Railway from Lunenburg, Nova
Scotia, to Calgary and Edmonton, Alberta.

1052. Discrimination against Campbellcroft, Ontario, as compared with the rates
to Port Arthur and Millbrook, Ontario.

1053. Overcharge on empties from Ottawa to London, Ontario.

1054. Failure of the Grand Valley Railway to carry out agreement with farmers
along line from Grand River to St. George, Ontario.

1055. Removal of siding at Garnet, Ontario, by the Grand Trunk Railway.

1056. Delay in delivery of express shipments and excessive express rates charged
on shipments from Fort Qu'Appelle, Saskatchewan.

1057. Excessive freight rates of the Central Ontario Railway on shipment of
corn from Buxton to Bannockburn, Ontario.

1058. Negligence of employees on Quebec and Lake St. John Railway in the
handling of shipment of timbers.

1059. Change in name of station on the Grand Trunk Railway from Garden Hill
to Campbellcroft, Ontario.

1060. Condition of highway bridge over Francis up to the southeast limit of St.
Francis Xavier de Brampton, New Brunswick, on the Orford Mountain Railway.

1061. Abandonment by the New Westminster Southern Railway (Great Northern
Railwry) old line from Blain to Fraser river, British Columbia.

REPORT OF TEE COMMISSIONERS 325

SESSIONAL PAPER No. 20c

1062. Excessive rates of the Grand Trunk Eailway on bicycles from Hamilton,
Ontario.

1063. Excessive freight rates on the Grand Trunk Railway from Moosomin to
St. George, Ontario.

1064. Dangerous condition of wooden bridges and trestles between Annapolis
Royal and Digby, Nova Scotia.

1065. Removal by the Atlantic and Lake Superior Railway of frogs and sidings
at Nonville West, New Brunswick.

1066. Refusal of the Canadian Northern Telegraph Company at Manville, Al-
berta, to receive collect message.

1067. Excessive rates of Dominion and American Express Companies on car of
strawberries to Brandon, Manitoba.

1068. Loss of horses killed on railway on account of insufficient cattle guards
near Rocanville, Saskatcliewan.

1069. Switching charge of $8 by the Canadian Northern Railway at Winnipeg,
ITanitoba, on hay in carloads.

1070. Condition of railways, inadequate facilities, inequality of passenger and
freight rates on railways in British Columbia.

326 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

APPENDIX F.

LIST OF INSPECTIONS MADE BY THE ENGINEERING DEPARTMENT
OF THE RAILWAY COMMISSION, APRIL 1, 190S, TO MARCH 31,
1909, INCLUSIVE.

Ottawa, April 30, 1909.
A. D. Cartwrigiit, Esq.,

Secretary of Railway Commission,
Ottawa, Ont.

Sir, — I beg to submit herewith list of examinations and inspections made by
the Engineering Department of the Board, covering the period from April 1, 1908, to
March 31, 1909.

I have the honour to be sir.

Your obedient servant,

(Sgd.) GEO. A. MOUNTAIN,

Chief Engineer.

LIST OF INSPECTIONS MADE BY THE ENGINEERING DEPARTMENT
OF THE RAILWAY COMMISSION, APRIL 1, 1908, TO MARCH 31, 1909,
INCLUSIVE.

March 5, 1908. — Inspection interlocker at crossing of the Canadian Pacific Rail-
way by the Grand Trunk Railway at the Don, Toronto, Ont.

March 11, 1908. — Inspection interlocker at crossing of the Grand Trunlc Rail-
way by the Canadian Pacific Railway at Lennoxville, Quebec.

March 20, 1908. — Inspection highway crossing over the Canadian Pacific Rail-
way at Durham, Ont.

March 27, 1908. — Inspection subway at Mile Post 12-4 -Ofi on the line of the Grand
Trunk Railway at Brockville, Ont., where the Canadian Pacific Railway passes under
the Grand Trunk Railway.

April 1, 1908. — ^Inspection crossing of the Canadian Pacific Railway over the
Quebec and Lake St. John Railway and the Quebec Railway Light and Power Com-
pany at Quebec, P.Q.

April 1, 1908. — Inspection interlocker at crossing of the Canadian Pacific Rail-
way by the Grand Trunin Railway at the Don, Toronto, Ont.

April 1, 1908. — Inspection highway crossings in the town of Napanee. on the line
of the Grand Trunk Railway.

April 2, 1908. — Inspection highway crossing on the line of the Canadian Pacific
Railway at Dorchester street, Quebec, P.Q., re protection.

April 2, 1908. — Inspection highway crossing known as ' Cowan's Crossing,' two
miles east of Scarboro Junction on the line of the Grand Trunk Railway.

April 3, 1908. — Inspection Pike Drainage Works about one mile west of Prairie
siding on the line of the Grand Trunk Railway, township of Raleigh, Ont.

April 10, 1908. — Inspection at Mileage 61, on the Macleod branch of the Canadian
Pacific Railway, as to cattle guards and crossings.

April 13, 1908. — Inspection of crossing on road-allowance, Canadian Pacific Rail-
way, Rush Lake, Sask.

REPORT OF THE COMMISSIONERS 327

SESSIONAL PAPER No. 20c

April 13, 190S. — Inspection crossing Montreal Slivet "Railway by spnr of the
Canadian K'orthem Quebec Railway to the harbour at ^Montreal, P.Q.

April 22, 1908. — Inspection location of the Canadian Pacific Eailway across pro-
perty of George Elliott at Woodbridge, Ont, on their Toronto-Bolt on line.

April 22, 1908. — Inspection lands in Toronto to be taken by the Canadian Xorthem
Ontario Railway to divert part of Park Drive and a trespass road.

April 23, 1908. — Inspection proposed drain on farm of John Turnbull, of Komoko,
Ont., on the line of the Grand Trunk Eailway.

April 24, 1908.— Inspection proposed drain across right of way of Grand Trunk
Eailway one mile east of Elora, Ont.

April 24, 1908. — Inspection highway crossing one mile south, of !Moorfield, on the
line of the Grand Trunk Eailway.

April 28, 1908. — Inspection crossing at intersection of the Lee-Mountain road
■with the Toronto, Hamilton and Buffalo Eailway, in the township of Saltfleet, Ont.

April 28, 1908. — Inspection right of way Canadian Northern Eailway in connec-
tion with cattle guards near Togo, Sask.

May 2, 1908. — Inspection interlocking plant six miles east of Winnipeg on the
Molson cut-o£F of the Canadian Pacific Eailway,

May 6, 1908.— Inspection gates at Simcoe street, Oshawa, Ont, on the line of the
Grand Trunk Eailway.

May 7, 1908. — Inspection crossing of Main street in the town of Forest by the
Grand Trunk Eailway.

May 8, 1908. — Inspection highway crossing between counties of Waterloo and
Wellington on the line of the Guelph and Goderich Eailway at mileage 20.5.

May 8, 1908. — Inspection on the Canadian Northern Eailway in connection with
cattle guards and fencing on right of way in municipality of Springfield and Tache.

May 12, 1908. — Inspection crossing of ptiblic road by single track of the Grand
Trunk Eailway just east of the station at Maxville, Ont.

May 13, 1908.— Inspection proposed extension of Mountain street, Hull, P.Q.,
across the tracks of the Canadian Pacific Eailway.

May 14, 1908. — Inspection crossing of Pitt street, Corn\fall, Ont., by the line of
the Grand Trunk Eailway.

May 15, 1908. — Inspection electro-pneumatic train control system, patented by J.
A. Whyte, Ottawa, Ont.

May 15, 1908. — Inspection interlocking plant at the Canadian Xorthem Eailway
crossing of the Brandon, Saskatchewan and Hudson Bay Eailway.

^lay 14, 1908. — Inspection interlocking plant at the crossing of the Canadian
Northern Eailway over the Canadian Pacific Eailway at Morris, Man.

!May 16, 1908.— Inspection interlocking plant 11 miles west of Brandon at the
Canadian Northern Eailway crossing over the Canadian Pacific Eailway.

May 18, 1908. — Inspection interlocker at crossing of the Canadian Pacific Eailway
and the Chatham Wallaceburg and Lake Erie Eailway at Ealeigh street Chatham, Ont.

May 19, 1908. — In5i)ection interlocker at crossing of the Lake Erie and Detroit
River Eailway by the Chatham, Wallaceburg and Lake Erie Eailway at Cedar Springs,
Ont.

May 19, 1908.— Inspection interlocking plant at crossing of the Canadian Pacific
Eailway by the Canadian Northern Quebec Eailway at Lachevrotiere, P.Q.

May 19, 1908. — Inspection highway crossing at mileage 20, on the Lindsay branch
of the Canadian Pacific Eailway, township of Ops.

May 19, 1908. — Inspection highway crossing on the line of the Pere Marquette
Eailway at Cedar Springs, Ont.

^lay 20, 1908. — Inspection highway crossings on the deviation of the Graud Trunk
Eailway, Midland branch, from Albert street in the town of Lindsay, to a point in the
east half of lot No. 25, concession 2. township of Ops, county of Victoria, Ont.

May 21, 1909. — Inspection highway crossing 1,800 feet east of Bowmanville
station on the main line of the Grand Trunk Railway.

328 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

May 22, 1908. — Inspection highway crossings on the line of the Grand Trunk
Pacific Railway near Miniota, at mileage 24-1, mileage 24*6 and mileage 25-2.

May 26, 1909. — Inspection Brantford and Hamilton Electric Railway, Hamilton
to Aneaster and Ancaster to Brantford, for opening for traffic.

May 30, 1908. — Inspection interlocking plant 14 miles west of Winnipeg cross-
ing of Canadian Northern Railway main line and Souris branch of the Canadian
Pacific Railway.

June 1, 1908. — Inspection interlocking plant at the west end of Portage la
Prairie yard, Canadian Pacific Railway, Canadian Northern Railway and the Grand
Trunk Pacific Railway.

June 1, 1908. — Inspection of branch of the Canadian Northern Quebec Railway
from St. Sauveur to Huberdeau, a distance of 30 •?> miles, as to general conditions.

June 1, 1908. — Inspection proposed site for a station at Omemee Junction, Ont.,
on the line of the Grand Trunk Railway.

June 1, 1908.— Inspection proposed crossing of the Montreal Terminal Railway
by the Canadian Northern Quebec Raihvay tracks into premises of the Lakefield
Portland Cement Company at Lakefield, P.Q.

June 2, 1908. — Inspection work done at crossing of the Lee Mountain road by
the Toronto, Hamilton and Buffalo Railway, about one and a half miles east of Stony
Creek, Ont.

June 3, 1903. — Inspection Brooker's Crossing, two and a half miles west of
Mallorytown, on the line of the Grand Trunk Railway, in the township of the Front
of Escott.

June 3, 1908. — Inspection highway crossing on the line of the Toronto, Hamilton
ai:d Buffalo Railway, just west of station at Jerseyville, Ont.

June 8, 1908. — Inspection crossings of Queen and Ann streets, m the village of
Blyth, by the Guelph and Goderich branch of the Canadian Pacific Railway.

June 8, 1908. — Inspection crossing of highway betiween concessions 9 and 10, in
township of Motts, just east of Blyth, by Guelph and Goderich branch of the Cana-
dian Pacific Railway.

June 9, 190S. — Inspection interlocking appliances at crossing of double track of
the Canadian Pacific Railway by the single track of the Montreal Street Railway on
Papineau avenue, city of Montreal, P. Q.

June 9, 1908. — Inspection interlocking appliances for protection of trains, Lachine
canal bridge, on the line of the Canadian Pacific Railway, near Highlands, P.Q.

June 15, 190S. — Inspection Pheasant's Hill branch extension of the Canadian
Pacific Railway from Saskatoon to Asquith, a distance of 23 miles.

June 16, 1908. — Inspection of Pheasant's Hill branch of the Canadian Pacific
Railway from Lanigan, mileage 254 15 to Saskatoon, mileage 328-4, a distance of 73*9
miles.

June 16, 1908. — Inspection proposed crossing over St. Charles street on Jones
bridge, by the Canadian Pacific Railway at St. Johns, P.Q.

June 16, 1908. — Inspection Canadian Northern Ontario Railway for opening for
traffic from Still river to Romford.

June 16, 1908. — Inspection interlocker at crossing of the Canadian Pacific Rail-
way and the Canadian Northern Ontario Railway near Elbow Creek, Ont.

June 16, 1908. — Inspection from crossing at St. Bruno, P.Q., on the line of the
Grand Trunk Railway.

June 17, 1908. — Inspection interlocking plant east end of Portage la Prairie yard,
Canadian Northern Railway crossing with the Grand Trunk Pacific Railway.

June 17, 1908. — Inspection farm crossing for Mrs. ^MacLeod, at Footes Bay,
Out., on the line of the Canadian Northern Ontario Railway.

June 18, 3908. — Inspection farm crossing for Mr. Dufresne on the St. Guillaume
branch of the Canadian Pacific Railway near St. Pie station, P.Q.

REPORT OF TEE COMMlSslOXERS 329

SESSIONAL PAPER No. 20c

June 24, 1908. — Inspection interlocker on the line of the Canadian Pacific Rnil-
way near London asylum, London, Ont.

June 24, 1908. — Inspection cattle-guards on the line of the Vancouver. West-
minster and Yukon Railway, between Vancouver and Cloverdale, B.C.

June 25, 1908. — Inspection highway crossing in village of Duncan, B.C.

June 25, 1908. — Inspection proposed crossing of the Esquimalt and Nana! mo
Eaihvay over highway at mile post 41, near Duncan, B.C.

•Tune 26, 1908. — Inspection drainage at Mountain, complained of by S. B. Porter,
hei^lth inspector.

June 26, 1908. — Inspection condition drainage along right of way of the Cana-
dian Pacific Railway on B. McKendrie's property at Mountain, Ont.

June 30, 1908. — Inspection road diversion at Canford, B.C., on N. K. ai^d S.
Railway.

July 2, 190S. — Inspection crossing of the Grand Trunk Railway by the Toronto
and York Radial Railway, in the village of Sutton, Ont.

July 3, 1908. — Inspection Listowel branch of the Guelph and Goderich Railway
from Linwood Junction to Listowel, a distance of 16-1 miles, for opening for traific.

July 3, 1908. — Inspection of the St. Mary's and Western Ontario Railway for
opening for traffic, also bridges on the line.

July 3, 1908. — Inspection of Canadian Pacific Railway (Elwood, Burt spur) at
Carrigan, N.B.

July 3, 1908. — Inspection public highway crossing Canadian Pacific Railway, St.
Andrews branch, Rolling Dam, N.B.

July 3, 1908. — Inspection bridges on the Atlantic division of the Canadian
Pacific Railway, Predericton section.

July 3, 1908. — Inspection bridges on the Gibson section, Atlantic division of the
Canadian Pacific Railway.

July 3, 1908. — Inspection road diversion by the Canadian Pacific Railway, lot
15, parish of Brighton, county of Carlton, N.B., near Xewburg Junction.

July 3, 1908. — Inspection Xew Brunswick Southern Railway from St. .John to
St. Stephen, N.B.

July 3, 1908. — Inspection public road diversion from a point on lot 15, parish of
Brighton, county of Carlton, !N'.B., near Xewburg Junction, on the line of the Cana-
dian Pacific Railway.

July 3, 1908. — Inspection Brockville, Westport and Northwestern Railway as to
general condition.

July 4, 1908. — Inspection portion of the Walkerton and Lucknow Railway from
Saugeen Junction to mile 27 5 at Hanover for opening for traffic.

July 4, 1908. — Inspection diversions of the Toronto, Grey and Bruce Railway
for optening of traffic from mileage 7*3 to 8 near Emery; mileage 10-8 to 13. -4 near
Woodbridge; 15*3 to 17*5 near Eleinburg, and mileage 19*3 to 21 -8 near Bolton, Ont.

July 6, 1908. — Inspection line of the Great ISTorthern Railway of Canada from
Phoenix to Grand Forks, B.C., a distance of 24 miles.

July 6, 190S. — Inspection location of spur crossing 5th and 6th streets on the
line of the Canadian Pacific Railway in the town of Grand Forks, B.C.

July 6, 1908. — Inspection station grounds at St. Pie, P.Q., on the St. Guillaume
branch of the Canadian Pacific Railway.

July 7, 1908. — Inspection bridges on the St. John section, Atlantic division, of
the Canadian Pacific Railway.

July 7, 1908. — Inspection bridges on the Woodstock section, Atlantic division of
the Canadian Pacific Railway.

July 7, 1908. — Inspection bridges on the Edmonton section of the Atlantic divi-
sion of the Canadian Pacific Railway.

July 10, 1908. — Inspection drainage on farm &£ P. Livernoche and others at
Louiseville, P.Q., on the line of the Canadian Pacific Railway.

330 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

July 15, 1908. — Inspection diamond at the intersection of Hess and Herkimer
streets, Hamilton, Ont.

July 16, 1908. — Inspection Canadian Pacific Railway from Kemptville Junction,
mileage 102-3, to Smith's Falls, mileage 123-3, a distance of 20 miles.

July 20, 1908. — Inspection Grand Valley Railway crossing of tracks of the Grand
Trunk Railway in the city of Brantford, Ont.

July 20, 1908. — Inspection crossing of the Toronto, Hamilton and Buffalo Rail-
way by the Grand Valley Railway in the city of Brantford.

July 20, 1908. — Inspection crossing of the Brantford and Hamilton Railway by
the Grand Valley Railway at Brantford, Ont.

July 20, 1908. — Inspection proposed location of highway crossing in the town-
ship of Woolastin, near Coe Hill on the Central Ontario Railway.

July 21, 1908. — Inspection station grounds at Maynooth, Out., on the line of the
Central Ontario Railway.

July 21, 1908. — Inspection crossing at Jamieson avenvie, Toronto, Ont.

July 22, 1908. — Inspection i^roposed farm crossing on the line of the Toronto,
Hamilton and Buffalo Railway, west of Hamilton, Ont.

July 23, 1908.— Inspection for opening for traffic of the Chatham, Wallaceburg
and Lake Erie Railway from the crossing of the Michigan Central Railway near
Chai'ing Cross to Erie Beach Park.

July 24, 1908. — Inspection interlocking plant at Chatham, where the Chatham,
\\allaceburg and Lake Erie Railway crosses the Grand Trunli Railway.

July 24, 1908. — Inspection road crossings at Hagersville, Ont., over the Michigan
Central Railway.

July 24, 1908. — Grand Trunk Pacific Railway for opening for traffic from Winni-
peg to Battle River, a distance of 625 miles.

July 31, 1908. — Inspection Amos Morgan's property crossed by the right of way
of the Canadian Pacific Railway, lot 1, concession 9, near Crookstown, Ont.

August 3, 1908. — Inspection cattle guards at Cowley, Alta.

August 3, 1908. — Inspection proposed change of location' of the Crowsnest branch
of the Canadian Pacific Railway in the vicinity of Pincher's Creek, and Cowley, Alta.

August 5, 1908. — Inspection Main street crossing at Welland, Ont., over the tracks
of the Grand Trmik Railway.

August 6, 1908. — Inspection proposed road diversion on the Toronto, Hamilton
and Buffalo Railway, known as the London to Hamilton road, at a point three miles
east of the city of Brantford, Ont.

August 6, 1908. — Inspection for opening for traffic of the Walkerton and Lucknow
branch of the Canadian Pacific Railway, mileage 27 "5 to 37 "7.

August 12, 1908. — Inspection interlocking plant at Sarnia where the Sarnia Elec-
tric Railway crosses the Grand Trunk Railway.

Avigust 15, 1908. — In3i)ection of branch line of the Wliite Pass and Yukon Railway,

August 15, 1908. — Inspection temporary bridge over the Cornwall canal on the
Ottawa and New York Railway.

August 25, 1908. — Inspection double track of the Canadian Pacific Railway be-
tween Kemptville Junction and Finch, Ont.

August 25, 1908.— Inspection derailment of Great Northern Railway train about
one mile west of Port Kells, B.C.

August 28, 1908.— Inspection lands at St. Hilaire, for expropriation by the Grand
Trunk Railway for doi;ble track.

August 28, 1908. — Inspection crossing of highway in village of MaxviUe by the
Grand Trunk Railway.

August 29, 1908.— Inspection Central Vermont Railway in Canada as to general
conditions.

August 30, 1908.- -Inspection bridge at Rush lake. Swift Current Section, Cana-
dian Pacific Railway.

REPORT OF THE COMMISSIONERS 331

SESSIONAL PAPER No. 20c

August 30, 1908. — Inspection highway crossings on grade revision of the Canadian
Pacific ilailway between Kincorth and Walsh, miteage 102 -11 to 110 -56, Medicine Hat

section.

August 30, 1908. — Inspection bridges on Medicine Hat section, miles 12-4 and

144-6.

September 4, 1908. — Inspection property of Mr. McCuaig at Dalhousie Mills, Ont.,
to be expropriated by the Canadian Pacific Eailway.

September 5, 1908.— Inspection Prince Albert branch of the Canadian Northern
Eailway from Tisdale to Melfort, a distance of 26 miles.

September 8, 1908. — Inspection interlocking plant at Nokomis, Alta.

September 8, 1908. — Inspection Canadian Pacific Eailway between Eocanville and
Tantallon.

September 9, 1908. — Inspection Grand Trunk Pacific Eailway for opening for
traffic between Portage la Prairie, mileage 54 -3, and Pacific Junction, mileage 6 -5, and
from Oak Point Junction to a junction with the line of the Canadian Northern Eail-
way near Pembina Avenue, Winnipeg, mileage, 4-4 to 3-0.

September 11, 1908. — Inspection Grand Valley Eailway as to general conditions.

September 11, 1908. — Inspection farm crossing of H. Frenette at Portneuf, on the
line of the Canadian Northern Quebec Eailway.

September 11, 1908. — Inspection farm crossing of F. Leduc on the line of the
Canadian Northern Quebec Eailway, parish of St. Casimir, P.Q.

September 11, 1908. — Inspection road diversion on the line of the Canadian
Northern Quebec Eailway between Portneuf and Cap Sante, about mile 37.

September 12, 1908. — Inspection drainage on farm of H. Frenette, at Port-
neuf, P.Q.

September 12, 1908. — Inspection overhead bridge Eight street, Brandon, on the line
of the Canadian Pacific Eailway.

September 14, 1908. — Inspection farm crossing Madame Plouffe, mile 15, St.
Jerome-St. Sauveur branch of the Canadian Northern Quebec Eailway.

September 18, 1908. — Inspection bridge at mileage 109*9, Calgary section of the
Canadian Pacific Eailway.

September 18. — Inspection bridge at mileage 179*1, Calgary section of the
Canadian Pacific Eailway.

September 18, 1908. — Inspection bridge over irrigation canal near Langdon on the
line of the Canadian Pacific Eailway.

September 18, 1908. — Inspection bridge over the irrigation canal near Strathmore,
on the line of the Canadian Pacific Eailway.

September 18, 1908. — Inspection crossings on the line of the Canadian Pacific
Eailway south of Claresholm, Sask.

September 18, 1908. — Inspection drainage at Lachine, P.Q.

September 19, 1908. — Inspection twenty bridges on the mountain section. Pacific
division of the Canadian Pacific Eailway between Laggan and Eevelstoke, B.C.

September 21, 1908. — Inspection Canadian Northern Ontario Eailway ' Y ' at
Sudbury, Ont.

September 22, 1908. — Inspection bridges on Cascades section, Pacific division,
Canadian Pacific Eailway between North Bend, and Vancouver, B.C.

September 22, 1908. — Inspection farm crossing Mrs. McGregor on the line of the
Canadian Pacific Eailway at Warren, Ont.

September 23, 1908. — Inspection highway crossing on line of the Canadian Pacific
Eailway at Cache bay, Ont.

September 25, 1908.— Inspection double track Canadian Pacific Eailway from
Kemptville to Mountain, Ont.

September 26, 1908. — Inspection for opening for Irafiic of the Canadian Pacific
Eailway, Medicine Hat section, mileage 15 to 22*1; 49 to 59; 75*1 to 80*1; also new
second track from mileage 43 -1 to Dunmore Station.

332 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

September 28, 1908. — Inspection station at St. Brigide, and shelter at St. Gregoire
on the line of the Canadian Pacific Railway.

September 28, 1908. — Inspection bridges and road-bed on the line of the Canadian
Northern Railway between Port Arthur and Winnipeg, Alan.

September 28, 1908. — Inspection bridge at River du Sud on the line of the Quebec,
Montreal and Southern Railway,

September 30, 1908. — Inspection highway crossings on the line of the St. Lawrence
and Adirondack Railway.

October 1, 1908. — Inspection opening for traffic of the Canadian Pacific Railway,
Weyburn to Stoughton branch, a distance of 36-7 miles.

October G, 1908. — Inspection opening for trafiic Canadian Pacific Railway diversion
Medicine Hat section, from Piapot, mileage 67 -75, to mileage 75 -10, distance 7 -35 miles.

October 8, 1908. — Inspection cattle guards near Winnipeg, known as the Suther-
land guards.

October 9, 1908. — Inspection connection between Canadian Pacific Railway and
Canadian Northern Railway at St. Jerome, P.Q.

October 9, 1908. — Inspection half interlocker at Sutton, Ont., at crossing of the
Grand Trunk Railway by the Toronto and York Radial Railway.

October 9, 1908. — Inspection Canadian Northern Quebec Railway, St. Jerome to
ITubcrdeau.

October 10, 190S. — Inspection for opening for traffic of the Brantford and Hamil-
ton Railway from Alfred street to Market street in the city of Brantford, Ont.

October 12, 1908. — Inspection re proposed station near Vineland on the Grand
'I'ruidj Railway.

October 12, 1908. — Inspection opening for traffic ef the Canadian Pacific Railway
west of Saskatoon from Asquith, mileage 25 -0 to Wilkie, mileage 99 -0, distance, 74 -0
miles.

October 13, 1908, — Inspection cattle guards on tlie Canadian Northern Railway
main line at Chijpman and Lament.

October 15, 1908. — Inspection diamond at crossing of the Canadian Pacific Rail-
way by the Toronto Suburban Railway on St. Claire Avenue, Toronto, Ont.

October 15, 1908. — Inspection drain complained of by Mr. Freeman of Burlington
Junction on the line of the Grand Trunk Railway.

October 16, 1908. — Inspection new road leading from new Bolton station on the
Canadian Pacific Railway to highway leading to village of Bolton, Ont.

October 1^ 1908. — ^Inspection Canadian Pacific Railway track at Bolton re
complaint of A. A. McFall,

October 21, 1908. — Inspection grade revision on the line of the Canadian Pacific
Railway at Romford crossing,

October 21, 1908. — Inspection crossings in the township of Medonte on the
Toronto-Sudbury branch of the Canadian Pacific Railway.

October 21, 1908. — Inspection interlocker at Hervey Junction at crossing of the
Canadian Northern Quebec Railway and the National Transcontinental Railway.

October 22, 1908. — Inspection near St. Pauline station on the Canadian Northern
Quebec Railway on the property of N, Lessard.

October 22, 1908. — Inspection culverts on the Canadian Northern Quebec Railwaj'
between Hervey Junction and St. Tite, Que.

October 22, 1908. — Inspection train service and accommodation on the Canadian
Northern Quebec Railway at St. Tite, Que.

October 23, 1908. — Inspection bridges and abutments on the Canadian Pacific
Railway, Ignace Station.

October 23, 1908. — Inspection for opening for traffic second track, Ignace section,
Canadian Pacific Railway, mileage 127-8, to 133-5, distance, 5*7 miles.

October 24, 1908. — Inspection bridges, abutments and piers, Kenora section, Cana-
dian Pacific Railway.

REPORT OF THE COMMISSIONERS 333

SESSIONAL PAPER No. 20c

October 24, 190S. — Inspection opening for traffic second track of Kenora section
of the Canadian Pacific Railway, from Kenora, mileage 0, to Busteed, mile 14-0, and
from Deception, mile 18-6, to Ingolf, mile 31-2.

October 24, 1908. — Inspection opening for traffic Canadian Pacific Eailway
second track, Ignace section, mile 98-6 to mile 99; from mile 102-65 to 104-61, and
from mile 130 to mile 132.

October 26, 1908. — Inspection crossings over the Grand Trunk Railway tracks
and the Montreal, Park and Island Railway tracks in the town of Lachiue.

October 27, 1908. — Inspection Brennan's siding on Ferguson avenue, Hamilton,
Ont.

October 27, 1908. — Inspection interlocker and gates at crossing of Toronto Rail-
way by the Grand Trunk Railway at Front street, Toronto, Ont.

October 29, 1908. — Inspection Canadian Pacific Railway for opening for traffic,
Reston-Wolseley branch from Kaiser, mileage 98-2, to Wolseley, mileage 122-2, dis-
tance 24 miles.

October 30, 1908. — Inspection Canadian Pacific Railway, Sheho extension, from
mileage 42-2 to mileage 66-2, a distance of 24 miles.

November 4, 1908. — Inspection Canadian Pacific Railway for opening for traffic
Moosejaw iSTorthwestern extension from mile 63 to 91, a distance of 28 miles.

November 6, 1908. — Inspection re estimate of cost of subway under the Cana-
dian Northern Railway at Saskatoon, Sask.

November 7, 1908. — Inspection interlocker at Canadian Pacific Railway cross-
ing on Richmond street, London, Ont.

November 7, 1908. — Inspection Canadian Pacific Eailway crossing on Quebec
street, London, Ont.

November 7, 1908. — Inspection condition of culvert under the tracks of the Cana-
dian Pacific Railway on lot 20, township of London, two miles west of London, Ont.

November 17, 1908. — Inspection bridges on the Emerson section of the Canadian
Pacific Railway.

November 17,-19Q8. — Inspection Canadian Northern Ontario Railway from Rose-
dale to Queen street, Toronto, Ont.

November 18, 1908. — Inspection proposed site of crossing for H. New, owner of
pressed brick works on the line of the Toronto, Hamilton and Buffalo Railway at
Hamilton, Ont.

November 19, 1908. — Inspection Canadian Northern Ontario Eailway spur in
the town of Parry Sound, Ont.

November 19, 1908. — Inspection deviation of Great North Road in the town of
Parry Sound, Ont.

November 19, 1908. — Inspection Canadian Northern Ontario Railway trestle ap-
proach to the Ottawa river bridge at Hawkesbury, Ont.

November 19, 1908. — Inspection farm crossing of E. Raymond, Staynerville,
P.Q., on the line of the Canadian Pacific Railway.

November 19, 1908. — Inspection interlocking plant at crossing of the Canadian
Northern Ontario Railway and the Grand Trunk Railway at Hawkesbury, Ont.

November 19, 1908. — Inspection opening for traffic of the Canadian Pacific Rail-
way second track, Fort William section, from mile 31-6 to 31-63, from 106 to 106-2,
and from 112-6 to 124-7.

November 20, 1908. — Inspection Canadian Pacific Railway for opening for traffic
second track from mile 71-9 to 89-9 and from 140-8 to 148.

November 20, 1908. — Inspection Hawkesbury street crossings by the Canadian
Northern Railway, affecting Mrs. A. Brown.

November 21, 1908. — Inspection switch on the Canadian Northern Quebec Rail-
way at Morrow street, Montreal, P.Q.

334 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

November 24, 1908. — Inspection opening for traffic Canadian Northern Railway,
Rossburn extension, from Rossburn, mile 78-7, to Russell, mile 104-3, distance 25-6
miles.

November 24, 1908. — Inspection opening for traffic Grand Trunk Pacific Rail-
way, Lake Superior branch, from West Fort William, mile 0-5, to Lake Superior
Junction, mile 288-2, distance 287-5 miles.

November 26, 1908. — Inspection farm crossing F. Quebec, Parry Sound, Ont.,
on line of the Canadian Northern Railway.

November 27, 1908< — Inspection proposed site for a station at Crysler, Ont., on
the line of the Ottawa and New York Railway.

November 28, 1908. — Inspection opening for traffic of the Canadian Northern
Railway, Goose Lake extension, from Saskatoon, mile 0, to Zelanda, mile 60, distance
60 miles.

November 28, 1908. — Inspection Canadian Northern Railway, Prince Albert sec-
tion, from Prince Albert to Erwood, distance 169-8 miles, in connection with the
complaint of the Prince Albert Board of Trade as to unsafe condition of the road-bed.
November 28, 1908. — Inspection street crossings in the town of Vegreville over
the tracks of the Canadian Northern Railway.

December 1, 1908. — Inspection gates at crossing on Bloor street by the Grand
Trunk Railway in Toronto, Ont.

December 2, 1908. — Inspection Grand Trunk bridges between St. Catharines and
ilerrittoii.

December 2, 1908. — Inspection five overhead bridges between St. Catharines and
]\Ieri-itton, Out.

December 3, 1908. — Inspection street crossings on the line of the Wallverton and
Lucknow Railway in the town of Durham, Ont.

December 3, 1908. — Inspection culvert on the line of the Canadian Pacific Railway
at Lily lake, Ont., township of Humphrey, Muskoka district.

December 3, 1908. — Inspection re accident at Ottawa South on the line of the
Grand Trunk Railway.

December 3, 1908. — Inspection new second track of the Grand Trunk Railway
North Parkdale to St. Claire Avenue in the city of Toronto, Ont.

December 4, 1908. — Inspection interlocker at crossing of the Tilsonburg branch of
the Grand Trunk Railway by the Brantford and Hamilton Railway in the city of
Brantford, Ont.

December 4, 1908. — Inspection interlocking plant installed by the Montreal Street
Railway on Pie IX. Avenue crossing of the Chateauguay and Northern Railway,
Montreal, P.Q.

December 4, 1908. — Inspection St. Catherine Street bridge over Hochelaga yard of
the Canadian Pacific Railway, Montreal.

December 5, 1908. — Inspection opening for traffic Canadian Pacific Railway
Moosejaw Northwestern extension, mileage 91 to mileage 169-8, distance of 78-8
miles.

December 7, 1908. — Inspection opening for traffic Canadian Northern Railway,
Lumsden diversion, 8*46 miles.

December 8, 1908. — Inspection Canadian Northern Ontario Railway, Hawkesbury
trestle approach Ottawa river bridge.

December 8, 1908. — Inspection Canadian Northern Ontario Railway location near
Grenville, P.Q.

December 11, 1908. — Inspection highway crossings at Cache bay, Ont.
December 14, 1908. — Inspection sewer under the tracks of the Grand Trunk Rail-
way in the town of Notre Dame de Grace, P.Q.

December 14, 1908. — Inspection fences on the line of the Canadian Pacific Rail-
way, Grand Trunk Railway and the Canadian Northern Ontario Railway between Win-
chester street and Queen street, Toronto, Ont.

REPORT OF THE COMMISSIONERS 335

SESSIONAL PAPER No. 20c

December 14, 1908. — Inspection semaphores just west of Batliurst street bridge,
Toronto, Ont. ^

December 15, 1908. — Inspection interlocking appliances at crossing of the Grand
Trunk Railway by the Lake Erie and Detroit River Railway at Chatham, Ont.

December 15, 1908. — Inspection fences on the line of the Grand Trunk Railwaj^ at
Swansea, Ont.

December 15, 1908. — Inspection crossing of Lesperance road by Grand Trunk Rail-
way, Tecumseh, Ont.

December 15, 1908. — Inspection interlocker tower at crossing of Grand Trunk Rail-
way by the Chatham Wallaceburg and £.ake Erie Railway at Chatham, Ont.

December 16, 1908. — Inspection new second track of Grand Trunk Railway between
Hamilton and Port Dover, Ont.

December 16, 1908. — Inspection fencing on the line of the Canadian iSTortheru
Railway, Oak Point branch, section 14-3-1, W.P.M.

December 17, 1908. — Inspection spur to Peters Coal Company at West Toronto,
Ont., on the line of the Canadian Pacific Railway.

December 18, 1908. — Inspection re interchange in traffic between the Grand Trunk
Railway and the Canadian Pacific Railway, at Listowel, Ont.

December 18, 1908. — Inspection highway crossings on the Canadian Northern
Railway, Oak Point branch.

December 18, 1908. — Inspection bridges, piers and abutments on the Canadian
Pacific Railway, Fort William section.

December 18, 1908. — Inspection Chatham, Wallaceburg arnd Lake Erie Railway
for opening for traffic on Union street, Aberdeen bridge, King street. Third street,
Raleigh street, from Raleigh street to William street, and on William and Queen
streets in the city of Chatham, Ont.

December 22, 1908. — Inspection road crossing on the Grand Trunk Railwav near
St. Marys, Ont.

December 29, 1908. — Inspection interlocking plant at Rockland, Ont., at crossing
of the Grand Trunk Railway by the Canadian Northern Ontario Railway.

December 29, 1908. — Inspection grade revision between Woodstock and Hartland,
N.B., near Newburg Junction, mile 55-3 to 59 -8 and from mile 62 -5 to 64 -0 near Hart-
land Junction on the line of the Canadian Pacific Railway, for opening for traffic.

December 29, 1908. — Inspection diversions of highways in the vicinity of Newburg
Junction, N.B., by the Canadian Pacific Railway.

December 31, 1908. — Inspection interprovincial bridge at Ottawa, Ont.

January 2, 1909.— Inspection electric bell installed by the Grand Trunk Rail-
way at Main street crossing. Forest, Ont.

January 7, 1909. — Inspection culvert on the line of the Canadian Pacific Rail-
way on A. Mayer's farm at Allan Park, Ont.

January 7, 1909. — Inspection Hutton Hill highway crossing on the Walkertou
and Lucknow Railway in township of Bentinck, west of Durham, Ont.

January 7, 1909. — Inspection wire crossings over the Canadian Pacific Railway
of the Ingersoll Electric Light and Power Company at Ingersoll, Ont.

Januarjr 5, 1909. — Inspection new road at Bolton on the line of the Canadian
Pacific Railway.

January 9, 1909. — Inspection farm crossing, C. Franche, on the line of the Cana-
dian Northern Ontario Railway at Wendover, Ont.

January 9, 1909. — Inspection opening for traffic Canadian Pacific Railway Gull
Lake diversion from mileage 35-8 to 42-5.

January 9, 1909. — Inspection road crossings, Canadian Pacific Railway,, grade
revision, from Tompkins to Crane Lake, nine crossings in all.

January 9, 1909. — Inspection road crossings Canadian Pacific Railway, Medi-
cine Hat section, grade revision, between Secord to Antelope, eight crossings in all.

336 RAILWAY COMMISSIONERS FOR .C AX ADA

9-10 EDWARD VII., A. 1910

January 9, 1909. — Inspection road crossings Canadian Pacific Railway, Medi-
cine Hat section, grade revision, between Gull Lake and Carmicliael, eight crossings
in all.

January 9, 1909. — Inspection road crossings Canadian Pacific Railway, Medicine
Hat section, grade revision, between Piapot and Maple Creek, sixteen crossings in
all.

January 10, 1909. — Inspection highway crossing over the Canadian Pacific Rail-
way, five miles east of Swift Current, as to its unsafe condition.

January 11, 1909. — Inspection crossing over the Canadian Pacific Railway tracks
at Qu'Appelle, Sask., as to its unsafe condition.

January 14, 1909. — Inspection crossing of the Ottawa Electric Railway by spur
of the Canadian Pacific Railway at the end of St. Patrick street, Ottawa, Ont.

January 14, 1909. — Inspection connection of Napierville Junction Railway with
the Grand Trunk Railway at Lacolle, P.Q.

January 15, 1909. — Inspection bridges on south bank of Lachine canal, Canadian
Pacific Railway.

January 15, 1909. — Inspection bridge over Canal at Cardinal, Out., Grand Trunk
Railway.

January 18, 1909. — Inspection gates at Thames street crossing of the Grand Trunk
Railway at Ingersoll, Ont.

January 18, 1909. — Inspection interlocking appliances at crossing of Grand
Trunk Railway by the Hamilton Street Railway at intersection of Barton street and
Ferguson avenue, Hamilton, Ont.

January 18, 1909. — Inspection crossing of Grand Trunk Railway by the Cana-
dian Pacific Railway at Brampton, Ont.

January IS, 1909. — Inspection line of the Brantford and Hamilton Railway be-
tween Alfred and Market streets in the city of Brantford, Ont.

January 18, 1909. — Inspection gates at the crossing of Thames street, Ingersoll,
Ont., by the Grand Trunk Railway.

January 18, 1909. — Inspection interlocker at Lorette, P.Q., at crossing of the
Canadian Pacific Railway by the Canadian Northern Quebec Railway.

January 19, 1909. — Inspection half interlocker at Ontario street, Montreal, be-
tween the Montreal Street Railway and the Canadian Northern Quebec Railway.

January 19, 1909. — Inspection crossing of the Grand Trunk Railway by the
Canadian Pacific Railway at Drumbo, Ont.

January 20, 1909. — Inspection opening of Grand Trunk street across the tracks
of the Grand Trunk Railway at Upton, Que.

January 21, 1909. — Inspection opening for traffic the Kettle River Valley Rail-
way from Grand Forks, B.C., mileage 0 to mileage 19.

January 27, 1909. — Inspection opening for traffic Vancouver, Victoria and Eastern
Railway from Huntingdon (international boundary) to Cloverdale, distance 29-28
miles; from Blain (international boundary) to the junction at Oliver, distance 11-33
Diiies, and from a point near Oliver to the Eraser river bridge, distance 9-72 miles.

Januarj' 27, 1909. — Inspection re complaint Arthur Thuot, of Iberville, P. Q.

January 27, 1909. — Inspection bridges on the eastern division of the Canadian
Pacific Railway, Farnham section.

January 27, 1909. — Inspection bridges on the eastern division of the Canadian
Pacific Railway, Newport section.

January 27, 1909. — Inspection highway crossings on the Canadian Pacific Rail-
way and the Quebec, Montreal and Southern Railway at Iberville, P.Q.

January 27, 1908. — Inspection highway crossings on the Canadian Pacific Railway
at Sherbrooke, P.Q.

January 27, 1909. — Inspection highway crossings on the Grand Trunk Railway at
Sherbrooke, P.Q.

REPORT OF THE COMMISSIONERS 337

SESSIONAL PAPER No. 20c

January 27, 1909. — Inspection highway crossings on the Grand Trunk Eailway at
St. John's, P.Q.

January 27, 1909. — Inspection highway crossings on the Canadian Pacific Kaihvay
at St. John's, P.Q.

January 28, 1909. — Inspection bridges on the eastern division of the Canadian
Pacific Eailway, Sherbrooke section.

January 28, 1909. — Inspection highway crossings on the Grand Trunk Eailway at
Eichmond, P.Q.

January 28, 1909. — Inspection highway crossings on the Boston and Maine Eail-
way at Lennoxville, P.Q.

January 28, 1909. — Inspection Canadian Pacific Eailway and Grand Trunk Eail-
way level highway crossing at College street, Lennoxville, P.Q.

January 29, 1909. — Inspection opening for trafiic of the Canadian Pacific Eailway
Sheho extension from Leslie, mile 66-2, to Winyard, mile 89, distance 22-8 miles.

February 3, 1909. — Inspection crossing of Place d'Armes opposite Tete du Pont
barracks at Kingston, Ont., by the Canadian Pacific Eailway.

February 4, 1909. — Inspection highway crossing at Coteau street, Quebec, by the
Canadian Pacific Eailway.

February 5, 1909. — Inspection opening for trafiic Canadian Pacific Eailway, Sheho
extension, from Leslie, mile 66-2, to Winyard, mile 89-0, distance 22-8 miles.

February 11, 1909. — Inspection re ditch on property of G. Elliott, Woodbridge,
Ont.

Feburary 12, 1909. — Inspection crossing of Cannifton road by the Grand Trunk
Eailway at Belleville, Ont.

February 12, 1909. — Inspection overhead bridge on the Grand Trunk Eailway at
Kingston, Ont.

February 13, 1909. — Inspection highway crossing over the Grand Trunk Eailway
at Collins Bay, Ont.

February 13, 1^09. — Inspection highway crossing over the Grand Trunk Eailway
on Elliotts lane, Montreal road and Perth road at Kingston, Ont.

February 15, 1909. — Inspection re extension of Place Viger station yards at Mont-
real, P.Q.

February 15, 1909. — Inspection re extension of Windsor street station yards at
Montreal, P.Q.

February 15, 1909. — Inspection highway crossing over the Grand Trunk Eailway
in the village of Burling-ton, Ont.

February 16, 1909. — Inspection Canadian Pacific Eailway trestle over Cobbs
Lake, Ont.

February 16, 1909. — Inspection highway crossing at Murrays Cut on the Canadian
Pacific Eailway near Owen Sound, Ont.

February 17, 1909. — Inspection Canadian Pacific Eailway, MacLeod branch, loca-
tion of a proposed spur line to serve the Okotaks Milling Company and Electric Light
plant.

February 17, 1909. — Inspection Canadian Pacific Eailway, MacLeod branch at
Okotoks, re spur line to serve the Pugh and Livingstone Lumber Company, and the
Western Canada Pressed Brick and Tile Company.

February 20, 1909. — Inspection crossing where the city of Edmonton and the
Strathcona Eadial Tramway Co. propose to cross the track of the Canadian Pacific
Eailway on White Avenue, Strathcona, Alta.

February 20, 1909. — Inspection proposed overhead crossing on the Grand Trunk
Pacific Eailway over the Fort Saskatchewan trail and the diversion of the Fort Sas-
katchewan trail to Norton street to cross at right angles under the Grand Trunk Pacific
Eailway on Norton street, near Edmonton, Alta.

20c— 22

338 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDVMRD VII.. A. 1910

February 20, 1909. — Inspection proposed crossing of the city of Edmonton Street
Railway over the lines of the Canadian Northern Railway and the Grand Trunk Pacific
Railway on Syndicate avenue, Edmonton, Alta.

February 22, 1909. — Inspection highway crossing on the Michigan Central Rail-
way and Pere llarquette Railway in the village of Rodney, Out.

February 22, 1909. — Inspection highway crossing over the Pere Marq\xette Railway
and the Michigan Central Railway in the village of Dutton, Out.

February 22, 1909. — Inspection highway crossing over the Pere Marquette Railway,
and the Michigan Central Railway in the village of ^Yest Lome, Ont.

February 22, 1909. — Inspection subway where the Chatham, Wallaceburg and Lake
Erie Railway crosses underneath the Michigan Central Railway at Charing Cross,
Ont.

February 22, 1909. — Inspection highway crossing on the Michigan Central Rail-
way at Queen street in the village of Tilbury, and also at the Fourth Concession road
crossing a short distance east of Tilbury, Ont.

February 25, 1909. — Inspection re protection at crossing at London Junction,
Ont.

February 26, 1909. — Inspection overhead farm crossing at M.P. 125-12, township
of London, on A. Dickie's land, on the line of the Grand Trunk Railway.

February 26, 1909. — Inspection highway crossings in the town of Montmorency
by the Quebec Railway, Light and Power Company.

March 1, 1909. — Inspection bridges on the Guelph and Goderich Railway.

March 1, 1909. — Inspection bridges, Webbwood section. Lake Superior division,
Canadian Pacific Railway.

March 2, 1909. — Inspection bridges, Cartier section, Lake Superior division,
Canadian Pacific Railway.

March 2, 1909.— Inspection St. Catherine street bridge over the Canadian Pacific
Railway yards at Hochelaga, Montreal, P.Q.

March 2, 1909. — Inspection location of transmission wires over the Canadian
Pacific Railway tracks at Gomez street and Cartier and Talbot avenues, Winnipeg,
Man.

March 2, 1909. — Inspection bridges and abutments on the Esquimalt and Na-
naimo Railway (Canadian Pacific Railway) four bridges in all.

March 4, 1909. — Inspection bridges Lake Superior division, Soo branch of the
Canadian Pacific Railway.

March 23. 1909. — Inspection Gravel Road crossing of the Grand Trunk Railway
way, township of Johnson and Tarbutt.

March 4. 1909. — Inspection bridges Owen Sound section, Ontario division, Cana-
dian Pacific Railway.

March 4, 1909. — Inspection bridges Xorth Toronto branch, Canadian Pacific Rail-
way.

March 6, 1909. — Inspection bridges Teeswater section, Ontario division, Cana-
dian Pacific Railway.

March 6, 1909. — Inspection bridges Orangeville section, Ontario division, Cana-
dian Pacific Railway.

March 8, 1909. — Inspection bridges, Port Burwell branch, Ontario division, Cana-
dian Pacific Railway.

March 8, 1909. — Inspection transmission wires crossing of Canadian Pacific Rail-
way by the Saraguay Electric Light and Power Company on Prud'homme avenue,
"Notre Dame de Grace, P.Q.

March 19, 1909. — Inspection proposed location of the Canadian Pacific Railway
Pheasant Hills branch, for a siding near N.E. J section 22-17-32, "W. 1st, near Rocan-
ville.

March 23, 1909. — Inspection gravel road crossing of the Grand Trunk Railway
east of Morrisburg station.

REPORT OF THE COMMISSIONERS 339

SESSIONAL PAPER No. 20c

March 23, 1909. — Inspection location of the Canadian Northern Ontario Eailway
from north side of Queen street to west side of Cherry street in the city of Toronto,
for opening for traffic.

March 23, 1909. — Inspection Canadian Pacific. Railway (McGregor- Varco branch)
as to flooding of lands near Brookdale, Man.

March 24, 1909. — Inspection crossing of the Canadian Pacific Railway by the
Hamilton Radial Railway near Lambton Mills, Ont.

March 25, 1909. — Inspection crossing of the town line road between Sandwich
East and Sandwich West by the Michigan Central Railway and the Windsor, Essex
and Lake Shore Rapid Railway.

March 26, 1909. — Inspection farm crossing of H. Dynes on the Hamilton Radial
Railway one mile west of Burlington, Ont.

March 26, 1909. — Inspection crossings on the Canadian Northern Railway main
line near Quill Lake, Sask.

March 26, 1909. — Inspection station on the Canadian Northern at Denholm, Sask.

March 26, 1909. — Inspection road crossings on the Canadian Northern Railway
re complaint of local improvement district lS-B-3, near Nutana, Sask.

March 26, 1909. — Inspection crossing of the Michigan Central Railway by the
Gravel road at the east end of Windsor yard, Ont.

May 27, 1909. — Inspection highway crossings, Local Improvement District 21-
J-3 on the Canadian Northern Railway near Maymont, Sask.

March 29, 1909. — Inspection re complaint condition of level crossings on the
Canadian Northern Railway, mileage 244 also condition of bridge near mileage 243.

March 29, 1909. — Inspection station platform at Togo, Sask., on the main line
of the Canadian Northern Railway.

March 30, 1909. — Inspection Temiscouata Railway as to general conditions.

March 30, 1909. — Inspection highway crossing parish of Notre Dame du Lac on
the line of the Temiscouata Railway.

March 30, 1909. — Inspection re dumping of snow from Victoria Jubliee bridge
o\er the St. Lawrence river by the Grand Trunk Railway.

2(1.-- 22i

340 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

APPENDIX G.

REPORT OF THE INSPECTOR OF ACCIDENTS OF THE BOARD.

May 11, 1909.

Dear Sir, — I beg to submit herewith report of the Accident and Equipment De-
partment showing the number of persons killed and injured in train accidents during
the period commencing April 1, 1908, and ending March 31, 1909, as per returns fur-
nished by the railway companies in accordance with the Railway Act ; and also giving
a synopsis of the work done by the inspectors in connection with railway equipment
and operation all over Canada.

During the above period 448 persons were killed and 1,201 were injured; they are
classified as follows : —

Killed. Injured.

Passengers 26 227

Employees 191 769

Other persons 231 205

Totals 448 1201

Investigations were made by the Board^s inspectors in 374 of the above cases and
reports on the same were handed to the Board.

The inspectors have also made 300 reports relating to equipment in general, and
35 special reports relating to operation. A general inspection of stations and of
crossings was also attended to.

1 Yours truly,

EUGENE A. PRIMEAU.
A. D. Cartwriqht, Esq.,

Secretary, B.R.C. Building.

REPORT OF TEE COMMISSIONERS 341

SESSIONAL PAPER No. 20c

THE BOAED OF EAILWAY COMMISSIONERS EOR CANADA.

Statement showing the number of persons killed and injured on various railways
in Canada for year ending March 31, 1909.

Passengers.

Empl

oyees.

Other
Persons.

Total.

Name of Railway.

i

t5

£

c

I— 1

JO

1

'c

i-i

•6

2

s

1

1

Grand Trunk

3

18
1

111

47

8

3

46

120

1

3

269
158
170
142

1

78

113

8

15

'"i

82
84
17

7
2

1

127

251

16

18

' i

1

"' 1

8
1
1
3
1
2

462

289

Canadian Xorthern

195

152

Alichigan Central and Pere Marquette

3

1

6
2

1

3

1
5

6

9

St. Lawrence and Adirondack

I

7

2

1
1

1
4

4

5

1

1

1
1

4

1

"i9

1

Algoma Central

25

Alberta Ry- and Irrigation Co J

i

1

1

1
1

1

1

1

2

1
1
1

4

Thousand Island Ry. Co

1

1

1

1
1

1

Grand Trunk and Can. Pacific

4

i

1

2
3

1

i

7

Dominion Atlantic . .

3

New York and Ottawa (Ottawa and N.Y.)

Canadian Northern and Grand Trunk Pacific."

Canadian Pacific and Xew York Central

2

1
1
1

1

1

Chatham, Wallaceburg and Lake Erie Electric Ry

4

22
3

22

3

Aloncton and Buc^'ouche

1

i

1

""'l

1

i

i
1

1

2

1

44.S

2

1

4

1
i

1

1

Temiscouata

Grand Trunk and Canadian Northern, Quebec. . . .

1
4

26

227

191

769

?31

L0.5

1,201

342

RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

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REPORT OF THE COMMISSIONERS

343

SESSIONAL PAPER No. 20c

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9-10 EDWARD VII., A. 1910

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REPORT OF THE COMMISSIONERS

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SESSIONAL PAPER No. 20c

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346

RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910
THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Statement showing the character of accidents on various railways in Canada for year

ending March 31st, 1909.

Passengers.

Employees.

Other
Persons.

Totals.

Character of Accident.

a

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3

u
3

'c

Derailment

1
3

87
23

10
25

40
39

2

4

2

12

11

28

2

1

41

15

83

49

18

8

1

131

Head-on collision

64

Stealing ride

12

While shunting

1

6

6

Level crossing

41

3

83

47

2

2

54
2

57

i

54

Falling off freight cars

12

36

38

Trespassing

57

Body found on track or bridge

While switching

Pitch-in with hand car ;

1

1

1

15

6

"39
6

" "46
6

Died on train, natural cause

1

Working under cars

4
5

.... ^

60

4

Struck looking out of cab window

5

"7

1
11

7
22

2
15

1
12

5

Suicide

1

1

1
11

Struck by switch stand

8

Adjusting couplers, coupling and uncoupling

60

Passengers falling off passenger trains

7

10

10

W^orking on crack

22
2

8
1
3

1

23
2

14
1

17
7

3
2
8

23

Working on bridge

2

Collision rear end

7

50

64

Collisi(jn street car and steam car . .

8

" "12

1

Attempted to get on train while in motion

Side ladders

1

9

38
7

Falling between cars, walking on top of train while
in motion

1

2

3

Fell off work train

2

Falling off hand car

1

1

1

1

8

Bridge burnt

2

3
6

3

Under construction

8

9

18

9
1
2
9
4

18

" 15
4

1
2
4
4

2

2

3

17

i

2
2

7

97

6

2

14

283

2

4

36

W^ash out.

6

6

Workmg on the cars and engines

Overhead bridge

2

2

Fell off tender in attempting to move water spout.

7

2
6

2
10

97

Falling off bridge or trestle

4

4

10

Struck by water spout while in motion . .

2

Ran into open switch

10
17

5
46

5
67

24

n

35

335

Totals

26

227

191

769

231

205

448

1,201

REPORT OF THE COMMISSIONERS

SESSIONAL PAPER No. 20c

347

;!0MPARATIVE Statement of killed and injured beween year ending March 31, 1908,
and year ending March 31, 1909.

Passengers.

Employees.

Other
Persons.

Total.

1

64
26

'6

2

'a

1— 1

a>

3

3
"a

13

s
'a

h- 1

Year ending March 31, 1908

Year ending March 31, 1909

326
227

246
191

806
769

219
231

177
205

529

448

1,309
1,201

Increase over 1908

'"55"

■37'

12

28

Decrease over 1909

38

99

81

108

348

RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Comparative Statement in totals of killed and injured between year ending March 31,
1908, and year ending March 31, 1909, for each railway separately.

1908.

1909.

1909.

Name of Railway.

T3

'a

1—1

■d

'c
1— 1

Incr

t

ease.

•S.

Killed. d
Injured. fg

165

2S3

19

2

1

25

5

2

721

341

12.S

5

1

72

12

127

251

16

1

2

18

3

1

4G2

289

195

2

1

152

25

38

32

3

1
.....

2

1
1

259

Ciinaclian P.icifio

■

1

■"72'

"so

13

52

IT Ontario

,, Quebec

3

Michigan Central

Toronto Hamilton and Buffalo

6
3
3

1
2
1

1
3

""i

5

■■■3'
2

'"2
4
1
1
3
1

Great Northern

3

3
1
4

'"2

1

'11'

1

9

6

1

Pere Marquette

Atlantic and Lake Superior

4

'

....

Montreal Terminal

"2

... ^

3

1

.....

2

1

Vancouver, Victoria and Eastern Ry. and Nav. Co.
International Transit Co

1
1

' i

Quebec Railway Light and Power Co

Grand Valley Electric Co

"3"
4
5
4

1

7
2
1
1

1

"22'

'"""i'
4

'"'i'

8
1
2

"i
"i

"i
1
4
1
1

■3
4
5
4

'""i.'

1

""1

7
2

1
1

1

"22

1

• »
11

1

8
1
2

Windsor, Essex and Lake Shore Rapid Co

British Columbia and Yukon

Esquimalt and Nanaimo

1

Grand Trunk and Canadian Pacific

1

Canadian Northern and G. T. P ...

1
1
4

1
1

Chatham, Wallaceburg and Lake Erie Electric Ry

Oxford and Moncton

' i'
4

529

1,309

448

1,201

Increase . . . .

24

232

105

340

Decrease for 1909

81

108

REPORT OF THE COMMISSIONERS

349

SESSIONAL PAPER No. 20c

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358 AM IIAVA Y COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

APPENDIX H.

RULES AND REGULATIONS OF THE BOARD.

. Since the publication of the last annual report, the following amendments have
been made to the Board's Rules and Regulations: On the 1st April, 1908, Rule 1
was rescinded and the following substituted therefor:

1. Regular sittings of the Board will be held at the Court Room, Ottawa, at
10 a.m., on the first Tuesday of every month for the hearing of matters, applications
or complaints.

(a) In addition to its regular sittings, the Board may appoint special sittings
"St Ottawa or elsewhere.

7. (a) Any party to any matter, application or complaint pending before the
Board may set the same down for hearing at the next monthly sitting of the Board
upon giving at least ten days, or shorter notice as the Board may order, to all parties
interested.

(b) When contested matters, applications or complaints are ready for hearing,
and are not at once set down by any party interested, the secretary shall set the same
down for the first sitting commencing after the expiration of ten days (or such
shorter notice as the Board may order) from the date of such setting down.

(c) When a matter, application or complaint is set down for hearing by the
secretary, he shall give ten days' notice of hearing (or such shorter time as the Board
may order) to all parties interested.

On the 26th January, 1909, the following general regulations affecting highway
crossings were approved.

GENERAL REGULATIONS AFFECTIXG HIGHWAY CROSSINGS.

1. That, unless otherwise ordered by the Board, the width of approaches to rural
railway crossings over highways be twenty feet road surface on concession and main
roads and sixteen feet on side and bush roads.

2. That a strong, substantial fence, or railing, four feet six inches high, with a
good post-cap (four inches by four inches, a middle piece of timber (one and a half
inches by six inches), and a ten-inch board firmly nailed to the bottom of the posts
to prevent snow from blowing off' the elevated roadway, be constructed on each side
of every approach to a rural railway crossing where the height is six feet or more
above the level of the adjacent ground — leaving always a clear road-surface twenty
feet wide.

3. That the width of approaches to rural railway crossings made in cuttings be
not less than twenty feet clear from bank to bank.

4. That, unless otherwise ordered by the Board, the planking or paving blocks,
or broken stone topped with crushed rock screenings, on rural railway crossings over
highways (between the rails and for a width of at least eight inches on the outer
sides thereof) be twenty feet long on concession and main roads and sixteen feet on
side and bush roads.

REPORT OF TEE COMMISSIONERS 359

SESSIONAL PAPER No. 20c

RULES AND REGULATIONS— MAY 1, 1909.

Meeting at Ottawa, Monday, the 19th Day of April, A.D. 1909.

The Board, in virtue of the provisions of the Railway Act, hereby makes the follow-
ing rules and regulations : —

PUBLIC SESSIONS.

1. For the hearing of matters, applications or complaints other than those relating
to rates and trafSc matters, a sittings will be held at the offices of the Board at Ottawa,
Ontario, at 10 a.m., on the first Tuesday in every month, and for hearing all matters,
applications and complaints relating to rates and traffic matters, a sittings will be held
at the place and hour aforesaid on the third Tuesday in every month.

(a) In addition to its regular sittings, the Board may appoint special sittings at
Ottawa and elsewhere.

interpretatiox.

2. In the construction of these rules, and the forms herein referred to words im-
porting the sing-ular number shall include the plural, and words importing the plural
number shall include the singular number; and the following terms shall (if not in-
consistent with the context or subject) have the respective meanings hereinafter
assigned to them ; that is to say, ' Application ' shall include complaint under this Act ;
' Respondent ' shall mean the person or company who is called upon to answer to any
application or complaint ; ' Affidavit ' shall include affirmation ; and ' Costs ' shall in-
clude fees, counsel fees and expenses.

application or complaint.

3. Every proceeding before the Board under this Act shall be commenced by an
application made to it, which shall be in writing and signed by the applicant or his
solicitor; or in case of a corporate body or company being the applicants shall be signed
by their manager, secretary or solicitor. It shall contain a clear and concise statement
of the facts, the grounds of application, the section of the Act under which the same is
made, and the nature of the order applied for, or the relief or remedy to which the
applicant claims to be entitled. It shall be divided into paragraphs, each of which, as
nearly as possible, shall be confined to a distinct portion of the subject, and every
paragraph shall be numbered consecutively. It shall be endorsed with the name and
address of the applicant, or if there be a solicitor acting for him in the matter, with
the name and address of such solicitor. The application shall be according to the
forms in schedule No. 1.

The application, so written and signed as aforesaid, shall be left with or mailed to
the secretary of the Board, together with a copy of any document, or copies, of any
maps, plans, profiles, and books of reference, as required under the provisions of the
Act, (a) referred to therein, or which may be useful in explaining or siij>porting the
same. The secretary shall number such applications according to the order in which
they are received by him, and make a list thereof. From the said list there shall be
made up a docket of cases for hearing which, as well as their order of entry on the
docket, shall be settled by the Board. Said docket list when completed to be put upon
a notice board provided for that purpose, w];iich shall be open for inspection at the
office of the secretary during office hours.

360 KAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910
ANSWER.

4. Unless the Board otherwise directs, the respondent or respondents shall mail
or deliver to the applicant, or his solicitor, a written statement containing in a clear
and concise form their answer to the application, and shall also leave or mail a copy
thereof with or to the secretary of the Board at its office, together with any documents
that may he useful in explaining or supporting it. The answer may admit the whole
or any part of the facts of the application. It shall be divided into paragraphs, which
shall be numbered consecutively, and it shall be signed by the person making the same,
or his solicitor. It shall be endorsed with the name and address of the respondents,
or if there be a solicitor acting for them in the matter, with the name and address of
such solicitor. It shall be according to the form in schedule No. 2.

(a) The time limit for filing and delivery of answer shall be as follows: Where
the subject matter of the complaint arises east of Port Arthur, Out., fifteen days;
between Port Arthur and the western boundary of the province of Saskatchewan, twenty
days; and west thereof, thirty days.

(o) For further particulars of plans, &c., see regulations in Appendix.

5. Within four days from the delivery of the answer to the application, the ap-
plicant shall mail or deliver a reply thereto to the respondents, and a copy thereof to
the Secretary of the Board, and may object to the said answer as being insufficient,
stating the ground of such objection, or deny the facts stated therein, or may admit
the whole or any part of said facts. The reply shall be signed by the applicant or
his solicitor, and may be according to form No. 3 in the said schedule.

The Board may, at any time, require the whole or any part of the application,
answer or reply, to be verified by affidavit, upon giving a notice to that effect to the
party from whom the affidavit is required; and if such notice be not complied with
the application, answer or reply may be set aside, or such part of it as is not verified
according to the notice may be struck out.

SUSPENSIOX OF PROCEEDINGS.

6. The Board may require further information, or particulars, or documents from
the parties, and may susj^end all formal proceedings until satisfied in this respect.

If the Board, at any stage of the proceedings, think fit to direct inquiries to be
made under any of the provisions of this Act, it shall give notice thereof to the
parties interested, and may stay proceedings or any part of the proceedings thereon
accordingly.

NOTICE.

7. In all proceedings \inder this Act, where notice is required, a copy or copies
of said proceeding, or proceedings, for the purpose of service, shall be endorsed with
notice to the parties in the forms of endorsement set forth in schedules Nos. 1 and 2;
and in default of appearance the Board may hear and determine the application ex
parte.

Endorsements shall be signed in accordance with the provisions of section 41.

The Board may enlarge or abridge the periods for putting in the answer or reply
and for hearing the application, and in that rase the period shall be endorsed in the
notice accordingly.

Except in any case where it is otherwise provided, ten days' notice of any applica-
tion to the Board, or of any hearing by the Board, shall be sufficient; unless, in any

REPORT OF THE COMillSSIOXERS 361

SESSIONAL PAPER No. 20c

case, the Board directs longer notice. The Board may, in any case, allow notice for
any period less than ten days, which shall be sufficient notice as if given for ten days
or longer. (Section 43.)

Notice may be given or served as provided by section 41 of the Act.

When the Board is authorized to hear an application or make an order, upon
notice to the parties interested, it may, upon the ground of urgency, or for other
reason appearing to the Board to be sufficient notwithstanding any want of or in-
sufficiency in such notice, make the like order or decision in the matter as if due
notice had been given to all parties; and such order or decision shall be as valid and
take eifect in all respects as if made on due notice; but any person entitled to notice,
and not sufficiently notified, may, at any time within ten days after becoming aware
of such order or decision, or within such further time as the Board may allow, apply
to the Board to vary, amend, or rescind such order or decision; and the Board shall
thereupon, on such notice to all parties interested as it may in its discretion think
desirable, hear such application, and either amend, alter, or rescind such order or
decision, or dismiss the application, as may seem to it just and right. (Section 45.)

(a) Any party to any matter, application, or complaint pending before the Board
may set the same down for hearing at the next monthly sitting of the Board, upon
giving at least ten days, or such shorter notice as the Board may order, to all parties
interested.

(h) When contested matters, applications, or complaints are ready for hearing,
and are not at once set down by any party interested, the Secretary shall set the same
down for the first sittings commencing after the expiration of ten days (or such
shorter notice as the Board may order) from the date of such setting down.

(c) When a matter, application, or complaint is set down for hearing by the Sec-
retary, he shall give ten days' notice of hearing (or such shorter time as the Board
may order) to all parties interested.

CONSENT CASES.

8. In all cases the parties may, by consent in writing with the approval of the
Board, dispense with the form of proceedings herein mentioned, or some portion
thereof.

9. If it appears to the Board at any time that the statements in the application,
or answer, or reply do not sufficiently raise or disclose the issues of fact in dispute be-
tween the parties, it may direct them to prepare issues, and such issues shall, if the
parties differ, be settled by the Board.

PRELIMIN.AJJY QUESTIONS OF LAW.

10. If it appear to the Board at any time that there is a question of law which
it would be convenient to have decided before further proceeding with the case, it may
direct such question to be raised for its information, either by special case or in such
other manner as it may deem expedient, and the Board may, pending such decision,
order the whole or any portion of the proceeding before the Board in such matter, to be
stayed.

PRELIMINARY MEETING.

11. If it appear to the Board at any time before the hearing of the application that
it would be advantageous to hold a preliminary meeting for the purpose of fixing or
altering the place of hearing, determining the mode of conducting the inquiry, the
admitting of certain facts or the proof of them by affidavit, or for any other purpose,
the Board may hold such meeting upon such notice to the parties as it deems sufficient,
and may thereupon make such orders as it may deem expedient.

362 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910
PRELIMINARY EXAMINATION WITH THE PARTIES.

12. The Board may, if it thinks fit, instead of holding the preliminary meeting,
provided for in Rule 11, communicate with the parties direct, and may require answers
to such inquiries as it may consider necessary.

PRODUCTION AND INSPECTION OF DOCUMENTS.

13. Either party shall be entitled, at any time, before or at hearing of the case,
to give notice in writing to the other party in whose application, or answer, or reply
reference was made to any document, to produce it for the inspection of the party giv-
ing such notice, or his solicitor, and to permit him to take copies thereof; and any
party not complying with such notice shall not afterwards be at liberty to put in such
documents in evidence on his behalf in said proceedings, unless he satisfy the Board
that he had sufficient cause for not complying with such notice.

NOTICE TO PRODUCERS.

14. Either party may give to the other a notice in writing to produce such docu-
ments as relate to any matter in difference (specifying the said documents), and which
are in the possession or control of such other party; and if such notice be not complied
with, secondary evidence of the contents of the said documents may be given by or on
behalf of the party who gave such notice.

15. Either party may give to the other party a notice in writing to admit any
documents, saving all just exceptions, and in case of neglect to admit, after such notice,
the cost of proving such documents shall be paid by the party so neglecting or refusing,
whatever the result of the application may le; unless, on the hearing, the Board certifies
that the refusal to admit was reasonable; and no costs of proving any document shall
be allowed, unless such notice be given, except where the omission to give the notice
is, in the opinion of the Board, a saving of expense.

WITNESSES.

16. The attendance and examination of witnesses, the production and inspection
of documents, shall be enforced in the same manner as its now enforced in a Superior
Court of Law; and the proceedings for that purpose shall be in the same form, mutatis
mutandis, and they shall be sealed by tl%e Secretary of the Board with the seal and may
be served in any part of Canada. (Section 26.)

Witnesses shall be entitled, in the discretion of the Board, to be paid the fees and
allowances prescribed by schedule No. 4, annexed hereto.

THE HEARING.

17. The witnesses at the hearing shall be examined viva voce; but the Board may,
at any time, for sufficient reason, order that any particular facts may be proved by
affidavit, or that the affidavit of any witnesses may be read at the hearing on such con-
ditions as it may think reasonable; or that any witnesses whose attendance ought, for
some sufficient reason, to be dispensed with, be examined before a Commissioner ap-
pointed by it for that purpose, who shall have authority to administer oaths, and before
whom all parties shall attend. The evidence taken before such Commissioner shall be
confined to the subject-matter in question, and any objection to the admission of
such evidence shall be noted by the Commissioner and dealt with by the Board at the
hearing. Such notice of the time and place of examination as is prescribed in the
order shall be given to the adverse party. All examinations taken in pursuance of any

REPORT OF THE COMMISSIONERS 363

SESSIONAL PAPER No. 20c

of the provisions of this Act, or of these rules, shall be returned to the Court; and
the depositions certified under the hands of the person or persons taking- the same may,
without further proof, be used in evidences, saving all just exceptions. The Board
may require further evidence to be given either viva voce or by deposition, taken be-
fore a Commissioner or other person appointed by it for that purpose.

The Board may, in any case when deemed advisable, require written briefs to
be submitted by the parties.

The hearing of the case, when once commenced, shall proceed, so far as in the
judgment of the Board may be practicable, from day to day.

JUDGMENT OF THE BO.VRD.

• 18. Aftei* hearing the case the Board may dismiss the application, or make an
order thereon in favo\ir of the respondents, or reserve its decision, or (subject to the
right of appeal in the Act mentioned) make such other order on the application as
may be warranted by the evidence and may seem to it just.

The Board may give verbally or in writing the reasons for its decisions. A copy
of the order made thereon shall be mailed or delivered to the respective parties. It
shall not be necessary to hold coxirt merely for the purpose of giving decisions.

Any decision or order made by the Board tmder this Act may be made an order
of the Exchequer Court, or a rule order, or decree of any Superior Court of any
province of Canada, and shall be enforced in like manner as any rule, order, or decree
of such court. To make such decision or order a rule, order or decree of such court,
the usual practice and procedure of the court in such matters may be followed, or in
lieu thereof the form prescribed in subsection 2, section 46, of the Act.

The Board shall with respect to all matters necessary or proper for the due ex-
ercise of its jurisdiction under this Act, or otherwise for carrying this Act into effect,
have all such powers, rights and privileges as are vested in a Superior Court, (Sec-
tion 26.)

ALTERATION OR RESCDCDIXG OF ORDERS.

19. Any application to the Board to review, rescind, or vary any decision or order
made by it shall be made within thirty days after the said decision or order shall
have been communicated to the parties, unless the Board think fit to enlarge the
time for making such application, or otherwise orders.

APPEAL.

20. If either party desire to appeal to the Supreme Court of Canada from the
decision or order of the Board upon any question which, in the opinion of the Board,
is a question of law, he shall give notice (c) thereof to the other party and to the
Secretary, within fourteen days from the time when the decision or order appealed
from was made, unless the Board allows further time, and shall in such notice state
the grounds of the appeal. The granting of such leave shall be in the discretion of
the Board.

For procedure upon such leave being obtained see section 56, subsection 4 et seq.
of the Act.

An appeal shall lie from the Board to the Supreme Court of Canada upon a ques-
tion of jurisdiction ; but such appeal shall not lie unless the same is allowed by a
judge of the said court upon application and hearing the parties and the Beard.

The costs of such application shall be in the discretion of the judge.

364 RAILWAY COMMISSIONERS FOR C AX AD A

9-10 EDWARD VII., A. 1910
( INTERIM EX PARTE ORDERS.

21. Whenever the special circumstances of any case seem to so require, the Board
may make an Interim ex parte order requiring or forbidding anything to be done
which the Board would be empowered upon application, notice and hearing to author-
ize, require or forbid. Ko such Interim Order shall, however, be made for a longer
time than the Board may deem necessary to enable the matter to be heard and deter-
mined. (Section 49.)

AFFIDAVITS.

22. Affidavits of service according to the form No. 6 shall forthwith, after ser-
vice, be filed with the Board in respect of all documents or notices required to be
served under these rules ; except when notice is given or served by the Secretary of the
Board, in which case no affidavit of service shall be necessary. .

All persons authorized to administer oaths to be used in any of the Superior
Courts of any province, may take affidavits to be used on any application to the Board.

Affidavits used before the Board, or in any proceeding under this Act, shall be filed
with the secretary of the Board at its office.

Where affidavits are made as to belief, the grounds upon which the same are based
must be set forth.

(c) For form of notice see Form Xo. 5 in the Schedule hereto.

COMPUTATION OF TIME.

23. In all cases in which any particular number of days, not expressed to be clear
days, is prescribed by this Act, or by these rules, the same shall be reckoned exclusively
of the first day and inclusively of the last day, unless the last day shall happen to fall
on a Sunday, Christmas Day or Good Friday, or a day appointed for a public fast or
thanksgiving in the Dominion or any of the provinces, in which case the time shall be
reckoned exclusively of that day also.

ADJOrRX>tEXT.

2-1. The Board m.ay, from time to time, adjourn any proceedings before it.

AMEXDMEXT.

25. The Board may at any time allow any of the proceedings to be amended, or
may order to be amended or struck out any matters which, in the opinion of the Board,
may tend to prejudice, embarrnss or delay a fair hearing of the case unon its merits;
and all such amendments shall be made as may, in the opinion of the Board, be neces-
sary for the purpose of hearing and determining the real question in issue between the
parties.

FORMAL OBJECTIONS.

26. Xo proceedings under this Act shall be defeated or affected by any technical
objections or any objections based upon defects in form merely.

PRACTICE OF EXCHEQUER COURT WHEN APPLICABLE.

27. In any case not expressly provided for by this iVct. or these rules, the general
principles of practice in the Exchequer Court may be adopted and applied, at the dis-
cretion of the Board, to proceedings before it.

REPORT OF THE COMMISSIONERS 365

SESSIONAL PAPER No. 20c

COSTS.

28. The costs of and incidental to any proceedings before the Board shall be in
the discretion of the Board, and may be fixed in any case at a sum certain, or may be
taxed. The Board may order by whom and to whom the same are to be paid, and by
whom the same are to be taxed and allowed.

Schedule No. 1.

(Forms of Application.)
the board of railway comhissiojs'ers for canada.

Application No. (This No. is to be filled in by the Sec-

retary on receipt.)

A. B. of C. D. hereby applies to the Board for an order under sections 252-253
of the Kailway Act, directing the Railway Company

to provide and construct a suitable farm crossing where the company's railway inter-
sects this farm in Lot Con. Tp. County of Ontario, and
states —

1. That he is the owner of the land, &c.

2. That by reason of the construction of the said railway he is deprived, &c.

3. That it is necessary for the proper enjoyment of his said land, &c.
Dated this day of , A.D.19 .

t (Signed A. B.)

Eiidorsements.

The within application is made by A.B. of (state

address and occupation) or by C. T>. of , his solicitor.

Take notice that the within named Railway Company is required to file with the
Board of Railway Commissioners within ten days from the service hereof, its answer
to the within application.

Form of Application.
(Where no Notice Required.)

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Application No.

The Railway Company hereby applies to the Board for an Order

under section 167 of the Railway Act, sanctioning the plans, profiles and books of
reference submitted in triplicate herewith, showing a proposed deviation of its line
of railway as already constructed between and ,

mileage to

Dated this day of , A.D. 19 .

Schedule No. 2.

(Form of Answer.)

the board of railway commissioners for canada.

In the matter of the Application, No. of A.B. for an order

under sections 252-253 of the Railway Act, directing
Railway Company to provide a farm crossing.

368 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

The said Company in answer to the said application states: —

1. That the said A. B. is not the owner, but merely, &c.

2. That upon the acquisition of the right of way of the said Railway, A. B. was
duly paid for and released, &.c.

3. That the said A. B. has other safe and convenient means, &c.

4. That, &e.
Dated, &c.

Endorsements.

The within answer is made by A. B. of (state

address and occupation) or by C. D. of , his solicitor.

Take notice that the within named Applicant is required to file with the Board
of Railway Commissioners within four days from the service hereof, his reply to the
within answer.

Schedule No. 3.

(Reply.)
the board of railway commissioners for canada,
In the matter of the application of A, B. against the Company.

The said A. B., in reply to the answer of the said Company states that : —

1.

2. And the said A. B. admits that

Dated this day of , A.D. 19, .

(Signed Q.)

Schedule No. 4.

(Fees and Allowances to Witnesses.)

THE board of railway COMMISSIONERS FOR CANADA.

To witnesses residing within three miles of the Court-room, ix>r diem (not

including ferry and meals) _ . • • • _ • • • • $1 00

Barristers, attorneys, and physicians, when called upon to give evidence
in consequence of any professional services rendered by them, or to give
professional opinion, per diem 5 00

Engineers, surveyors and architects, when called upon to give evidence of any
professional services rendered by them, and to give evidence depending
upon their skill and judgment, per diem 5 00

If the witnesses attend in one case only, they will be entitled to the full allow-
ance. If they attend in more than one case, they will be entitled to a proportionate
part in each case only.

When witnesses travel over three miles they shall be allowed expenses according to
the sum reasonably and actually paid, when in no case shall exceed twenty cents per
mile one way.

REPORT OF THE COMMISSIOXERS 367

SESSIONAL PAPER No. 20c

Schedule No. 5.
(XoTicE OF Appeal.)

THE BOARD OF RAILWAY COMMISSIOXERS FOR CANADA.

In the matter of the application No. , of A.B., for an

order under sections 252-253 of the Railway Act, authorizing the
Eailway, &c., &c.

To the Board, of Eailway Commisioners,

and
To

The above named Applicant (or Respondent, as the case may be).

Take notice that the Company will apply to the Board

on the day of , (not exceeding 1-i days from the date

thereof), for leave to appeal to the Supreme Court of Canada from the Order of the
Board, dated the day of , in the matter of the above application

authorizing the expropriation of certain lands referred to in said Order, and directing
that compensation or damages to be awarded to the owners of said lands, or persons
interested therein, shall be ascertained as and from the date of the application (or such
other time as may be named in this Order).

The grounds of appeal are that as a matter of law, the awarding of such com-
pensation or damages should be ascertained and deterimined from the date of the de-
posit of plan, profile, (fcc, as provided under section 192 of the Act, and not from the
time stated in the Order.

Dated this day of

Signed,

Solicitor, &c.

Schedule No. 6.

(Form of AFFiDAnT of Ser^ce.)

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

In the matter of the application Xo. A.B., for an Order

under sections 252-253 of The Eailway Act, directing
Eailway Company to provide a farm crossing.
I, of the City of Ottawa, &c., make oath and say : —

1. That I am a member, &c.

2. That I did on 19, serve the (C.P.) Eailway Company above
names, with a true copy of the (application of the said (A.B.) in this matter by deliv-
ering the same to (CD.), the (Secretary) of the said Company, (or to E.F., the Asst. to
the Gen. Mgr.) of the Company, being an adult person in the employ of the Company,
at the head office of the Company in (Montreal) see section 41 (a), which said copy was
endorsed with the following notice, viz. : —

(Copy exactly.)
Sworn, (tc.

Requirements on Application having Reference to Plans.

Xo. 1. — General Location of Eailway. — Section 157.

Send to secretary of the Department of Eailways and Canals: 3 copies of map showing
the general location of the proposed line of railway, the termini and the principal
towns and places through which the railway is to pass, giving the names thereof,
the railways, navigable streams and tide-water, if any, to be crossed by the railway.

368 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

and such as may be within a radius of thirty miles of the proposed railway, and

generally the physical features of the country through which the railway is to be

connected.
1st copy to be examined ^nd approved by the Minister and filed in the Department of

Railways and Canals.
2nd copy to be approved by Minister for filing by the Minister with the Board.
3rd copy to be approved by Minister for the Company.

Scale of Map — not less than 6 miles to the inch.

Xo. 2. — Plax, Profile, &c., of Located Line. — Section 159.

Upon approved general location map being fiJed by the Minister with the Board, send
to the Secretary of the Board three sets of plans, prepared exactly in accordance
with the ' general notes '* as follows : —
f 1 plan. 1

1st set — ■{ 1 profile. |-For sanction and deposit with the Board.

[ 1 book of reference. |

C To be certified as copv of original and returned to the Com-
2nd set-Same as 1st. ^ ^^^^ f^^ registration.

„ , _, _ ( To be certified as copv of original and returned to Com-

3rd set — Same as 1st. -^

/ pany.

Scale — Plans — 400 feet to the inch.
-P, J,, f Horizontal, 400 feet.
Profiles. ^ y^rti^^i^ 20 feet.

(X.B. — In prairie country, scale may be 1,000 feet to the inch.)

Xo. 3. — To Alter Locatiox of Curves or Grades of Line Previously SA^XTIO^'ED or

Completed. — Section 167.

Send to the secretary of the Board three sets of plans, profiles and books of reference
as required in 'No. 2.

(N.B. — The plans and profiles so submitted will be required to show the original loca-
tion, grades and curves and railway highway and farm crossings, and the changes
desired or necessitated in any of these, giving reason for same. Upon completion
of the work application must be made to the Board for leave to operate.

Scale — Same as Xo. 2.

Xo. 4. — Plans of Completed Eailway. — Section 164.

Send to the Secretary of the Board within six months after completion three sets of
plans and profiles of the completed road.

1st set to be filed with the Board.

2nd set to be certified as copy of plan filed, and returned to the Company.

3rd set to be certified as copy of plan filed. To be returned to the Company for regis-
tration purposes.

Scale — Same as Xo. 2.

Xo. 5. — To take Additional L.axds for Stations, Snow Protection, ttc. — Section 178.

Send to the secretary of the Board three sets of plans and documents as follows : —
(1 application sworn to by officers]

I required to sign and certify I „ i • i j _a.-c i j i

^ . . 1 CI c r^ 1 -VT ^ J I lo be exammed and certified and de-

ist set — < plans. See General Xotes. y .,.,_, ,

I I plan, 1 profile. | P°^^*^^ ^^*^ ^«^^^-
[l book of reference. J

* General Xotes, see pages 17 and 18.

REPORT OF THE CO.UillSSIOXERS 369

SESSIONAL PAPER No. 20c

(For certificate and return for registration, with duplicate
2nd set— Same as 1st. | authority.

\For certificate and return to Company, witli copy of author-
3rd set — Same as 1st. ^ •.

Scale — Same as Xo. 2.

N.B. — Ten days' notice of application must be given by the applicant Company to the
owner or possessor of the property, and copies of such notice with affidavits of ser-
vice thereof must be furnished to the Board on application.

No. 6.— Branxh Lines, not exceeding six miles — Sections 221-225.

Where a branch line runs directly from the right of way of the railway Company on to
the property of any person requiring such a line, the four weeks' public notice of
application to the Board may be dispensed with. The Company must, however,
furnish the consent of the owner of the land to the construction of the branch
line, (a) 1 plan, profile and book of reference same as Xo. 2 to be deposited in
Registry Office.

Upon such registration four weeks' public notice of application to the Board to be given.

Where such a branch crosses a highway, consent of municipality must be furnished
with application, or evidence of service of 10 days' notice to the municipality with
copies of application and plans accompanying same.

Send to the secretary of the Board an application with copies of the plan, profile and
book of reference certified by the Registrar as a duplicate of those so deposited
in the Registry Office.

After the Board has approved of the plan, &c., a certified copy of the Order authoriz-
ing the construction of the branch lines to be registered together with any papers
and plans showing changes directed by the Board.

A map showing the adjacent country, neighbouring lines, kc, must be sent to the secre-
tary of the Board with the application.

Proof of registration, and of public notice except as above mentioned having been duly
given will be required upon the application.

Scale — Same as Xo. 2.

Xo. 7 — Railway Crossings or Juycxioxs. — Section 227.

Send to the secretary of the Board with an application three sets of plans and profiles

of both roads on either side of the proposed crossing for a distance of one mile

in each direction.

Scale— Plan— 400 feet to the inch.

p o, ( 400 feet to inch horizontal.

I 20 feet to inch vertical.

1st set approved by and filing with the Board.

2nd and 3rd sets to be certified and furnished to the respective companies concerned,

with certified copy of order.

The applicant Company must give ten days' notice of application to the company

whose lines are to be crossed or joined, and shall serve with svich notice a copy

of all plans and profiles and a copy of the application. Upon completion of work

application must be made to the Board for leave to operate.

No. 8 — ^Highway Crossing — Sections 235 to 243.

Send to the secretary of the Board with an application three sets of plans and profiles

of the crossings.

Scale— Plan — 400 feet to inch.

-T) />! ( 400 feet to an inch horizontal.
X roiile. .1

] 20 feet to an inch vertical.

20c— 24

370 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

x> r-i i? 1 • r f 100 feet to an inch horizontal.

Profile of highway. < ^^ . ^ . • i .• „i

I 20 feet to an inch vertical.

1st set for approval by and filing with the Board.

2nd and 3rd sets to be furnished to the respective parties concerned, with a certified

copy of the order approving the same.
The plan and profile shall show at least one-half a mile of the railway each way and

300 feet of the highway on each side of the crossing.
Plan must show intervening obstructions to the view from any iwint on the high-
way within 100 feet of the crossing to any point on the railway within one-half

mile of said crossing.
If the company prefers, the above information may be shown on the location plan,

and this plan may be used in connection with its application for approval of

the highway crossing.
The applicant must give ten days' notice of the application and copies of plan to the

municipality in which the proposed crossing lies, and furnish Board with proof

of service.

1. That, unless otherwise ordered by the Board, the width of approaches to rural rail-

way crossings over highways be twenty feet road surface on concession and main
roads and sixteen feet on side and bush roads.

2. That a strong, substantial fence, or railing, four feet six inches high, with a good

post-cap (four inches by four inches), a middle piece of timber (1| inches by 6
inches), and a ten-inch board firmly nailed to the bottom of the posts to prevent
snow from blowing off the elevated roadway, be constructed on each side of every
approach to a rural railway crossing where the height is six feet or more above
the level of the adjacent ground — leaving always a clear road-surface twenty
feet wide.

3. That the width of approaches to rural railway crossings made in cuttings be not

less than twenty feet clear from bank to bank.

4. That, unless otherwise ordered by the' Board, the planking, or paving blocks, or

broken stone topped With crushed rock, screenings, on rural railway crossings over
highways (between the rails and for a width of at least eight inches on the outer
sides thereof) be twenty feet long on concession and main roads and sixteen feet
on side and bush roads.

-^0. 9 — Crossings with Telegraph, Telephone or Power Wires. — Section 246.

Send to the secretary of the Board, with the application, a plan and profile in trip-
licate. The plan must show the location of the track or tracks to be crossed, the
location of poles and their perpendicular distance from the track. The profile
must show the height of poles, distance between the wires and the rails, and
between the different lines of wires.

In the case of crossings with power wires, the details of construction and the method
of protection must be shown.

A copy of the plan and profile must be sent to the railway company with notice of
application.

In the case of power crossings, application to operate must be made to the Board
upon completion of the work.

-^o. 10. — Crossing with Pipes for Drains, Water Supply, Gas, &c. — Section 250.

Send to the secretary of the Board, with the application, a plan and profile in trip-
licate. The plan must show the track or tracks proposed to be crossed. The
profile must show the distance between the pipe and the base of rail, the size of

REPORT OF THE COMMISSIONERS 371

SESSIONAL PAPER No. 20c

the pipe, and the material of which it is constructed. A copy of the plan and
profile must be sent to the railway company with notice of application.

Xo. 11. — Crossings and Works upon Xaaigable Waters^ Beaches, &c. — Section 233.

Upon site and general plans being submitted to Department of Public "Works and
being approved by the Governor in Council, sent to the secretary of the Board : — •
Certified copy of Order in Council with plans and description approved thereby
and so certified — one application and two sets of detail plans, profiles, drawings
and specifications.

The plans must show details of construction of piers and their foundations, also
details of superstructure, if standard plan of the same has not already been ap-
proved.

The profile must show the cross-section of the river or stream at the place of cross-
ing and high and low water marks.

The name of the river or stream, and the mileage of the bridge should be given.

Upon completion of work application must be made to the Board for leave to operate.

Xo. 12 — Bridges, Tunnels, Trestles, kc, over 18 feet span. — Section 257.

(a) ITust be built in accordance with standard specifications and plans, approved of
by the Board.

(b) Or detail plans, profiles, drawings, and specifications, which may be blue, white or
photographic prints, must be sent to the Secretary of the Board for approval, &c.,
as in Xo. 11.

Upon completion of the work application mixst be made to the Board for leave to
operate.

Xo. 13. — Station Grounds and Station Buildings. — Section 258.

Send to the Secretary of the Board: —
2 sets of plans showing the location, and details of structures, and yard tracks.
1st set for filing with the Board.

2nd set to be certified and returned to Company with certified copy of order of ap-
proval.

XloTE. — If approved plans, showing location, &c., of a station, are on file with
the Board, and such station were burned, a letter from the company that it intended
to erect another station of the same plan and location, would call from the Board
an approval and waiver of filing new plans, unless the local conditions had so changed
since the original station was erected, that public convenience called for enlarged
facilities or change of location.

General Xotes.

Plans (for Xos. 2 to 6) must show the right of way, with lengths of sections
in miles, the names of the terminal points, the station grounds, the property lines,
owners' names, the areas and length and width of land proposed to be taken, in figures
(every change of width being given) the curves and bearings, also all open drains,
watercourses, highways, and railways proposed to be crossed or affected.

Should the company at any time require right of way more than 100 feet in
breadth for the accommodation of sloi)es and side ditches, it will be necessary to
place on the plan cross-sections of the right of way, taken one hundred feet apart
and extending to the limits of the right of way proposed to be taken.

20c— 24J

372

hailway commissioners for Canada

9-10 EDWARD Vli., A. 1910

Profiles shall show the grades, curves, highway and railway crossings, open drains
and watercourses, and may be endorsed on the plan itself.

Books of reference shall describe the portion of land proposed to be taken in each
3ot to be traversed, giving numbers of the lots, and the area, length and width of the
portion thereof proposed to be taken, and names of owners and occupiers so far as
they can be ascertained.

All plans, profiles and books of reference must be dated and must be certified
and signed by the President or Vice-President or General Manager, and also by the
Engineer of the company.

• The plan and profile to be retained by the Board must be on tracing linen, the
■copies to be returned may be either white, blue, or photographic prints.

All profiles shall be based, where possible, upon sea level datum.

All books of reference must be made on good thick paper and in the form of a
Ijook with suitable paper cover. The size of such books when closed shall be as near
as possible to 7j inches by 7 inches, or book of reference may be endorsed on tho
plan.

FORM OF BOOK OF REFERENCE REQUIRED.

Railway Company.

, Division or Province Branch.

Book of Reference to Accompany Location Plan Showing Lands Required

FOR Railway Purposes.

Station
to

Station.

Width

of
Railway

Owner.

1
o

a

a;

(D

O

Part of

Section

or

Lot.

Township
Parish
Block or
Number

of
Claim.

Range

Contents
Acres.

Remarks.

INTERLOCKING SYSTEM.

Rules governing the use of Interlocking and Derailing Signals and speed of trains
where one railway crosses another at rail level, or where a railway crosses a draw-
bridge.

1. The normal position of all signals must indicate danger.

2. When the distant semaphore indicates caution, the traiii passing must be
under full control and prepared to come to a full stop before i*ei":h'ng the home signal.

3. When the home signal indicates danger, it must not b^ passed.

4. When clear signals are shown where one railway crosses anoth n* at rail level,
the speed of passenger trains must be reduced to thirty-five miles an hour and freight
trains to twenty miles an hovir, until the entire train has passed the crossing.

5. When clear signals are shown where a railway crosses a drawbridge, the speed
of passenger trains must be reduced to twenty-five miles an hour and the speed of
freight trains to fifteen miles an hour, until the entire train has passed the draw-
bridge.

REPORT OF THE COMMISSIONERS 373

SESSIONAL PAPER No. 20c

General Requirements Applicable to Steam Railways for Interlocking, Derailing
and Signal System at Crossings at Rail Level, at Junctions and at Draw-
bridges.

The plan and construction of interlocking, signalling and derailing system to be
used at rail level crossings, junctions and drawbridges, shall conform to the follow-
ing rules : —

1. Derails shall be placed not less than five hundred (500') feet from the cross-
ing point, junction point or from the ends of the drawbrige unless otherwise ordered.
On single track railways derail points, when practicable, should be on inside of curve,
and on double track railways the derail points should be in outside rail on both
tracks. On the latter back-up derails will be required.

2. Home signals shall be placed fifty-five (55') feet in advance of derail point,
and the distance between home and distant signals shall not be less than twelve
hundred (1,200') f-eet, unless otherwise ordered. Signal post shall be placed over or
on the engineman's side of the track, unless otherwise ordered.

3. Guard rails shall be laid on outside of rail in which the derail is placed, or
on the inside of the opposite rail, and, commencing at least six (6') feet in advance
of derail point, shall extend thence towards the crossing, parallel with and nine (9")
inches distant in the clear from the track rail, for four hundred (400') feet, fully
spiked. In no instance, however, should the guard rail approach within one hundred
(100') feet of the diamond, jimction point or end of drawbridge.

4. The normal position of all signals must indicate danger, derail points open
unless otherwise ordered, and the interlocking so arranged that it will be impossible for
the signalman to give conflicting signals.

5. Signals shall be of the semaphore type, the indications given by not more than
three positions, and in addition at night by lights of prescribed colours.

6. The apparatus shall be so constructed that the failure of any part directly con-
trolling a signal will cause it to give its least favourable indication.

7. Sempahore arms that govern shall be displayed to the right of the signal post,
as seen from an approaching train.

8. Where switch and lock movements are used on facing point switches or derails
on high speed routes they must be placed outside the rails and bolt locked with the
signals governing them; when this is not practicable, facing point locks must be used.

9. The established order of interlocking shall be such that a clear signal cannot be
displayed until derails or diverging switches, if any, in conflicting routes, are in their
normal position, and the switches for the required route are set and locked.

10. High speed routes shall be indicated by high signals not more than three blades
to be displayed on one signal post. Dwarf signals shall be used for low speed routes
and for double track back-up derails.

11. The blades and back lights of all signals should be visible to the signalman in
the tower. If from any cause, the blade or light of any signal cannot be placed so as.
to be seen by the signalman a repeater or indicator should be provided.

12. Application for inspection of interlocking plant must be made to the Board,
accompanied by a plain diagram, showing location of the crossing, junction or draw-
bridge, and the position of all main tracks, sidings, switches, turnouts, &c., within the
limits of the interlocker.

The several tracks must be indicated by letters or figures, and reference made to
each, explaining the manner of its use. The rate of grade on each main track must be
shown, together with the number of signals, derails, locks, ifcc, corresponding to levera
in the tower.

Details.

13. The machine shall be of the latch locking type, and levers shall be numbered
from left to right.

14. One lever shall operate not more than one signal.

374 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Pipe Line.

15. One inch pipe of soft steel or wi'ovight iron shall be used for connections to
switches, derails, movable wing and point frogs, detector bars, locks, bridge couplers
and home signals.

(a) Pipe lines shall be straight where possible, and shall not be placed less than
four feet (4') from gauge line, except where the lines run between tracks. On draw
spans and approaches, they shall be kept as far from the gauge line as conditions will
permit.

(h) Pipe lines shall be supported on pipe carriers, spaced not more than seven (7')
:feet apart.

(c) Couplings in pipe lines shall be located not less than twelve (12) inches from
pipe carriers with lever on centre.

(d) Pipe connections shall be made with threaded sieves, and the joints plugged
and riveted; or keyed or by other approved method.

Wire Line.

16. Wire connected signals shall be operated by wires, the back wire to have
two (2") inches more stroke than the front wire.

(a) Wire lines shall be carried in wire carriers placed not more than fortv (40')
feet apart. Where wire lines run next to the pipe lines, the wire carriers shall be
attached to the pipe carrier foundations if convenient. Wliere wire carriers are
attached to independent fovmdations, they shall be placed not less than six" (6') feet
from gauge of nearest rail, where practicable.

By order of the Board,

A. D. CART WEIGHT,

Secretary.

REPORT OF TEE COMMISSIONERS 375

SESSIONAL PAPER No. 20c

APPENDIX I.

CATALOGUE OF BOOKS IN LIBRAEY OF THE BOAED OF RAILWAY
COMMISSIONERS FOR CANADA.

American Electrical Cases, 7 vols.

American Railway Reports, vols. 1 to 21 (vol. 1, Trueman; vols. 2, 3, 4 and 5,
Mallory; 6, 7, 8 and 9, Shipman; 10 to 21, Ladd; Ladd includes 20 and 21 Clemens.)

America R.R. & Corporation Reports, Lewis, 12 vols.

American and Eng-lish R.R. Cases, old series, 61 vols.; Digest, vols. 1-35, 36-43
(2 vols.)

American and English R.R. Cases, new series, 52 vols.; Digest, vols. 1-23, 24-43
(2 vols.)

American Street Railway Decisions, Richardson & Hook, 2 vols.

Annual Report R.R. Commission of Georgia, 1905, 1906 and 1907.

Annual Report of the R.R. & W. Commission of Illinois, 1905, 1906.

Annual Report of the R.R. Commission of Louisiana, 1905.

Annual Report of the R.R. Commissioners of Mass., 1905, 1908.

Annual Report of the Commissioner of Railroads of Michigan, 1904, 1906.

Annual Report of the R.R. & W. Commission of Minnesota, 1891-97, 1899-1907.

Annual Report of the Chief of Engineers of the United States Army, 1894, 6 vols.

Annual Report of the Interstate Commerce Commission, 1887-1907.

Ame'rican and English Encyclopedia of Law, 32 vols.

American and English Encyclopedia of Law, supplement, vols. 3, 4,

Annual Supplements, 1898-1908, inch

Armstrong's Digest N.S. Reports, 1 vol.

Anderson's Dictionary of Law.

Abbott's Railway Law of Canada, 2 vols.

Abbott on Tedephony, 6 vols.

Abbott on Electrical Transmission of Energy.

Allen's Telegraph Cases.

Adams on the Block System.

Anderson — Index Digest of Interstate Commerce Law.

Ashe — Electric Railways.

Audette — Practice of the Exchequer Court.

Acts of the Provinces and of Canada Not Repealed by the Revised Statutes, 1887.

Actes du Canada et des Provinces non abroges par les Statuts Revises, 1887.

Acts of Assembly, 1878-1882, 1 vol.

Acts of Assembly, 1883-1886, 1 vol.

British Columbia Reports, 13 vols.

Beavan & Walford Railway Cases.

Beaudry-Lacantinerie, Droit Civil.

BeuUac — Code de Procedure Civile.

Bird's Digest, B.C. Case Law, 1 vol.

Bouvier's Law Dictionary, 2 vols.

Beach's Law of Railways, 2 vols.

Baldwin — American Railroad Law.

Beach's Railway Digest, Annual, 1889.

Beach — Monopolies and Industrial Trusts.

376 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Beal on Bailments.

Bead — Cardinal Rules of Leg'al Interpretation.

Beal & Wyman — Railroad Rate Regulation.

Beaucliamp — Jurisprudence of the Privy Council.

Bell & Dunn's Practice Forms.

Bigg— General Railway Acts, 15th Ed., 1898.

Biggar— Municipal :Nranual, 11th Ed., 1900.

Blakeniore — The Abolition of Grade Crossings in Massachusetts.

Bligh & Todd— Dominion Law Index, 2nd Ed., 1898.

Booth — Street Railways.

Boulton — The Law and Practice of a Case Stated.

Boyle & Waghorn — The Law relating to Railway and Canal Traffic, 3 vols.

Boyle & Waghorn — The Law and Practice of Compensation.

Bric^IJltra Vires, 3rd Ed., 1893.

Brice — Tramways and Light Railways, 2nd Ed., 1902.

Broom's Legal Maxims, 7th Ed., 1900.

Browne — The Law of Compensation, 2nd Ed., 1902.

Browne — Law of Carriers.

Browne's Practice before the Railway Commissioners.

Browne & Theobald— Law of Railways, 3rd Ed., 1899.

Bligh's Ontario Law Index to 1900.

Butterworth— Railway and Canals, 2nd Ed., 1889.

Butterworth — Practice of the Railway and Canal Commission.

Car Builders' Dictionary, 1906.

Century Dictionary and Cyclopedia, 10 vols.

Canadian Railway Cases, vols. 1-7

Canadian Railway Act (Annotated) MacMurchy & Dennison.

Cartwright on British Xorth America Cases, 5 vols.

Code Civil de la Province de Quebec, M. Mathieu.

Code de Procedure Civile, Montreal, C. Theoret.

Cyclopedia of Law and Procedure, vols. 1-29, 1907; Annotations, 1 vol.

Coutlee's Digest Supreme Court Reports.

Canadian Annual Digest, 1896-1907.

Congdon's Digest, N.S. Reports, 1 vol.

Canada Law Journal, vols. 41, 42, 43.

Canadian Law Review, vols. 3, 4, 5, 6.

Cartwright's Canadian Law List, 1906-1908.

Carmichael's Law of the Telegraph, Telephone and Submarine Cable.

Chambers — Parliamentary Guide, 1909.

Chitty's K.B. Forms, 13th Ed., 1902.

Canadian Annual Review, 1906, 1907.

Chitty's Archbold's Q.B. Practice, vols. 1 and 2, 14th Ed., 1885.

Clarke — Street Railway Accident Law, 2nd Ed., 1904.

Clements — Canadian Constitution, 2nd Ed., 1904.

Clode — Rating of Railways. .

Cooley— Taxation, vols. 1 and 2, 3rd Ed., 1903.

Connors — Report of the Working of American Railways.

Copnall — A Practical Guide to the Administration of Highway Law.

Cowles — A General Freight and Passenger Post, 4th Ed., 1905.

Croswell — The Law Relating to Electricity.

Currier — Railway Legislation of the Dominion of Canada, 1867-1905.

Consolidated Statutes of New Brunswick, 1903, vols. 1 and 2.

Consolidated Ordinances, N.W.T., 1898.

Complement des Statuts de Quebec, 1888.

REPORT OF THE COMMISSIONERS 377

SESSIONAL PAPER No. 20c

CoHSolidated Ordinances of the Yukon Territory, 1902.

Daviel, Des Cours d'Eavi, 3 vols.

Digest American Reports, 2 vols.

Digest U.S. Supreme Court Reports, vols. 1-206, 6 vols.

Digest U.S. Supreme Court Reports, vols. 1-186, 4 vols.

Digest Canadian Case Law, 1 vol. 1901-1905, incl.
. Dale t& Lehmann's English Overruled Cases, vols. 1 and 2.

Daniell — Chancery Forms, 5th ed., 1901.

Darlington — Railway Rates.

Darlington — Railway and Canal Traffic Acts.

Denton — ]\runicipal Xegligence (Highways.)

Disney — Carriage by Railway.

Dictionary of Altitudes in Canada, 1903.

Dodd — Law of Light Railways.

Dorsey — English and American Railroads compared.

Duff on Merchants Bank and Railroad Bookkeeping, 20th Ed., 1888.

Encyclopedia Britannica, 35 vols.

English Reports (reprints), 91 vols.

English Law Reports (complete set to 1908).

Exchequer Court Reports, 10 vols.
English Railway and Canal Cases, Xichol, 6 vols.

English Railway and Canal Traffic Cases, Brown, Macnamara and Neville, 12
vols.

English Ruling Cases, 26 vols and sup. vol. 27.
Encyclopedia of the Laws of England, 2nd Ed., 12 vols.

E. C. Clifton and A. Grunaux — A new Dictionary of the French and English
Languages.

Ewart's Digest Manitoba Law Reports, 1 vol.
Elliott on Railroads, vols. 1, 2, 3 and 4.
Elliott on Roads and Streets, 2nd Ed., 1900.

Endlich on Statutes.
Eddy on Combinations, vols. 1 and 2.
Fuzier-Herman, Code Civil, 4 vols, sup, 2 vols.

Fuzier-Herman, Repertoire due Droit Francais, 37 vols. (Vols, 13 to 37 include
Carpentier-Saint) .

Farnham's Water and Water Rights, vols, 1, 2 and 3.
Fetter — Carriers of Passengers, vols. 1 and 2.
Fry— Specific Performance, 3rd Ed., 1892.
Gilbert — American Electrical Cases, 1903-4, vol. 8.
Gillette, Halbert P.— Handbook of Cost Data.
Glen on Highways, 2nd Ed., 1897.
Goodeve — Railway Passengers, 2nd Ed., 1885.
Gould on Waters,_3rd Ed., 1900.
Gray — Communication by Telegraph.
Greene — Highways, 2nd Ed., 1902.
Grierson — Railway Rates English and Foreign.

Grunaux, A, and Clifton, E.C. — A new Dictionary of the French and English
Languages.

Hadley — Railway Transportation, 16th impression, 1903.

Haines — Railway Corporations as Public Servants.

Haines — Restrictive Railway Legislation,

Hamilton — Railway and other Accidents.

Hamilton — Railroad Laws of Xew York, 1906-7.

Hamlin — Interstate Commerce Acts Indexed and Digested.

378 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

/Hardcastle's Statute Law, 3rd Ed., 1901.

Hay, Jr., on the Law of Eailway Accidents in Massachusetts.
Hendrick — Eailway Control by Commissions.
Henderson — Ditches and Water Courses, 1895.
High on Injunctions, vols. 1 and 2, 4th Ed., 1905,
Hodges on Railways, by J. M. Lely, vols. 1 and 2, 7th Ed., 1888.
Hodgins — Dominion and Provincial Legislation, 2nd Ed., 1887-1895.
Holmested & Langton — Ontario Judicature Act, 3rd Ed., 1905.
Holmestead & Langton — Forms and Precedents.
Holt — Canadian Railway Law.
Hopkins — The Law of Personal Injury.
Hudson — Compensation, vols. 1 and 2.
Hutchinson on Carriers, 2nd Ed., Mecham, 1891.
Hutchinson's Carriers, vols. 1, 2 and 3, 3rd Ed., 1906.
Interstate Commerce Commission Reports, vols. 1-5.

Interstate Commerce Reports, vols. 1-9; 3 copies of 10; 3 of 11; 2 of 12; 13.
Index of Cases Reported in Law Reports, 1905-1908.
Imperial Statutes, 1876.
Index to Quebec Official Reports.
Joyce — Electric Law.
Judson — Interstate Commerce.

Kent's Index to Cases Judicially Noticed in the Law Reports,
Keasbey— Electric Ways, 2nd Ed., 1900.
Kerr — Injunctions, 4th Ed., 1903.
Kirkman — The Science of Railways, 12 vol.
Law Times Reports, 98 vols.
Lower Canada Reports, 17 vols.
Lower Canada Jurists, 1-34.
Legal News, 20 vols.
La Themis, 5 vols.
La Revue de Jurisprudence, 13 vols.
Langelier, Cours de Droit Civil, vols. 1 to 4.
Larombiere, 5 vols.
Langelier, De La Preuve, vol. 1.
Laurent, Droit Civil, vols. 1-33; Sup. 8 vols.

Littre et Beaujeu — Dictionnaire de la Langue Francaise, avec un Supplement
d'Histoire et de Geographic.
Lafleur — Conflict of Laws.
Lefroy's Legislative Power in Canada.

Leggett — Bills of Lading. ,

Lewis — Eminent Domain, vols. 1 and 2, 2nd Ed., 1900.
Lovell's Compendium, 1907-1908.
Lovell's Gazetteer of the Dominion of Canada.
Laws, of P.E.L, 1873-1902.
Laws of P.E.L, 1907, 1 vol.
Murray's English Dictionary, 7 vols.
Manitoba Reports, Temp. Wood, 2 vols.
Manitoba Law Reports, 17 vols.

Montreal Law Reports, S.C, 7 vols. Q. B., 7 vols. ; Digest by Saint Cyr.
Mignault, 3 sets, 7 vols.
Mews' Digest of English Case Law, 16 vols.
McDermott — Railways.
McPherson & Clarke — Law of Mines.
Macnamara — ^Law of Carriers.

REPORT OF THE COMMISSIONERS 379

SESSIONAL PAPER No. 20c

Mann — Massachusetts Eailroadand Railway Laws, 1908.
- Maxwell on Statutes, 4th Ed., 1905.

Mayne on Damages, 7th Ed., 1903.

Mayer — British State Telegraphs.

Meyer — Municipal Ownership in Great Britain.

Meyer — Public Ownership and the Telephone in Great Britain.

Michigan Railroad Laws, 1905-07.

Moore on Carriers.

New Brunswick Reports, 38 vols.

New Brunswick Equity Reports, 3 vols.

Nova Scotia Reports, Toung's Admiralty, 1 vol.

Nova Scotia Reports, 41 vols.

Nouveau Dictionnaire, Anglais-Erancais et Erancais-Anglais.

Nellis — Street Railroad Accident Law.

Nellis — Street Service Railroads.

Nelson — The Anatomy of Railroad Reports.

Newcombe — Railway Economics.

Nova Scotia Laws, 1865-1871, 1 vol.

Nova Scotia Laws, 1872-1877, 1 vol.

Nova Scotia Laws, 1878-1882, 5 vols.

Nova Scotia Statutes, 1883.

Nova Scotia Laws, 1884.

Nova Scotia, Revised Statutes of, fifth series, 1884..

Nova Scotia, Revised Statutes of, fourth series, 1 vol.

Nova Scotia Laws, 1885-1892, 6 Vols.

Nova Scotia Statutes, 1893-1899, 7 vols.

Nova Scotia, Revised Statutes of, 1900, 2 vols.

Nova Scotia Judicature Act, 1900.

Nova Scotia Statutes, 1900-1907, 7 vols.

Ottawa Directory, 1908.

Ontario Railway Digest, 1 vol.

Ontario Digest Case Law, 4 vols., sup. 1 vol.

O'Brien's Conveyancer, 3rd Ed., 1906.

Oxley's Light Railways, vols. 1 and 2.

Official Postal Guide of Canada, 1904, 1906.

Ordinances, N.W.T., 1878-1898.

Ordinances, N.W.T, 1899-1905

Ordinances, General, N.W.T., 1905.

Ontario, Statutes of, 1867-1876.

Ontario, Revised Statutes of, 1877, 2 vols.

Ontario, Statutes of the Province of Canada and Dominion of Canada affecting,
1877.

Ontario, Statutes of, 1877-1887.

Onfario, Revised Statutes of, J_887, 2 vols.

Ontario, Statutes of, 1888-1897.

Ontario, Revised Statutes of, 1887, 3 vols.

Ontario, Statutes of, 1898-1908.

Ontario and Upper Canada Reports, complete set up to Ontario Law Reports,
vol. 16.

Ordinances of the Yukon Territory, 1906.

Prince Edward Island Reports, 2 vols.

Prince Edward Island, Statutes of, 1867-1872.

Prince Edward Island, Statutes of, 1903-1906, 4 vols.

Paine — The Law of Bailments.

380 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Parsons — Railway Companies and Passeng'ers.

Parsons — The Heart of the Railroad Problem.

Prentice — Federal Powers over Carriers and Corporations.

Patterson — Railway Accident Law.

Piggott's Imperial Statutes, vols. 1 and 2 to 1903.

Pollock— Bill of Lading Exceptions, 2nd Ed., 1895.

Poor— Manual of Railroads, 1905-1908.

Pratt — Railways and their Rates.

Pratt and MacKenzie — Highways, 15th Ed., 1905.

Quebec, Statuts de, 1866-1888.

Quebec, Statuts refondue de la Province de, 1888, 2 vols.

Quebec, Statuts de, 1889-1904.

Quebec, Statuts de, 1906-1908.

Que' ec, Statutes of, 1868-1887, vols. 1 to 21, incl.

Quebec, Revised Statutes of the Province of, 1888, vols. 1 and 2.

Quebec, Statutes of, 1888-1895, vols. 22 to 29. 'incl

Quebec, Statutes of, 1897-1908.

Revised Statutes, Supplement, 1889.

Russell's Equity, 1 vol.

Report of the Board of Railroad Commissioners (Mass.), 1871, 1872, 1873, 1874,
1875.

Report of the Railroad Commissioners of Mississippi, 1903.

Report of the R.R. & W. Commissioners of Missouri, 1904-5.

Report of the Board of Railroad Commissioners for New Jersey, 1907.

Report of the New York Railroad Commissioners, 1902, 2 vols ; 1905, 2 vols. ; 1906
3 vols.

Report of the Railroad Commission of Texas, 1905, 1907.

Report of the State Corporation Commission of Virginia, 1905, 2 vols.; 1906, 2
vols.; 1907.

Report of Railroad Commission of the State of Wisconsin, 1906.

Report of the Department of Railways and Canals, 1902, 1903, 1905.

Railways in the United States. 2 vols., 1902.

Ramsay & Morin, Reports.

Rapalje's Digest of American Decisions and Reports, 3 vols.

Robinson & Joseph's Digest, 2 vols.

Rapalje & Mack's Digest of Railway Law, 8 vols.

Ray — Negligence of Imposed Duties, Freight Carriers,

Ray — Negligence of Imposed Duties, Passenger Carriers.

Redfield— The Law of Railways, vols. 1 and 2, 6th Ed., 1888.

Redman — Arbitration and Awards, 4th Ed., 1903.

Redman — Law of Railway Carriers, 2nd Ed., 1880.

Reese on Ultra Vires.

Richards and Soper — Compensation.

Robertson — Tramways (3rd Ed. of Sutton's Tramway Acts of the United King-
dom), 1903.

Roscoe's Nisi Prius, vols. 1 and 2, 17th Ed., 1900.

Rover — Railroads, vols. 1 and 2.

Russell— Arbitration, 9th Ed., 1906.

Russell & Bayley— Indian Railways Act, 1890, 2nd Ed., 1903.

Revised Statutes of British Columbia, 1897, 2 vols.

Revised Statutes of Manitoba, 1891, 2 vols.

Revised Statutes of Manitoba, 1902.
Supreme Court of Canada Reports, 39 vols.
Street Railway Reports, 2 vols.

REPORT OF THE C02IMISSI0XERS 381

SESSIONAL PAPER No. 20c

Special Report of the Illinois R.R. & W. Commission, 1902-190G, 1 vol.

Statistics of Railways in the United States in 1888 to 1906.

Special Report Incorporate Relationships of Railways in the U.S. as of June 30,
1906. Interstate Commerce Commission.

Sirey, Code Civil, 3 vols.

Sourdat, vols. 1-and 2.

Stevens' Digest X.B. Reports, 1 vol., 3rd Ed.

Stephens' Quebec Digest, 4 vols.

Stroud's Judicial Dictionary, 3 vols.

Schouler — Bailments and Carriers, 3rd Ed., 1897.

Scott — Law of Telegraphs.

Scrutton — Charter parties and Bills of Lading, 1904, 5th Ed.

Seton on Decrees, vols. 1, 2 and 3, 6th Ed., 1901.

Snyder — Annotated Interstate Commerce Act and Federal Anti-Trust Laws.

Stephens — Digest of Railway Cases.

Streets — Foundations of Legal Liability, vols. 1, 2 and 3.

Sutherland on Damages, vols. 1, 2, 3 and 4, 3rd Ed., 1903.

Sutherland, Lewis — Statutory Construction, vols. 1 and 2, 2nd Ed., 1904.

Sutherland— Damages, vols. 1, 2, 3 and 4, 3rd Ed., 1903.

Statutes of Canada, 186M886.

Statutes (Revised) of Canada, 1886, 2 vols.

Statutes of Canada, 1887-1907.

Statutes (Revised) of Canada, 1906, 4 vols.

Statuts Revises du Canada, 1886, 2 vols.

Statuts du Canada, 1887-1907.

Statuts Revises, 1906, 3 vols.

Statutes of British Columbia, 1872-1877.

Statutes of British Columbia, 1878-1897.

Statutes of British Columbia, 1898-1908.

Statutes of Manitoba, 1871-1891.

Statutes of Manitoba, 1892-1901.

Statutes of Manitoba, 1902-1908.

Statutes of Xew Brunswick, 1867-1877, 9 vols.

Statutes (Consolidated) of New Brunswick, 1877, 1 vol.

Statutes of New Brunswick, 1887-1906.

Statutes of Alberta, 1907-1909.

Statutes of Saskatchewan, 1907-1908.

Toronto Directory, 1906-1909.

Territories Law Reports, vols. 1, 2, 4 and 5.

The Act to Regulate Commerce, 1906.

Taschereau's These Du Cas Fortuit.

Technological Dictionary, French, German, English; D. Xutt.

Technological Dictionary, English, German, French; E. C. Clifton and A. Gru-
naux.

Talbot & Fort's English Citations, 1865-1890.

Taschereau— The Criminal Code, 3rd Ed., 1893.

Taylor— Evidence, vols. 1 and 2, 10th Ed., 1906.

Thompson— Law of Electricity.

Thornton — Railroad Fences and Private Crossings.

Tiedeman — Municipal Corporations in the United States.

The Laws of British Columbia Consolidated, 1877.

Toronto, Statutes relating to the City of, 1894.

Universal Directory of Railway Officials, 1904.

U.S. Supreme Court Reports, Law Ed., 52 books, including vols. 1 to 210.

382 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910

Van Zile. — Bailments and Carriers.

Vaiiglian — Index to the Railway Acts of Canada, 1898.

Webster's Collegiate Dictionary.

Words and Phrases Judicially defined, 8 vols.

Wellington — The Economic Theory of Railway.

Wigmore on Evidence, Can. Ed., vols. 1, 2, 3, 4 and 5.

Wood— Railway Law, vols. 1, 2 and 3, 2nd Ed., 1894.

Woodfall — Railway and Canal Traffic.

Whitaker's Almanac, 1904.

9-10 EDWARD VII. SESSIONAL PAPER No. 20c A. 1910

raDEX TO APPENDIX D

JUDGMENTS OE^ THE BOARD

Page.

Algoma Central and Hudson Bay Railway Company and Grand Trunlc Eail-] 167

way Company. Re Joint Tariffs ) 254-

Almonte Knitting Company and Canadi^.n Pacific Eailway Company, et at.

Re Coal Rates ] 148

Almonte, Town of, and Canadian Pacific Railway Company. Street Crossings. 219

Anchor Elevator and Warehousing Company, et al, and Canadian Pacific Rail-
way Company. Re Switching Grain 259

Applications, Ruling of Board re 220

Banks, C. R., and Dominion Atlantic Railway Company. Re Shipment of Corn-
meal 23Y

Bay of Quinte Railway Company and Kingston and Pembroke Railway Co. . 290

Bell Telephone Co. and Windsor, Essex and Lake Shore Rapid Railway Co. .. . 285

] 232

Bell Telephone Co. and Windsor Hotel. Re Agreement ^ gQ^

Bertram & Sons and Hamilton and Dundas Street Railway Co. et al. Re

Branch Line 161

Brant Milling Co and Grand Trunk Railway Co 150

Brantford and Hamilton Electric Railway Co. and Grand Trunk Railway Co.

Re Cainsville Crossing 217

Brantford and Hamilton Railway Co. Re Carriage of Troops 221

Brown Bros. Co., and Canadian Northern Railway Co. Re Loss in. Transit. ,. .> £25

Calgary, City of, et al. Re Highway Crossings 173

Canadian Canners, Ltd., and Canadian Pacific Railway Co. Re Rate on Canned

Goods 200

Canadian Freight Association and Industrial Corporations 146

Canadian Manufacturers' Association. Re Metallic Shingles 148

Canadian ISTorthern Railway Co. and Canadian Pacific Railway Co. Re Senior

Road Question 272

Canadian Northern Railway Co. Re Don Valley Lands 306

Canadian Pacific Railway. Re Branch Line east of Don, Toronto 156

Canadian Pacific Railway Co. and George Moore & Co. Re Refimd 211

Canadian Pacific Railway Co. et al and Grand Trunk Railway Co. Re Lennox-

ville Crossing 187

Canadian Pacific Railway Co. and Grand Trunk Railway Co. Re London Inter-] 164

switching J 220

Canadian Pacific Railway Co. Re Kaladar Drainage 191

384 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910
Page.
Canadian Pacific Eaihvay Co. and Grand Trunk Railway Co. Be Queen's

Wliarf Crossing, Toronto 183

Canadian Pacific Railway Co. and Township Xorth Dumfries 162

Car Service Ruled 144

Cedar Dale, Police Village of, and Grand Trunk Railway Co. Re Simcoe

Crossing 201

Chatham, Wallaceburg and Lake Erie Railway Co. and Canadian Pacific Rail-
way Co. Street Crossings, Chatham 154

Claims against Railway Companies 194

Coal Rates for manufacturing purposes. Grand Trunk Railway Co 147

Cockerline, Robert J., and Guelph and Goderich Railway Co. Re Undercrossing. 1G9

Crowsnest Pass Coal Co. and Canadian Pacific Railway Co. Re Tolls 249

Didsbury, Alta., Highway Crossings 181

Digman, J. S., and Bell Telephone Co 289

Discrimination 199

Dominion Concrete Co., Ltd., and Canadian Pacific Railway Co. Re Rate on

Concrete Blocks 198

Doolittle & Wilcox and Grand Trunk Railway Co., et al. Re Rates on Stmie. . 243

Duthie, J. IL, and Grand Trunk Railway Co 143

Eddy Co., The E. B., and Grand Trunk Railway Co 201

Erroneous Rate Quotations 173

Essex Terminal Railway Co. and W. E. & L.S. R.R. Co. Re Crossings 279

Express Companies' Contract Forms 193

Express Companies' Tariffs 193

Gait Board of Trade and Canadian Pacific Railway Co., et al. Re Interchange

Tracks 231

Grand Trunk Pacific Railway Co. and Canadian Pacific Railway Co. Re Senior

Road Question 273

Grand Trunk Railway Co. re Reduced Rates on Coal for manufacturing purposes. 147
Grand Trunk Railway Co. Re Expropriation of Land, St. Henri and Ste.

Cunegonde 159

Grand Trunk Railway Co. Re Taking of Lands, Toronto 158

Grand Trunk Railway Co. and United Counties Railway Co. Re Senior Road

Question 271

Grand Trunk Pacific Railway Co. and Canadian Pacific Railway Co. Re

Location of Line, Portage la Prairie 156

Grand Trunk Pacific Railway Co. Re Right of Way, Clover Bar, Alta 173

Grant, F. W., and Grand Trunk Railway Co. Coal Rates 150

Great West Development Co.'s Spur, Winnipeg, and Canadian Pacific Railway Co. 195
Guelph and Goderich Railway Co. Re Taking of Lands, Grand Trunk Railway

Co., Goderich 160

Guelph and Goderich Railway Co., and Guelph Radial Railway Co., Crossing. . 172

High River, Alta, Crossings 179

Highway Crossings. Re Apportionment of Cost 168

) 173

Highway Crossings over Railways V 037

Interlockers 304

( 243

Interswitching <, ^^.

IXDEX 385

SESSIONAL PAPER No. 20c

Page.
James Bay Railway Co. and Grand Trunk Railway Co. Re Beaverton Crossing. 153
James Bay Railway Co. and Grand Trunk Railway Co. Be Belt Line Cross-
ing, Toronto 194:

Kaministiquia Power Co. inid Canadian Pacific Railway Co., et al. Re Power

Line Crossings 181

Laidlaw Lumber Co., Ltd. Re Literswitehing 252

Lennoxville Crossing. Canadian Pacific Railway Co., et al 187

London Fence, Ltd., and Canadian Northern Railway Co. Re Crossing 291

Lord's Day Act. Grand Trunk Railway Co 280

MacGregor-Gourlay Co., Ltd. Re Grand Valley Railway Co 169

Malaher, Basil H., and Canadian Northern Railway Co. Re Overcharge. . . . 238

Malkin & Sons and Grand Trunk Railway Co. Re Discrimination 268

Mannville, Village of, and Canadian Northern Railway Co. Crossing 238

•McDougall (fc Secord and Canadian Pacific Railway Co . . . 301

McKenzie, John, et al and Grand Trunk Railway Co. Re Rates on Telegraph

Poles, &c 260

Montreal Board of Trade. Re Cartier Stopover 256

Montreal Produce Merchants' Association and Grand Trunk Railway Co. et al.

i?e Winter Export Rates 222

Monypenny Bros. & Co. and Grand Trunk Railway Co. Re Shortages 218

Moor Lake Accident. Canadian Pacific Railway Co 237

Naylor, C. E., and W. E. & L.S.R. Co. Re High Tension Wires 212

Neelon Township Highway Crossing 194

New, Henry, and T.H. & B.R. Co. Re Crossing, Township Barton, Ont. . .. 274

Niagara, St. Catharines and Toronto Railway Co. and Grand Trunk Railway Co. 152

Niagara, St. Catharines and Toronto Railway Co. and Grand Trunk Railway Co. 151
Niagara, St. Catharines and Toronto Railway Co. and Grand Trunk Railway Co,

Re Merritton Crossing 152

Niagara, St. Catharines and Toronto Railway Co. Re Street Crossings, Thorold

Ont 168

Ocean Bills of Lading 221

Ontario Fruit Growers' Association and Canadian Pacific, Railway Co. et al. . 147
Ontario Lumber Co., Ltd., and Canadian Pacific Railway Co. Re Siding Agree-
ment 226

Ottawa, City of, and Canada Atlantic Railway Co. et al. Re Bank Street

Subway 155

Ottawa, City of, and Ottawa Electric Railway Co. et al. Re Somerset Street

Bridge, Ottawa 200

Passenger Rates 194-201

Patriarche, P. C, et ol, and Grand Trunk Railway Co. et al. Re Interchange

of Traffic " 171

Pea ]\[illers' Association and Canadian Railway Companies 147

Port Arthur and Fort William, Towns of, and Bell Telephone Co. and Canadian

Pacific Railway Co 142

Postal Cars 173

Preston and Berlin Street Railway Co. and Grand Trunk Railway Co. Re

Waterloo Street Crossings 153

20c— 25

386 RAILWAY COMMISSIONERS FOR CANADA

9-10 EDWARD VII., A. 1910
Page.
Preston and Berlin Street Railway Co, Re Taking of lands, Grand Tnink

Railway Co., in Waterloo, Ont 161

Private Siding 218

Reid and Canada Atlantic Railway Co 159

Richardson, James, & Sons. Re Discrimination 302

Robertson, Arthur K. S. McA., and C.W. ,t L.E. Railway Co 238

Robertson-Godson Co. and Canadian Pacitic Railway Co. Re Rate on Paving

Blocks 233

Robertson and Grand Trunk Railway Co. Re Passenger Rates < 226

Robinson & Son, T. D.. and Canadian Xorthern Railway Co 163

St. John, City and County of, and Canadian Pacific Railway Co. Re Fairville

and Milford Crossings 167

St. John Ice Co. and New Brunswick Southern Railway Co 206

St. Pierre & Co. and Temiscouata Railway Co 149'

Scobell and Kingston and Pembroke Railway Co 115

Shore Line Railway 143

Signboards at Railway Crossings 218

Slade, Charles, and Canada Southern Railway Co. Re Farm Crossing 275

Station Sites 196

Staunton's, Ltd., and Grand Trunk Railway Co. et oh Re Rates on Paper. .. . 171

Stiles and Canadian Pacific Railway Co. Re Farm Crossing 279

Sutherland-Innes Co. et al and Pere ^Marquette Railway Co. et al 145

Sydenham Glass Co. and Grand Trunk Railway Co. et al 145

Thrift and New "Westminster Southern Railway Co 303

Toronto, City of, and Canadian Pacific Railway and Grand Trunk Railway

Co.' . Re Viaduct 292

Toronto, City of, and Grand Trunk Railway Co. et al. Re York Street Bridge,

Toronto 152

Toronto. Hamilton and Burlington Railway Co. Re Branch Line, Hamilton. . 203

Tower Oiled Clothing Co. and Canadian Pacific Railway Co 146

United Factories. Ltd., and Grand Trunk Railway Co 146

Vancouver Eastbound v. Winnipeg Westbound Rates 207

Vancouver, Victoria and Eastern Railway and Navigation Co. Re Municipality

of Delta, B.C 234

V.W. and Y. Railway Co. Re Branch Lines, Vancouver 222

Victoria, City of, and Esquimalt and Nanaimo Railway Co. Re Crossing

Esquimalt Road, Victoria West 278

Walker, et al, and Toronto and Niagara Power Co 166

Wallaceburg Sugar Co., Ltd. Re Demurrage 257

Weganast, F. W., and Grand Trunk Railway Co 245

Weston, Village of, and Canadian Pacific Railway Co. et al. Re Highway Cross-
ings 231

Williams & Co., et al, and Canadian Pacific Railway Co. Re Rates on Stone. . 150

Wilson, J., nnd Canadian Pacific Railway 2.'i7

Windsor, Essex and Lake Shore Rapid Railway Co. and M.C.R Co. Re Talbot

Street, Essex, Crossing 188

INDEX 387

SESSIONAL PAPER No. 20c

Winnipeg Builders' Exchange and Canadian Pacific Co. et al 164

Winnipeg, City of, and Canadian Pacific Railway Co. Re Brown and Brant

Streets, Bridge 231

Winnipeg Jobbers' and Shipper.s' Association, and Canadian Pacific Railway, et

al. lie Flag Stations 286

Winnipeg Jobbers' Association and Canadian Pacific Railway Co. Be Kootenay

Rates 267

Winnipeg Jobbers' Association and Canadian Pacific Railway Co. et al. Be

Winnipeg Rates 263

Wire Crossings Question 224

Wright, Jacob, and Canadian Southern Railway Co 196

9-10 EDWARD VII. SESSIONAL PAPER No. 20d

A. 1910

DEPARTMENT OF RAILWAYS AND CANALS

EEPOET

HUDSON'S BAY EAILWAY SURVEYS

r-RINTED BY ORDER OF rARLIAilENT

OTTAWA

PRINTED BY C. H. PARMELEE, PRINTER TO THE KING'S MOST
EXCELLENT MAJESTY

I 909

[No. •20(^—1910]

9-10 EDWARD VII. SESSIONAL PAPER No. 2Cd A 1910

REPORT

ON THE

HUDSON BAY RAILWAY PROJECT

October 30, 1909.
Tlon. Okorgk p. Gh.miam,

Minister of Railways and Canals,

Ottawa, Ont.
Sir, — I have the honour to report upon the Hudson Bay Eailway project, as
follows : —

Mr. John Armstrong, B.A., B.A.Sc, M. Can. Soc. C.E., was appointed Chief
Engineer in the fall of 1908. He promptly organized four parties and carried on his
work in a most satisfactory manner, and to him and his assistants credit is due for an
efficient piece of work. Lines were run to Fort Churchill and Port Nelson from the
Pas Mission, and contours were taken closely enough to enable a projected location to
be made that reasonably assures accurate quantities; and detailed surveys were made
of the harbour at Port Churchill and Port Nelson — and at important river crossings.

The basis of Mr. Armstrong's estimate is given in full detail. He has estimated
for 60 pound rails ; I have increased his estimate to provide for 80 pound rails and
fastenings; and as he has not estimated for round houses, shops, buildings, elevators
and yard facilities at terminals, or harbour works, I hav^ accordingly estimated for
these items.

I find considerable difficulty in deciding upon what basis to provide accommodation
for a railway that, in the nature of things, cannot be operated to its capacity for more
than two months in the year — to a lessened extent for a possible three months, and for
the remainder of the year still less. I have, however, provided facilities on a scale
that will admit of the maximtun capacity for a single track: passing tracks and
telegraph stations every five miles, water stations every fifteen miles, and round house
and shop accommodation sufficient to care for thirty-two (32) freight trains and one
(1) express train per day of twenty-four (24) hours.

Mr. Armstrong has discussed the merits of the harbours at Churchill and Nelson ;
and as he has furnished plans with soundings, I have plotted the piers and terminals
required.

8419—1^

4 HUDSON BAY hWlLWAY I'NOJECT

9-10 EDWARD VII., A. 1910
From the information, there is no room for doubt that Xelson is much the better
harbour. The line is also shorter by 67 miles, the country through which it runs is
better, and the possibility of local business altogether with the Nelson route. There
is also a probability that a fair proportion of the route is available for settlement;
whereas on the Churchill route, there is no such probability beyond Split lake, where
the lines separate.

It is of the utmost importance that a hydrographic survey should be made of the
Hudson strait and bay, so that the jwsition and co«^t of the necessary lighthouses
may be ascertained. This work properly belongs to the Marine Department, and is
important enough to demand the personal attention of its most capable officer; and
while in progress, complete observations should be taken by reliable men stationed at
Cape Chidley and Kesolution island, at th? mouth of Hudson strait, at Salisbury
island near the junction of the Fox channel, and at Mansfield island, as well as at the
mouth of the Xelson itself. The cours? from Mansfield island to Xelsnn roquivcs ic
be accurately chartered, and the exact positions of the lighthouses necessary at the
mouth of the channel should be fixed. It would be well to also secure information as
to the harbours on the Labrador coast, and the special feature of Davis strait. A
good sea-going boat is required at Xelson for a year or two, to study the bay itself,
its tides, currents, &c. Particular study should be made of the mouth of Ungava
bay; and also, as to all harbours of refuge along the route and the best way to approach
them, where safe anchorage may be had, (S:c. A lighthouse will be required at the
most southerly end of Greenland.

The route will pass to the north of Ireland, and the distance from Liverpool to
Port Nelson, as measured on a mercator projection map, i^ 3,200 mibs — against 3,007
from Montreal to Liverpool.

The crux of the matter is — what business can be handled by such a railway, and
of what value it is likely to be to tlic country tributary to it ( The general n;ap of thc^
Northwest, which accompanies the report, shows, by concentric circles, the areas
tributary to Pas Mission (the starting point of our line) and ^\''innipeg. For all
practical purposes the city of Winnipeg is as close to Fort William as the Pas is to
Hudson bay at Port Nelson, hence they may be compared as radiating points.

A line drawn from Dauphin, Man., in a southwesterly direction passing through
Weyburn, Sas., separates the tributary territory. Practically the whole of the pro-
vince of Manitoba, and about 11,000 square miles of the southeasterly corner of
Saskatchewan, is tributary to Winnipeg; the whole of the remaining area of Sas-
katchewan and Alberta belonging to the Pas. This immense district is equal in area
to the states of North and South Dakota, Minnesota, Wisconsin, Nebraska and Iowa,
where there is a population of about 10,000,000, and a railway mileage of about 50,000.
I think that, square mile to square mile, the fertility of the northwest is at least equal
to the states named.

Assuming that the line is to be worked for all that is possible to be done. The
grades are 0-4 or 21 feet to the mile. All trains are fully loaded and composed of 40
ton pay load cars; and locomotives of the Mallet articulated compound type are to be
used with a hauling power of at least 4,000 tons of pay load. Thirty-two (.32) trains

HIDSOX BAT RAILWAY PROJECT 5

SESSIONAL PAPER No. 20d

per day is about tlie capacity of a single track — better than this has been done, but it

is enough.

Sixteen (16) trains loaded=64,000 tons per day — making allowance for accidents
and delays — say for 30 working days we get 1,930,000 tons, or 64,000,000 bushels of
wheat.

I a.ssume that ships can be secured wherever there is sufficient bvisiness offered.
It is apparent that at least nine per day would need to be loaded, or say 135 to 140, to
do the business — allowing 2 trips to each ship. Any additional business taken to the
bay would have to be stored until the following Augaist — nine months.

Other sources of traffic possible to the line are: the exportation of cattle; the
usual package freight to and from Europe; and the possibility of developing a reason-
ably large import coal trade. I believe it is practicable to lay down coal at Port Xelson
from Nova Scotia at a cost not exceeding $3.75 per ton. The rail haul say to Sas-
katoon— as an average point of distribution — need not exceed $4 per ton, making the
cost of the coal $7.75. At present, I believe, it costs quite $9 in the same territory.

Equipment for thirty-two (32) trains per day of the character outlined will cost
about $9,000,000; and means the providing of 108 train crews, 150 telegraph operators,
54 gangs of section men, shopmen, round house men, superintendents, train and yard
masters — the greater number of whom are not likely to be required once the rush of
the season Ls over. It appears, therefore, to be a difficult proposition for independent
operation, and would seem to require to be worked by one of the large corporations, so
that the men and rolling stock could be utilized the whole year. There is in Canada
only one locomotive of the type described, and by using the largest freight engines now
operated on western roads the train load would be reduced one-half — and the capacity
of the road in like measure.

It is apparent, however, that under any circumstances grain may be placed at
the Hudson bay on board ship as cheaply as at Fort William, hence the saving possible
is 5 cents per bushel, assuming that insurance and freight rates are equal at Montreal
■And Port Xelson. Captain Bernier is of the opinion that it is unsafe to be caught
in the vicinity of the Fox channel with a steamship of ordinary construction, any
hirc-r tl-.an Oclnber Loth.

^[r. Armstrong's report will be found attached hereto.

I have the honour to le, Sir,

Yours faithfully,

M. J. BUTLEE,

Deputy Minister and Chief Engineer.
October 21, 1909.

9-10 EDWARD VII. SESSIONAL PAPER No. 20d A. 1910

Mr. M. J. Butler,

Deputy Minister and Chi<^f Engineer.

Department of Railways and Canals,
Ottawa.

De.4.r Sir^ — I herewith beg to submit a general report on the results of the pre-
liminary surveys in connection with the proposed railway to Hudson bay, and under-
taken in accordance Avith your letter of instructions dated July 10, 1908.

OEGANIZATIOX.

Four parties were organized and started to work at various ^ints between The Pas
and Port Churchill, dividing the territory to be covered into sections of approximately
120 miles each. Another small party, No. 5, was organized for the purpose of ex-
ploratory T^iork whereby much general information was obtained, and the running of
much unnecessary lines by the regular parties avoided.

During the progress of the work more information about the Nelson river was
obtained, and seemed to justify an examination of that route, as well as the route to
Churchill. On the completion of their exploratory work Party No. 5, was re-organized
and allotted to this work, and to a preliminary survey of the harbour at the mouth of
the Nelson river. In order that no hitch might occur in the transportation and sup-
ply arrangements, Mr. E. H. Drury was established at Split lake as divisional engineer,
supervising the work of parties 3, 4 and 5.

Parties 1 and 2 were despatched from Winnipeg on August 30, to the Pas, going
by rail to Prince Albert and thence by Hudson Bay Company's steamers down the
Saskatchewan river to their destination. Party No. 1 commenced work on September
14, about 40 miles north of The Pas. Party No. 2, owing to the long and difficult
route adopted, did not arrive on their work until November 7, the last of the five
parties to conmaence work. Since then we have discovered a much easier and quicker
route to the work, and could do the same work now in less than half the time and for
half the expense.

Parties 3, 4 and 5 left Winnipeg on September 19, going by way of Lake Winni-
peg and the Nelson river to their destination. Party No. 5 commenced work on
October 5, No. 3 on October 24, and No. 4 on October 29.

Parties 1 and 2 completed their work and were disbanded on March 11 and 24,
respectively. Party No. 3 and the Split Lake Division office was disbanded on
April 6.

Parties No. 4 and 5 completed their work on the railway lines about April 1, and
were thereafter engaged on the harbour surveys, No. 5 completing their work and
disbanding on July 6, and No. 4 on August 13.

The health of the parties throughout the work was uniformly good; not a single
serious accident or case of sickness being recorded on all the work.

COST.

The total cost of the work, including all returns to date of September 30, with
outstanding accounts yet to be settled, totals $130,716.09. A few of the outstanding

8 HUDi^OX BAT RAILVTAY PROJECT

9-10 EDWARD Vil.; A. 1910

accounts are in proce-ss of atljustinent, Init the final result will not differ materially
from this total.

Since commencing location, supplies and equipment to the extent of $5,952.34
have been taken over for location work, leaving $12i,763.75 to charge against pre-
liminary work, and distributed as follows. Survey of railway routes $101,123.75. Sur-
veys of harbours $23,640. This cost is largely due to the extra expense of transporta-
tion through such a country, a considerable portion being due to the fact that the work
on the Nelson route was not taken up until well on in February, thus obliging us to
])ay winter rates for the transport of provisions along this route. The experience of
the Canadian Northern and Grand Trunk Pacific seems to indicate that it usually
costs from $300 to $500 per mile to secure a final location in such country as this.
During the progress of our work much information has been gained relative to trans-
portation routes, which will enable us to greatly reduce the cost of supplies in future,
and although the preliminary work has seemed costly I do not expect that the cost of
the final location will be greater than that usually obtained in such countries.

During the time when all parties were at work there was an average of about
110 on the pay-rolls.

METHODS USED.

The surveys were made in the usual way with transit level and chain. Contour
topography was taken over the greater portion of the line, as well as all lakes, swamp.s^
and other points of interest in the vicinity of the line. In order to illustrate more
fully the class of information obtained by the engineers in the field a plan and profile
of a representative portion of the line are being forwarded to you. This will probably
show more clearly than any description could do, the character of the information upon
which the estimate of the cost of construction has been based. This plan is exactly as
turned in by the engineer in the field.

In making up the estimate different methods of dealing with stream crossings were
frequently adopted, this plan only being intended to illustrate the information
obtained.

NATTJEAL EESOTJECES.

The timber along the proposed route to Churchill has been described in the pre-
liminary report of February 15, 1909. The work on the Nelson route since then has,
however, developed the probability that the timber which may be available by the
opening of that route is of much greater value than usually supposed, The whole
country is full of lakes and streams, and different parties passing through by different
routes have found most of the lakes and streams bordered by areas of timber of com-
mercial value. These areas vaiy in size from a few acres to some as large as forty or
fifty square miles, and in the aggregate totaling several thousand square miles. We
have no means of making an approximate estimate of the quantities, as large areas
though tributary to the railway route lie far to one side or other of any probable
location of the line, and consequently were not visited by the engineers. However,
the information obtained is of such a nature as to warrant the recommend'ation that
a thorough examination be made of the timber resources of this territory by comi)etent
timber cruisers.

AGEICULTURAL LANDS AND MINERALS.

No further information can be added to that already given in the report of
February 15. It will be remembered that the greater portion of this work was com-
pleted during the winter months when the gi'ound was frozen and covered with snow,
rendering it impossible to obtain much information on these subjects/

UIDSOX BAY ILilUVlY riKUECT 9

SESSIONAL PAPER No. 20d

It may be remarked here, however, that although these lands Biay require more
or less improvement in the way of clearing and drainage, the fact that they are situated
within a few hours' run of an ocean port may give to these lands a value not hitherto
thought of, and may cause a more rapid settlement than expected. At the inland
Hudson bay posts all kinds of grain and vegetables have been grown successfully for
years. A study of the records of the Meteorological Office indicates that the climate is
quite as favourable for farming operations as that of Prince Albert. Our own records
extending only from Kovember to ^larch simply corroborate the general impression
that it is very cold during the winter months, but furnish no information as to the
conditions during the summer, or growing season.

Our definite knowledge of minerals is limited to limestone and marble. The lime-
stone occurs in the southern portion of the line a short distance from The Pas, in
unlimited quantities favourable for quarrying, and will probably prove the future
source of supply for the greater part of the province of Saskatchewan and 3Fanitoba.

Marble of a very high grade occurs on ^farble island in Hudson bay. and is also
found of a fair quality at Port Churchill.

Iron ores, gold, silver, galena, mica and other minerals have been discovered by
the Geological Survey at various localities on the bay, all of which are fully described
in the reports of that department.

Various specimens of the precious metals have been shown to our engineers, but
their origin was preserved in so much mystery that they could not be treated as
evidence of the existence of the metal in that territory and might have been u?ed
with equal effect to demonstrate the richness of a deposit in Colorado or Johannes-
burg.

FISH.

x\ll the evidence obtainable points to the existence of variovis varieties of fish of
good quality in Hudson bay in large quantities. This should be of great value to the
west, as fresh fish can be laid down in twenty-four hours at all the main centres in
Manitoba and Saskatchewan. This will largely be an express traffic, and according
to recent investigations of the Railway Commission this seems to be a remunerative
business, and should prove a source of gr-^at profit to the Hudson Bay Railway.

STREAMS AXD WATER^yAYS.

The principal waterways of the country traversed by the surveys were described
in the report of February 15. Since then a general map has been prepared showing,
in addition to the streams desci'ibed, the extension of these ^vaterways throughout
the west, together with the railway system as it exists at present. The map shows
the principal waterways which are susceptable of development for purposes of naviga-
tion, and shows the extent to which they may become feeders of the Hudson Bay
Railway. These waterways have all been recently navigated by vessels of considerable
size. During the summer of 190S the steamer Alherta made the trip from Edmonton
to "Winnipeg where she is now engaged in the excursion business. During the past
summer a good sized steamer made a return trip on the South Saskatchewan betweeii
Medicine Hat and Saskatoon, and in the month of June a number of business men
from Grand Forks, Xorth Dakota, made a successful excursion trip from Grand Forks
to Winnipeg and return via the Red river.

An approximate estimate of the discharge of the Xelson river gave results as
follows: — Xo. 1, 156,869 cu. ft. per second; Xo. 2. 149.G93 cu. ft per second.

In the first measurement the velocity was obtained by means of floats, and in
the second by means of a current meter borrowed from the Department of Public
Works.

10 HUDSOX DAY h'AlfAVAY PROJECT

9-10 EDWARD VII.. A. 1910

Below this, several large strcam>; enter, and many small ones, so that the discharge
at Port Nelson is probahly not far from 200,000 cu. ft. per second. The discharge of
the Churchill river has been roughly estimated as 40,000 en. ft. per second at low
water.

:0n the general map is also shown a proposed extension of the railway lino
southerly to connect with the existing railways.

One projection is shown along the Carrot river from The Pas to Saskatoon. At
Saskatoon connection is made with lines leading to most of the principal centres of
trade in the provinces of Saskatchewan and Alberta.

This line will also open up a very fertile country along the Carrot river and give
an outlet for valuable timber areas along the northern slope of the Pasquia Hills. This
line will be through open prairie country and a first-class road can be built for $20,000
per mile.

Another ' suggested extension is from the southern terminus of the Canadinu
Northern Railway's Pas branch to Yorkton, giving communication with Regina and
other centres in eastern Saskatchewan and western Manitoba. This line will also be
prairie work and should not exceed $20,000 per mile for a good road.

THE CHURCHILL ROUTE.

The first section of approximately 120 miles is through a comparatively level or
smooth country, affording easy grades and cheap constructicn. The territory i~
underlaid with limestone in horizontal or flat beds, rarely rising above the general level
to any extent, and when it does so it is in such a way as to be easily avoided by the
railway line. Owing to this condition the rock cutting on this section will be prac-
tically' nil.

The balance of the grading on this section Avill largely be in clay loam material,
probably TO per cent, the remainder being of sand, gravel and swamp or muskeg. It
may be remarked here that what is called muskeg in this country is not a true muskeg,
but would be more properly defined as swamp. Good bottom is usually obtained at a
depth of three or four feet, and very seldom exceeds 7 or 8 feet.

The stream crossings will be light, with the exception of the Saskatchewan river
crossing. Frog river, the connection between Moose lake and Cormorant lake, is a
navigable stream for small boats, and as we cross it very low down it will probably
be necessary to provide a swing span of some kind. As a fifty or sixty foot opening
will do, the sum required will not be large.

Since taking up the location work it has been found possible to practically elim-
inate the hump shown at mile 25 on the condensed profile, and with good prospects of
materially improving the hump at mile 55.

The second section of 120 miles is through granite country, and although the
same general characteristics are preserved the granite ridges are more abrupt, and will
force us to take some rock cuttings, although fortunately most of them will be small.
All the streams and lakes throughout these two sections possess more or less valuable
timber of which the accompanying photograph is an illustration.

From the 2-i:0th mile to the 360th mile we have the roughest country encountered,
and considerable exploratory and extra preliminary work has failed to find any better
route than that adopted. In this territory is included the rise between the basin of
the Nelson river and that of the Churchill. The actual height of the summit between
the two rivers is not very great, but both approaching and leaving this summit a
heavily rolling or undulating country is encountered, and requires the development of
a considerable leng-th of line, and the introduction of much curvature to secure the
grades adopted, at a reasonable cost. On the Nelson river side of this ridge a con-
siderable amount of heavy work will be necessary, but on the Churchill slope although
the yardage to lie moved will be heavy it is not anticipated that mncli rock will be
encountered.

HUDSOX BAY RAILMAY PROJECT 11

SESSIONAL PAPER No. 20d

The fourth section, extending from the oGth mile to Port Churchill will require
the moving of only a light yardage, but the northern TO miles being over the tundra,
or barren lands, may prove to be a more expensive piece of work than the profile would
indicate. Mr. W. J. Clifford made a trip through this section in the month of June
for the purpose of examining it after the snow had disappeared. He does not anticipate
any serious difficulty or danger in constructing this section, the chief drawback being
from the fact that although the material is such as would usually be classified as
common excavation, so much frost will be encountered that probably a considerably
greater price will have to be paid for its handling than for common excavation.

The timber over sections 3 and 4 is not of very much value. A few ties and some
timber for temporary work may be obtained but only in small quantities.

The bridging on the whole will average light, the only two bridges of great im-
portance being the Saskatchewan crossing and the Deer river crossing about mile 3.50.

As intimated in the notes on the estimates, a considerable number of small pile
structures have been designed for the purpose of furnishing ample waterway until a
sufficient observation of the stream will better enable us to specify a suitable per-
manent structure.

The curvature as estimated from the projected location averages 9° 55' per mile.

The grades adopted, viz.: -4 northbound and -6 southbound, have been obtained
without great effort and although some development was required on section 3, the
ease with which they were obtained on the remaining sections seems to justify their
use all through for the sake of uniform grades on all engine divisions.

THE XELSOX KOUTE.

The route selected tov.-ards Port Xelson follows the Churchill route for some 150
miles or thereabouts, the description of which has been given. Unlike the Churchill
route, the ISTelson route does not resolve itself into natural divisions each presenting
different characteristics peculiar to itself, but throughout maintains a generally imi-
form appearance so that the description given for the first division of the Churchill
route may be applied in a general way to the whole of the Xelson route. It is not
expected that the rock work will amount to very much, the major portion of the
grading being in clay loam with smaller percentages of sand, gravel and swamp. The
tundra is not encountered on this route, the whole line being through timber not
appreciably different from that described on the first 200 miles of the Churchill route.
It rt^ay be mentioned here that sand and gravel has been found sufficiently often to
justify our belief that ballast may be had without miduly long hauls, except on the
northern 70 or 80 miles of the Churchill route. It may be found there, but as yet we
have not noted it. The curvature has been estimated to average about 5° 30' per mile
over this route.

A grade of -4 both ways may be had on this route.

The adoption of -6 against southbound traffic would not help alignment nor save
grading.

There are three important bridges on the Xelson route, viz. : the Saskatchewan,
the crossing of the Xelson at Manitou rapids, and the second or lower crossing of the
Nelson. The Manitou crossing of the Xelson is a particularly favourable crossing,
the river here being confined in one channel of less than 350 feet in width, the banks
being of merely i)erpendicular granite rock and so situated as to make it possible to
choose almost any desired elevation between fifty and one hundred feet above the water.
Water here is of course very deep, and has a current of from six to eight miles per
hour, making it necessary to cross with either a single span or an arch. The lower
crossing will be much longer, probably 3,000 feet, from grade to grade, with a water-
way of 1,500 feet with the grade line approximately SO feet above the water. The
balance of the bridging will be light, trestles being sufficient in all cases -srith the
exception of Frog river.

12 HUDSOX BAY JniJAVA] J'h'O.JF.CT

9-10 EDWARD VII. ,"A. 1910

HARBOT'R WOP^vX.

The plaii.s and reports of the terminal work liavino- already been ?ent you, it will
only be nece-sary to treat briefly of the object with which this work was under-
taken.

It has been endeavoured to treat the subject not as a problem by itself, relating
only to the sheltering of ships, biit to treat it as one feature only of tlie problem of the
Hudson bay route as a whole. To this end it was necessary to consider and obtain all
possible information relating to roadsteads, entrance channels, harborage, docks, facili-
ties for providing railway terminals and other works necessary for the transhipment
of goods, length of season open to navigation, ice conditions, and possible future inland
communication by improvements to existing waterways, and to the feasibility of
approach by the proposed railway. It was realized that the importance 'of the port
and the Hudson bay route as a whole d'^pended in no small degree on the efficiency of
the rail communication inland.

In accordance with the above, surveys were made of the harbours at the mouths
of both the Churchill and K'elson rivers, the results of which have been sent forward
to you.

The results at Nelson seem to justify the recommendation that a further appro-
priation for an accurate survey of that port be made ]>'^fore it is rejected as a terminus
for the Hudson Bay Railway.

(Sgd.) JOHX ARMSTRONG,
Chief Engineer, Hudson Bay By. Surveys.

HLDSOy BAY UMIAVAY I'HO.JECT 13

SESSIONAL PAPER No. 20d

THE ESTIMATE.

CLEARIXG.

The estimate is based on right of way 150 feet wide with the necessary allowances
added for sidings and terminals. A few miles of heavy clearing will be encountered,
but the average over the whole line will be comparatively light. The first 200 miles
will be through spruce and jack pline with a snail propoit'on of poplar and tamarack.
The northern 100 miles of the Churchill route will have practically no clearing. The
northern 200 miles of the Nelson route will be through spruce with a small proportion
of jack pine and tamarack and will probably have from 12 to 15 acres per mile to clear.
A large portion of the clearing on both routes could probably be done for $25 or $30 pe^"
acre, but owing to the heavier clearing encountered at intervals an average price of
$40 per acre has been decided upon. This shoiild bo ample to cover whatever close
cutting is required as well.

GRrBBTXC.

This item is somewhat difficult to estimate without an actual location profile.
One and a half acres per mile has been used for 400 miles of both lines, using the
price $100 per acre which se°ms to be the price bid by contractors almost universally.
The work will class as light, a large proportion of it being such as can be done with
heavy grading or breaking ploughs.

GHADIXG.

This being the chief item in the estimate, considerable care has been taken with
it. The quantities submitted are taken from the projected profiles, and the greater
portion of these being very close to the preliminary lines, should be as accurat.e as is
possible without cross sections. Engineers in the field were instructed to take out these
quantities liberally, and the estimates submitted by them are probably at least 10 p'^r
cent in excess of what the profile actually shows.

In addition to this, 25 per cent hn.-^ been added to all quantities l)y this offic^, to
cover drainage, settlement, &c., so that the quantities here reported are approximately
35 per cent in excess of what the profile actually shows. This should provide for all
possible contingencies, especially as one of the main causes of swelling of estimates,
viz. : road and farm crossings is not met with here. In addition, 1,100,000 cubic yards
are added to Churchill route and 900,000 cubic yards added to Nelson route for sidings
and terminals. At the present time not one single road of farm crossing exists between
The Pas and Hudson bay. The prices adopted. $1.S0 for solid rock, 65 cents for loose
rock and 30 cents for earth, approximate closely to the prices obtained on the Trans-
continental Railway in what may be termed similar country, viz. : districts C, D and E.
The price 30 cents for earth is perhaps somewhat lower than Transcontinental Rail-
way prices, but I am confident that the contractor who bids over 30 cents on this work
will have no chance to get the contract. The portion from The Pas to Hudson Bay
Junction of the Canadian Northern Railway, a much worse proposition than any we
have encountered, was done at a profit, for 25 cents during the high wage period of
1906 and 1907.

These prices quoted are of course the average. In making up the estimate the
prices used on the northern portion were, for solid rock $2, loose rock 75 cents and
common excavation and borrow 50 cents. The summation of the quantities and cost

14 HUDSOX BAY h'lIUVAY PROJECT

9-10 EDWARD Vll., A. 1910

on the different sections resulted in the above quoted av^erages of prices which have
been used in this estimate. On sections 1 and 2 the engineers did not esimate any loose
rock. For this reasan the 25 per cent added to their common excavation has been
classified as loose rock. The classification made has been based on the Transcontinental
Eailway specification. The accessibility of the work will not be so difficult as supposed.
The first section has rail communication to The Pas with a fairly good steamboat
connection already established to Moose lake, 50 miles along the route. The con-
struction of wagon or sleigh roads from this point on will be easy. The second section,
with communication from Winnipeg via Lake Winnipeg and the Nelson river, can be
made quite adequate for the comparatively small sum of fifteen or twenty thousand
dollars. In case the Churchill route is selected this will be more expensive. The third
section may be supplied from Churchill or Xelson if so desired. In the case of Nelson
good water connection being possible for 60 or 70 miles inland. In case the Church-
hill route is selected probably steam shovels will be required on a section of about 35
miles near Split lake. These water routes suggested are not recommended for the
transport of such plant as this, but will be useful for all lighter supplies and materials.
On the Nelson route no steam shovel work is anticipated, except blasting — the plant
for which will follow along behind the track.

TIMBER.

On the Churchill route a sufficient amount of timber for ties, piles, and temporary
work may be had convenient to the line on the southern portion as far as the 240th
mile, btit beyond this point none can be had. For this reason piling has been quoted
as 50 cents per foot on the Churchill route, as against 40 cents on the Nelson route,
where timber may be had all the way to the bay. The quantities estimated for piling
do not look very large, but it is to be remembered that all our stream crossings are very
low, thus cutting down the length of the piles and also reducing the length of bridging
or number of bents required. With the exception of the Saskatchewan river crossing
and the crossing of the Deer river on the Churchill route all waterways have been
estimated for, as temporary wooden structures.

On the Nelson route the Saskatchewan crossing and the two crossings of the
Nelson are to be steel and concrete, all others wood. Our expedition is practically
the first which has obtained definite and specific information of the country through
which it is jiroposed to run, but inasmuch as practically all the work was done in the
winter months with everything frozen solid and under three or four feet of snow it
is perhaps too much to expect that a proper estimate of water openings could be made.
For this reason temporary wooden structures of such a nature as will suffice for a period
of from 7 to 10 years has been estimated for.

During this period close observation of the waterways will enable us to specify
with more certainty the style and size of opening required. With this closer knowledge
of what is required, and with the increased facilities for handling cement and other
materials for permanent structures, the final cost will probably be less than if an
attempt were made to construct them now.

Cedar timber for culverts may be had f.o.b. cars in Winnipeg for $18 and $20
per thousand, and with freight added is worth $22 to $25 at The Pas. The price of
$40 thus leaving from $15 to $18 for framing and contingencies, and is probably high
enough to cover the cost of what little excavation may be needed. If timber native to
the country can be used, such as spruce and tamarack, a considerable saving may be
effected. My own experience has been that such timber is quite good for seven years,
and I know of some spruce culverts built twelve years ago and still gooJ.

The timber for trtisses and stringers being imported from British Columlin will
be more expensive, but will be approximately the same for both lines.

HUDSOX BAY RAILWAY PROJECT 15

SESSIONAL PAPER No. 20d

moy.

An average of 5 cents per pound has been adopted, based < .n Winnipeg- prices, plus
freight to The Pas.

TRACK MATERIAL.

Steel rails of 60 pounds per yard are proposed. Much of the material of which the
roadbed will be composed is of a peaty nature and some settlement may be expected.

Under such circumstances it is probable that a better track can b*? maintained
with the 60 pound rail than with the 80 pound rail. Prices are based on Fort William
prices plus freight to The Pas, wheelage charges, &c., and an allowance of about $3
per ton for contingenciese.

TIES.

Estimated at 3,000 per mile for all tracks. Being obtainable at all points on the
Nelson route 40 cents each has been adopted, but none being obtainable beyond Split
lake on the Churchill route, 50 cents has be-^n used for that estimate.

SWITCHES.

In the estimate for switches is included split switch points, spring frogs, switch
stands, lamps, and an allowance of $15 to cover the difference between common ties
and switch ties at each switch.

TRACK I.AYIXG.

The prices on the Transcontinental Railway vary from $400 per mile to $600 for
laying the 80 pound rail there used, so that $500 per mile should be ample price for
laying the lighter 60 pound rail proposed for this line.

BALLASTIKG.

Indications are that we will not find it necessary to exceed a maximum haul of
25 miles except in the northern 100 miles of the Churchill route, w-here a 50 mile haul
may be encountered. However, as ballast may be found closer. $1,000 has been estimated
for both routes and includes side 'tracks and terminals as well as main tracks.

WATER TANKS.

This question has been fully looked into, and it is found, from the Great Xortliern
Railway experience, that $5,000 should build a tank of 50,000 gallons capacity, of the
most approved pattern and as nearly frost proof as has yet been devised; including
machinery and heating apparatus inside the tank. As water is very plentiful in our
country the intake and piping will not be expensive.

In addition to the above items discussed there is left for you to estimate upon,
station houses and terminal structures, shops, docks and elevators.

In the estimate a side track of 5,000 feet was assumed every eight miles, with a
station house, water tank, and accommodation for two section crews at every alternate
one. This leaves each section crew the somewhat lengthy section of 8 miles and also
situated at one end of the section. It has, however, the advantage of always having
the section crew where the superintendent or road-master can always communicate
quickly by telegraph or telephone.

Passenger traffic, express traffic and small package freight for a number of
years at any rate cannot be very large, so that the accommodation in the station

16

m ns(>\ j;\y /,m//.u n" rh'ojKcr

9-10 EDWARD VII., A. 1910

may be cut to a minimum. Out-poing- local frcijiht will coiis^ist largoly of timber
which requires no shelter, and incoming local freight will be mostly for lumber camps,
the most bulky articles of which, such as hay, oats, flour, pork, &c., if necessary can be
better accommodated in a separate warehouse of much cheaper construction. Thus
the accommodation of our stations will be principally limited to the requirements of
the railway agent. A few years after the op'^ning of the railway the priiu-ipnl ceutrcs
of development will have become apparent, and more suitable station and fn ight shed-
erected as reqiiired.

TKinnXAT.S.

The Churchill route, 477 miles approximately, is too long for three engine divisions
in this hard winter climate. The Xelson route, 410 miles, can probably be handled by
three train division?, as owing to the bett-^r grades the 135 mile Nelson division will
not be a hard?r task for the engine than th? 120 mile in Churchill division. On the
Xelson route this will mean four sets of buildings, and on the Churchill route five
sets.

CHURCHILL ROUTE.

Clearing

GruliV>ing

Grading

Piling

Timber in culverts .

Timber in bridges and trestles
Iron in bridges and ciilveits. . .

Steel rails

Angle bars

Bolts and nuts
Spikes

I'nit.

Acre .
Acre .
C. vd.
L. ift .
K M.
B. M.
Lb. .

Ton . .

Ton .

Ton .

Ton..

Ties Each .

Track-laying Mile .

Switches (complete) Set . . .

Water tanks Each .

Steel bridges, steel ' Lb. . .

" concrete C. yd.

Ballasting Mile. .

Telegraph line Mile. .

Total

Increase due to SO lb. rail.

Quantity.

7,000

KftO

!),74O,0OO

ISO, 000

3,2"iO.OOO

4,000,(100

2,C00,(XHI

f)4,000

1S,I)IM

2,f>80

WO

454

2,040

1,700,000

567

300

30

3,700,000

0,000

567

477

Rate.

•^ cts.

40 0(1

100 00

0 50

0 5(1

40 00

55 00

0 05

40 00

50 (Kl

SO 00

65 00

0 50

500 00

250 00

5,000 00

0 05

15 00

1,000 00

300 00

Amount.

S cts.

2811,000 on

60,000 Oh

4,870,000 Oo

9 1,000 00

130,0tMI (H)

220, (XK) 00

130,000 (Mj

2.160,000 00

72LiM>0 00

134.000 00

4.5,00'J 00

36,320 00

132,6(Hi (HI

850,000 (Ml

283,500 oo

75,000 (HI

150,000 00

l.S5,00(J 0(1

90,000 00

567,000 00

143,100 00

10,586.520 0(1

765,000 IK)

ll,:s51,52(i 00

Station buildings, teiegraiih stations, .section houses, round
houses, locomotive and car repair shops, jxjwer plant,

tools, warehouse at {xirt, coal unloading jilant -s 1, 700, 000 00

Two 4,000,000 bush. caji. fire proof elevators 4,000,000 00

Yard facility at terminals ... 320,000 00

Engineering, law costs and contingencies, 10% 1,737,152 Oo

§7, 757, 1.52 00

Harbour woik, pit-rs, dredging, e.xclusive of lighthouse and

buoving .'^i;. 07.-), 000 Oo

.«!19.10S,(372 Oil

HUDSON BAY RAILWAY PROJECT

SESSIONAL PAPER No. 20d

XELSOX ROUTE.

17

Clearing Acres.

Grubbing <t

Grading Cu. ft.

L. ft.

Piling.

M. ft., B. M.

Timber in culverts

Timber in bridges and trestles .

Iron in bridges and culverts Lb.

Steel rails Ton.

Angle bars . . .
Bolts and nuts.

Spikes M

Ties Each .

Switches Set.

Track-laying " Alile.

Water tanks .• Each.

Telegraph lines Mile.

Bridges, steel Lb .

concr'^te Cu. j'ds

Ballasting Mile.

Total

Increase due to 80 Ih. rails

Hate.

Quantity.

Amount.

$ cts.

S

40 00

7,000

280,000

100 00

600

60,000

0 40

7,-500,000

3,000,000

0 40

200,000

80,000

40 00

2,800,000

112,000

55 00

3,200,000

176,000

0 05

2,100.000

105,(W0

40 00

45,500

1,820,000

50 Ooj

15,000

608,000

2,280

114,000

soo

40,000

80 00

390

31,200

65 00

1,740

113,100

0 40

1,450,000

580,000

250 00

240

60,000

500 00

483

241,500

5,000 00

25

125,000

300 00

410

123,000

0 05

9,400,000

650,000

15 00

12,000

. 180,000

1,000 fW

483

483,000

8,333,800

648,000

8,981,800

Station buildings, telegraph cabins, section houses, round
houses, repair shops, locomotive and car, tools, power

plant, warehouse at port, coaling plant $ 1,647,600

Two 4,000,000 bush, fire proof elevators 4,000,000

Yard facility at terminals 320,000

Law costs and contingencies. Engineering, 10% 1,476,940

7,444,540

Harbour work, piers and dredging, exclusive of lighthouse

and buoying .$5,065,000 -

§16,426,340

POET CHUECHILL.

THE CHART.

Two charts, or maps, are being furnished with this report. One on a scale of
4,000 feet to 1 inch for purposes of comparison with Port Nelson, and a large one on a
scale of 1,000 feet to 1 inch, as a working map. On this larger map are shown also
10 feet contours and other notes in more detail than was possible on the smaller scale.
The soundings are reduced to low water level.

GENERAL DESCRIPTION.

Port Churchill is at the mouth of the Churchill river where the river passes
through a large tidal flat or lagoon mostly dry at low tide except near the outlet to the
sea. The lagoon is surrounded by hills consisting of rock at the sea outlet and of sand
and gravel further up the river. The only available situation for docks at present is
out near Cape Merry, with the railway terminals from two to three miles up stream,

8419—2

18 HUDSON BAY RAILWAY PROJECT

9-10 EDWAfiD VII., A. 1910

and the townsite from three to five miles up stream. Another townsite is available on
the west side, but it would be somewhat difficult to get railway and dock sites.

There is no possibility of improving the Churchill river so as to give inland com-
munication by water owing to its shallowness over its many wide and frequent rapidS:
The neighbourhood of Port Churchill is practically destitute of all forest growth for
miles in all directions, the vegetation being restricted to mosses and patches of coarse
grasses along the edges of the water areas.

The main fresh water supply is obtained from the numerous small lakes in the
neighbourhood, and is of excellent quality. The tidal flats are thickly strewn with
boulders, some so large as to be visible above high water.

TIDES AND CURRENTS.

The main current in the harbour is along the indicated channel of the Churchill
river, being approximately down the centre of the lagoon, but striking more against
the eastern side towards the harbour mouth. With the ebb tide the current attains
a velocity of from six to eight miles per hour, creating a somewhat difficult entrance
for low-powered ships. The local pilots prefer to bring in their ships with the incoming
tides.

It is quite useless for anything but a steam vessel to attempt the entrance at any
other time. The current with the in-coming tide is much less, probably not exceeding
4 miles per hour. The highest tide observed was 13^ feet, and the lowest 8 feet, both
probably being subject to modification with a longer series of observations. The water
is always more or less salt near the entrance. At low tide fresh water may be obtained
in the Churchill channel opposite the Hudson Bay Company's post, but when the tide
is in this cannot be done.

ICE CONDITIONS.

The harbour usually freezes over about November 15. The open sea also freezes
over during the winter four or five miles out from Churchill. The usual date for the
opening of the harbour is about June 19. This last spring the harbour opened on June
7, or about 10 days earlier than usual. The ice lay off the coast and harbour this year,
preventing the return of the survey party until July 13, when a start was made for
York.

Five days more were lost by the ice pack off Cape Churchill extending about
thirty miles out to sea, the boat crew declining to venture outside of this. The boat
in use was only a small sailing coast boat not well adapted to ice work. Probably no
serious difficulty would have been experienced by a steamer making Churchill within
a few days of the opening tip of the harbovir on June 7. At intervals between June
7 and July 13, ice would be drifted back into the harbour by north winds. This ice
floating up and down the harbour on the strong ctirrents existing there constitutes
a serious inconvenience and danger to ships at anchor and to docks and other works
which may be constructed along the shore. The harbour has been reported on occasions
to have been blocked by ice as late as August owing to long continued north winds.
This liability of the harbour to being filled with loose heavy ice drifting up and down
with the strong currents will need to be seriously considered in choosing the type of
docks to be built here. As shown on the chart, the direction of the current tends to
throw the drifting ice against the east shore, the only available place for docks at the
present time. The ice, however, does not jam here very much but is swept on out by
the strong current. Jams more frequently occur on the west side between the police
barracks and Cockrill's Point.,

HUDSON BAT RAILWAY PROJECT 19

SESSIONAL PAPER No. 20d

ANCHORAGE.

At the present time very little shelter can be had at low tide by any ship drawing
over 18 or 20 feet of water. Space to accommodate two or three ships of this siz-^-
might be had, but anything larger would have to anchor almost in front of the
entrance, which being about three-quarters of a mile allows the full force of the seas
to be felt. The seas enter the harbour with sufficient force to cause a heavy swell to
be felt throughout the harbour; in fact it is reported that at times it is impossible for
the smaller boats to cross the harbour for two or three days at a time. The bottom,
consisting of mud, affords a fairly good holding ground for anchors.

MATERIAL.

The material forming the harbour bottom is mud, thickly strewn wtih boulders
of all sizes, and is probably a deposit from the Churchill river.

Excavating for ships berths close inshore to avoid the heavy drift ice will probably
encounter solid rock as the solid rock in several places runs to the water edge.

MATERIALS FOR COXSTRUCTIOX.

Stone for construction purposes is very plentiful. !X[arble if you like to use it.
All timber will have to be brought in either by mil or by ship.

DEFENCE.

Fort Churchill being jiractically upon the open sea can oidy be defended by strong
forts and batteries placed in the immediate neighbourhood of the port itself.

PORT NELSOX.

THE CHART.

The chart or map accompanying this report has been drawn to a scale of 4,000
feet to 1 inch, as being best adapted for the purpose of giving a comprehensive view
cf the general situation at Port Xelson. Lines are shown on the chart inclosing the
portion which was found open all last season; other lines showing the portion where
the ice did not attain a greater thickness than 10 inches. The shore line is plotted in
from a traverse of the shores. Wherever the ice was of sufficient strength the sounding-
was done through holes, the method of locating being indicated on the chart. The sound-
ings in the open water portion were taken from a boat hired from the Hudson Bay Com-
pany at York Factory, and were taken in May and June after the ice had gone out.
This portion of the work was accomplished under great difficulties, as only five small
buoys could be obtained to mark ten miles of river.

The boat, which was the best obtainabl-o, was the usual coast boat of very shallow
draft and clumsy rig, but endowed with special qualities in the matter of drifting.

Owing to this propensity and to the fact that the small buoys were not visible
from one to the other, some difficulty was experienced in keeping the proper course.
However, after t-en days or two weeks hard work a sufficient amount of information
was obtained to enable us to state with certainty that a good channel exists in which
a ship drawing 26 feet might safely enter at all stages of the tide. Mr. R. D. Fry.
the engineer in charge of the party, believes this chart to be a conservative representa-
tion of the actual conditions at Port Nelson, and that more extended sun-eys with the
proper equipment will probably show a more favourable situation.

20 HUDSON BAY RATLWAT PROJECT

9-10 EDWARD VII., A. 1910

In order to get the best results it will be necessary to have a good strong boat
equipped with power, preferably a good sea-going tug which could be fitted to burn
either coal or wood, with a dozen large sized buoys and fifty or sixty smaller onos
to mark the channel and points to be sounded.

GENERAL DESCRIPTION.

Port Nelson is at the mouth of the Nelson river, while York Factory is situated
at the mouth of the Hayes river, about fifteen or eighteen miles from Port Nelson.

The site at the mouth of the Hayes was chosen by the Hudson Bay Company on
account of the better communication with a greater number of inland posts, and also
being a much smaller stream was not so difficult to navigate.

A great deal of tracking had to be done on both rivers, and the Hayes being much
smaller, offered less trouble in crossing and re-crossing to take advantage of paths
to tow from. The Nelson river is known locally as the North river, and Port Nelson
is named by the British Admiralty as York Eoads. Hudson bay vessels crossing to
York Factory with supplies anchor about 15 or 20 miles from the post in York Roads.
The site of York Factoi-y was not chosen on account of its accessibility from the sea,
but entirely on account of the easier communication with inland posts. The Nelson
river proper may be said to end at Flamboro Head, which is the approximate limit to
which the tide reaches. The estuary is a wide tidal flat with the main channel run-
ning approximately down the centre, finally discharging into an open sea abreast of
Beacon Point, some 25 miles from Flamboro Head. At Flamboro Head the banks
rise shear from the water edge to a height of 100 to 125 feet. From this point they
gradually diminish in height on both sides of the river, until at Sam's creek on the
north, and Beacon Point on the south, they are about ten feet above the water. The
north shore is of clay with a sufficient fall for drainage, and covered with a fair
growth of spruce.

A good site for tenninals and town may be had in the vicinity of the point marked
on the chart. Above this point the banks become higher and much more abrupt.

The south shore is also of clay with a good slope for drainage, but at the present
time is covered with a very heavy growth of moss, rendering it very wet. An abun-
dant supply of fresh water may be had either from the Nelson river itself or from
various smaller streams and lakes in its vicinity.

TIDES AND CURRENTS.

The main current when the tide is ebbing is along the main channel, the current
over the flats running approximately parallel to it. As the water lowers the currents
over the flats converge more and more upon the main current till at low tide they are
approximately at right angles to, and approaching it. On the ebb tide, the current
flows at the rate of about 3J miles per hour, being strongest at the mouth abreast of
Beacon Point. Under favourable conditions the current here might rise as high as
4 miles per hour. So great is the discharge of the Nelson river that a perceptible
current may be noticed several miles out to sea. With the incoming tide a current
of about 2i miles is obtained.

During the observations, extending from I\Iarch 20 to June 10, the lowest tide
observed was 6-9 feet and the highest 10*9. A longer series of observations will prob-
ably establish greater extremes.

The Admiralty charts give ordinary spring tides as ranging from 10 to 14 feet.
It is probable, however, that any rise greater than 12 feet may be classed as an occur-
rence out of the ordinary, and due probably to some particular combination of wind
and tide. The tides were found to be very variable, due no doubt, to the comparative
shallowness of the water. This will require a long series of observations before ac-

HUDSON BAT RAILWAY PROJECT 21

SESSIONAL PAPER No. 20d

curate tide tables can be prepared. This condition is not peculiar to Port Nelson.

but applies generally to the tides in Hudson bay.

Salt water is never found above Beacon Point except when a very strong easter-
ly gale is blowing with the incoming tide, wlien a sliglitly brackish taste may be de-
tected two or three miles above Beacon Point. When the tide is ebbing fresh water
is obtained far out to sea. Salt water is never obtained within many miles of the
point selected for the terminals.

KK CONDITIONS. . •> .' _'.--..-.:• »• "•■ - '■ -'"

About the 20th December the river is usually frozen over at Seal Island or Flam-
boro Head. From this time on the ice gradually creeps down the estuary and out
from the shore line until the first half of the month of April. About this date the
weather moderated to such an extent that the thawing through the day counter-
balanced the freezing at night and the ice began to recede towards Flamboro Head,
the estuary being usually again clear of ice by May 15. The ice is broken up
into large floes by the rising tide, and is borne off out to sea by the ebb tide.
Owing to the appreciable current of the Nelson river being felt so far out to sea
veiy little of this ice ever drifts back again. Between May 15 and June 1, the
upper Nelson ice breaks up and passes down the centre of the estuary in the main
channel, usually occupying from 24 to 36 hours in passing out to sea. During last
winter no ice jams occurred inside of a line drawn from Beacon point to Sam's creek
and a careful scrutiny of the shore line after the snow and ice had disappeared failed
to find any trace of its ever doing so. The photos accompanying this report give a
fair representation of the usual ice conditions at Nelson. Last winter was a shade
colder than average.

The winter of 1878, an exceptionally mild winter, the channel remained open
for 40 miles above Flamboro Head.

During the freeze up in the fall, a considerable quantity of slush ice comes
down from the upper Nelson.

Last winter at Seal island and along the shore the ice attained a thickness of
between U and 5 ft. The average thickness at York Factory, where a record has
been kept for many years, seems to be about 4 ft. 8 inches.

During the Winter more or less ice floats up and down the open channel with
the tides, but being very scattered no jams ever occur.

ANCHORAGE.

The anchorage being some nine or ten miles in from the mouth of the channel no
serious sea is ever e^erienced which may cause trouble to anything larger than
canoes or row boats. The condition of the seas at Port Nelson will probably be found
to resemble those experienced at Quebec on the St. Lawrence. The bottom is of suf-
ficient stiffness to furnish a secure holding ground for anchors.

MATERIAL.

The material in the flats consists of blue clay with an occasional pocket of coarse
sand and gravel with boulders scattered thinly around. In the channel the material
is a very stiff blue clay, affording excellent holding ground for anchors. Probably
aU of the material can be handled by dredges at a very low cost and may be used for
reclamation works around the docks. The bottom of the channel is swept clean and
bare by the current of the Nelson, and is of so stiff a nature that ihe small anchor
used by the Survey, probably weiglnng about 200 lbs. would frequently drag for some
distance before taking hold. The material on the flats is not so hard on top, but
becomes harder as depth is obtained.

22 HUDSON BAY RAILWAY PROJECT

9-10 EDWARD VII.. A. 1910
MATKUIAI, FOR CONSTRUCTION.

Stone for the funstruetion of breakwaters and other works may be cheaply ob-
tained. About 75,000 or 100,000 oul)ic yards may be picked up along the tidal flats
in the shape of scattered boulders. Up the Nelson river, about 40 miles above Flam-
boro Head is a splendid quarry where any required quantity can be had, and landed
cheaply at the works by means of the Nelson river.

Piles in large quantities will be obtainable from various streams entering Nelson
river and Hudson bay.

Cement and other materials, being brought in by water, should be comparatively
cheap.

DEFENCE.

The defence of Nelson from hostile fleets will be comparatively easy, the long
comparatively narrow channel approach being easily rendered impregnable by means
of sea mines, and rendered otherwise dangerous by the removal or changing of buoys
and other channel marks. Battleships which carry the extreme long range guns are
of such a draft as to render it somewhat dangerous to manoeuvre in less than 45 ft. of
water, thus preventing their closer approach than 15 or 18 miles, a distance consider-
ably greater then the effective range of even the heaviest guns. The lighter ships
which might approach closer carry correspondingly lighter guns. The establishment
of strong batteries and forts at Sam's creek would seem to be all that is necessary
to render Port Nelson absohitely unassailable.

It might be n:e-itioned here in passing, the greatly increased difficulty a hostile
fleet would have on blockading the Atlantic coast of Canada were the Hudson bay
route opened. The fact that ships may enter and leave Port Nelson all the year
round is a fact worth remembering when the possibilities of war are considered.

(Sgd.) JOHN AKMSTRONG,

Chief Engineer Hiklson Bay Railway Surveys.

Winnipeg, Sept. 8, 1909.

The I'as Station, C. N. Railway.

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9-10 EDWARD VII.

SESSIONAL PAPER No. 21

A. 1910

FORTY-SECOND ANNUAL REPORT

OF TUB

AND FISHEIilES

1909

ivia-Hi^e:

PRlJiTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY C. H. PARMELEE, PRINTER TO THE KING MOST
EXCELLENT MA.JESTY

1909
No 21— 1909J

9-10 EDWARD VII. SESSIONAL PAPER No. 21 A. 1910

To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey,
Viscount Howick; Baron Grey of Hovvick; a Baronet, G.C.M.G., &c., &c.,
&c., &c., Governor General of Canada.

May it Please Your Excellency:

I have the honour to submit herewith for the information of Your Excellency and
the Parliament of Canada, the Forty-Second Annual Keport of the Department of
Marine and Fisheries, Marine Branch.

I have the honour to be,

Your Excellency's most obedient servant,

LOmS-PHILIPPE BRODEUK,

Minister of Marine and Fisheries.
Department of Marine and Fisheries,
Ottawa, September, 1909,

9-10 EDWARD VII. SESSIONAL PAPER No. 21 A. 1910

SUMMAEY OF C0I^TE:N'TS

Page.

REPORT SUBMITTED BY MINISTER "i

REPORT OF ACTING DEPUTY MINISTER 1

A

Appropriation and Expenditure , 2

Arctic 22

Aberdeen .«

Anticosti Lightship 25

Agents of Department — Reports *1

B

Buoys and Beacons 1"

List of 11

" " Ontario H

" " Quebec H

" " New Brunswick 12

" " Prince Edward Island 12

" Nova Scotia 13

" " British Columbia W

Brant 18

Bayfield 23

C

Cascade 20

Constance ' 23

Correspondence ^

Chief Engineer's Report 47

" Detail Report of Construction and Improvement of Lighthouses 54

" Nova Scotia 54

■* New Brunswick 57

" Prince Edward Island 58

" Quebec 59

" Montreal Agency 61

" Ontario 63

" British Columbia 66

Coiiuuissioner of Lights Report 68

" " New Aids and Improvements 70

" " Nova Scotia 70

" " New Brunswick 72

" " Prince Edward Island 73

" " Quebec 73

" " Ontario 75

" " British Columbia 77

" Manitoba 77

" " Number of Lightstations, &c 78

" ■" Number and type of gas buoys 79

" " Gas buoys in operation 80

D

Dominion Steamers — Dimensions and movements 17

Drxiid 21

E

Kxireka 23

Expenditure— Statement of, for fiscal year 1908-9 126

from Confederation to 1908 174

Vi MARINE AXn FISHERIES

9-10 EDWARD VII., A. 1910

Page.
G

Gulnare 23

H

Hydrographic Survey 16

" Work 49

" Survey Eeport of Hydrographer 150

Halifax Dockyard 35

Harbour Masters List of, aud ports proclaimed 220

I

niuminants, illuminating apparatus and gas buoys 5

Ice formation— Strait Northumberland and St. Lawrence river 26

Icebreakiug — St. Lawrence river 31

" Thunder Bay and Georgian Bay 51

Investigations into wrecks and casualties 36

" Report of Acting Commissioner 208

Inspection of Live Stock Shipments 40

I.

Lighthouse Service 4

Lansdowne 19

Leebro 20

Lady Laurier 22

Lillooet 23

Lambton 24

La Canadienne 24

Lady Grey 24

Lightships 25

Lu?'c/ier Lightship 25

Life-saving Service 33

" " Report of Admiral Kingsmill 212

Stations, List of 214

Live Stock Shipments Inspection 40

Statement of 186

Lighthouse Board 41

Lighthouse Keepers 42

List of 158

Legislation 44

M

Minto 17

Montcalm 20

Meteorological Service and Magnetic Observation 36

Report of Director 138

Magnetic Observatory 138

Masters and Mates 38

" Report of Chief Examiner 204

Marine Schools 39

" Report of Superintendent 206

Marine Hospitals Report of Medical Supt 189

Merchant Shipping 41

Montreal Harbour Commissioners 42

P

Port Wardens 42

Pilotage 42

Q

Quadra 20

C^uebec, Harbour Commissioners 43

TABLE OF CONTENTS VU

SESSIONAL PAPER No. 21

Page.
R

Reserve 24

Routine 24

Revenue — Statement of, for fiscal year 1908 9 128

S

Stanley 18

Simcoe 23

Shamrock 24

Scout 24

Steamboat Inspection ?. 37

" " Names of Inspectors 38

Chairman's Report 153

Sick and Distressed Mariners 39

Report of Medical Supt 189

Sydney and North Sydney Harbour Commissioners 43

Sable Island 44

Report of Supt.. 210

St. Lawrence River Ship Channel 7

" " Superintending Engineer's Report 86

History of Ship Channel 86

" ' Progress of Operations 87

" " Present Project 89

Plans for the future 89

" " Accidents in St. Lawrence river 90

" ' jiarine Signal Service 90

" " New Dredges 91

'" " Icebreaking 92

" " General Information 93

" " Average depth in the 27t-foot channel 95

30 " 95

Cost of Dredging in 1908 96

Total miles dredged 101

" " Disbursements 103

" " Dredging plant 110

Sorel Shipyard 8

Report of Acting Director 117

" Statement of Revenue and Expenditure 124

Signal Station Halifax Citadel 218

T

Toronto Harbour Commissioners 43

Three Rivers Harbour Commissioners 43

Tidal and Current Survey 51

W

William JoUfle 20

Wrecking Plant 34

Wrecks and Casualties 36

Wireless Telegraphy 43

" Report of Superintendent 209

Viii MARINE AND FISHERIEH

9-10 EDWARD VII., A. 1910

ILLUSTRATIONS

Entry Island, Magdalen Islands, Liglitliouse.

Cape Dogs, Que., Lighthouse.

Point Edwards, Ont., Front Range Lighthouse under construction.

New Steamer Lambion for Lighthouse Construction Service Great Lakes.

Stag Island Shoal Lighthouse St. Clair River, Ont.

Iceberg in Strait of Belle Isle.

Colchester Reef, Ont., Lighthouse.

Iceberg in Strait of Belle Isle.

Plate 1. High Power Revolving Catoptric Light.

Plate 2. High Pressure Revolving Joint.

Pin Platte on Lake St. Peter, St. Lawrence river,

Owen Sound, Ont., Back Range Lighthouse.

New Steamer Lambton for Lighthouse Construction on the Great Lakes.

Reinforced Concrete Lighthouse at North End of Belle Isle.

New Steamer Simcoe Employed in Lighthouse Supply and Buoy Service on the Great Lakes.

First Order Lighting Apparatus, Cape Ray Lighthouse, Nfld., Maintained by Dominion

Government.
Low Light on South End of Belle Isle.
Interior of Sawmill Sorel Government Shipyard.
Government Shipyard Sorel, Machine Shop and Blacksmith Shop.
Powerhouse, Government Shipyard, Sorel.
Sawmill, Government Shipyard, Sorel.

The new C. G. Steamer Lambton Ready for Launching at the Government Shipyard, Sorel.
New Steamer Simcoe Employed in Lighthouse Supply and Buoy Service on the Great Lakes.
Interior of Power House, Government Shipyard, Sorel.
St. Anne de Beaupre, Que., Front Range Lighthouse.
Canadian Northern Railway, Iron Ore Trestle Key Inlet, Georgian Bay.
St. Pancras Point Lighthouse, Quebec.
Outline Chart of Atlantic Coast of Canada, showing location of Lights of Hyper-radial,

first order, &c.
North End of Belle Isle Light Station.

C. G. Steamer Montmagny under Construction at Sorel Government Shipyard.
Cape Ray Lighthouse, Nfld.

Port Stanley, Ont., Lighted Concrete Beacon under Construction.
Triangle Island, Cape Scott, B.C.

Fishing Schooners moored in Black Joke Cove, Belle Isle.
Little Metis, Que., Showing new Lighthouse Concrete Tower.
Grand Trunk Elevator, Depot Harbour, Ont.
Entrance to Port Stanley, Ont.
Port Stanley, Ont., Site for Concrete Lighted Beacon.

9-10 EDWARD VII. SESSIONAL PAPER No. 21 A. 1910

REPORT

OF THE

DEPUTY MINISTER OF MARINE AND FISHERIES

To the Honourable Louis-Philippe Brodeur^
Minister of Marine and Fisheries.

Sir, — I have the honour to report on the transactions of the Marine Branch of the
Department of Marine and Fisheries for the fiscal year ending ^Nfarch 31, last..

The various branches were employed in the maintenance of aids to the navipration
of Dominion waters, the construction of lights and fog signal towers, the establishment
of other new aids and the improvement and repairs to the old. Hydrographic and
tidal surveys were continued and new charts and tide tables issued. New lanterns
and new types of lighting apparatus were substituted for older kinds; additional gas
and signal buoys and sub-marine signals were put in jwsition. Applications for new
aids from the shipping interests received attention so far as the parliamentary appro-
priations would permit and the actual needs of navigation required. The local
superintendence of the service by agents of the department as well as other outside
officers was as usual performed. The general supervision of the service at Ottawa
involved the issuing of directions and authority necessary in carrying on the operations
of the department. The work of superintending and delivering supplies to light
stations, attending the buoy service and conveyance of material for construction and
repairs of towers, engaged the steamers and crews under the control of the depart-
ment.

Winter communication between Prince Edward Island and the mainland and at
Eiver Quelle and Murray bay, on the St. Lawrence river, was maintained without
any interruptions. Icebreaking on the St. Lawrence river, at Cap Rouge, engaged the
attention of the officers and crew of the Montcalm and the immense accumulation of
ice at the point was successfully broken up and carried down by the current. The
contracts for icebreaking at Fort William, Port Arthur, Collingwood, Midland and
Depot Harbour, were carried out.

The work in the ship channel of the St. Lawrence river progressed satisfactorily
and construction and repairs of steamers, dredges, tugs and barges at the Sorel ship-
yard proceeded in the usual way. Inspection of steamboats, live stock shipments and
ether cargo, was performed. Certificates were issued to marine engineers and masters
and mates and medical attendance given at marine hospitals and by port physicians
to sick mariners. Wireless telegraphy and meteorological stations were increased and
the services improved generally.

21—1

2 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

The contracts for the construction of an icebreaking steamer for service between
Prince Edward Island and the mainland and for a steamer for supply and buoy service
above Montreal and Georgian bay, are being- carried out.

In my report will be found summaries of reports of the officers of the department,
but the reports themselves form appendices.

The Subdivisions of the Marine Branch and the expenditure in connection
therewith are as follows: —

The construction of lighthouses and fog alarms.
The maintenance of lights, gas buoys and other buoys.
The lighthouse board, which decides the necessity for aids to navigation.
The hydrographic surveys.
The tidal surveys.

The ship channel St. Lawrence river and Sorel works.
Meteorological and magnetic service.
Investigations into wrecks.
Board of steamboat inspection.
Cattle shipments inspection.
Wireless telegraph service.
Signal service.
Life-saving service.
Marine hospitals.
Submarine signals.

Shipping under the Merchants Shipping Act.

Legislation and administration of laws relating to the Department of Marine
and Fisheries.

Humane service in connection with seamen.

Wrecking plant subsidized.

Winter communication.

Removal of obstructions to navigation.

Examination o'f masters and mates and issuing certificates.

Naval militia.

Pilotage.

Government of ports and proclaiming of harbours in the Dominion.

Control of harbours and government wharfs.

Dominion steamers. Marine and Fisheries.

Hudson bay and navigation of northern waters.

APPROPRIATIONS AND EXPENDITURE.

OCEAN AND RWER SER^^CE.

Appropriation $1,327,800 00

Expenditure 1,201,804 76

Expenditure less than appropriation $ 125,995 24

PUBLIC WORKS CHARGEABLE TO CAPITAL.

Appropriation $1,110,500 00

Expenditure 963,784 58

Expenditure less than appropriation $ 146,715 42

REPORT OF THE DEPUTY MINISTER 3

SESSIONAL PAPER No. 21

LIGHTHOUSE AND COAST SERVICE.

Appropriation $3,008,100 00

Expenditure 2,721,801 58

Expenditure less than appropriation $ 286,298 42

SCIENTIFIC INSTITUTIONS AND HYDROGRAPHIC SURVEYS.

Appropriation $ 392,250 00

Expenditure 296,579 30

Expenditure less than appropriation $ 95,670 70

MARINE HOSPITALS AND SHIPWRECKED AND DISABLED SEAMEN.

Appropriation $ 58,000 00

Expenditure ._ . . 56,993 87

Expenditure less than appropriation $ 1,006 13

STEAMBOAT INSPECTION AND FOG ALARMS.

Appropriation $ 51,100 00

Expenditure 41,226 47

Expenditure less than appropriation $ 9,873 53

CIVIL GOVERNMENT SALARIES MARINE AND FISHERIES.

*Expenditure $ 163,222 36

Appropriation 122,250 00

Expenditure more than appropriation $ 40,972 36

CONTINGENCIES.

Appropriation $ 21,150 00

Expenditure 20,320 92

Expenditure less than appropriation $ 829 08

MISCELLANEOUS.

Appn. Ex. j"

To repay A. Gushing & Co., re seizure of

schooner Evolution in 1893 $ 800 00 $ 800 00

Investigation Marine and Fisheries De-
partment 55,000 00 31,316 90

Eeturns to parliament 600 00 681 02

$56,300 00 $32,797 92
32,797 92

Expenditure less than appropriation. .$23,502 08

* Note.— A number of outside officers that were previously paid out of separate votes
were transferred and paid out of civil government from Septerfiber 1, 1908.
21— li

4 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Total appropriation, Fisheries Branch, not including

civil government and fisheries bounty $1,324,900 00

Total expenditure same branch 791,728 69

Expenditure less than appropriation $ 533,171 31

Grand total appropriation $7,472,350 00

Grand total expenditure 6,290,260 45

Grand total expenditure less than appropriation. . . .$1,182,089 55
The statement of expenditure in detail is Appendix No. 5 to this report.

LIGHTHOUSE SERVICE.

The lighthouse service of the Dominion is divided as follows : — The Ontario divi-
sion, embracing all lights from Montreal westward to the Northwest Territories; the
Quebec division, extending below Quebec and including the St. Lawrence river from
Platon, the Gulf of St. Lawrence and Strait of Belle Isle, Cape Ray, and Cape
Anguille, Newfoundland; the Montreal division, including the St. Lawrence river
from Montreal to Platon ; the Nova Scotia division, including St. Paul's island, Sable
island and Cape Race, Newfoundland; the New Brunswick division, the Prince Ed-
ward Island division and British Columbia division, each including lights within the
provincial boundaries.

The lighthouse construction service under the chief engineer includes the pre-
paration of plans, draughting of specification<^, locating of light and fog alarm stations
and construction of all buildings connected therewith. Personal inspection is made
by the Chief Engineer or his assistants and by district engineers. Notices to mariners
are issued by this branch giving to mariners the exact location, latitude and longi-
tude of stations, the kind and order of lights established, also prompt notice of
accidents or changes in lights. Similar notices are issued in connection with all aids
to navigation. During the past year 127 notices were issued covering 321 cases of
improvements and establishment of new aids.

During the past year, twenty-seven new lighthouses, thirteen fog alarms and two
acetylene beacons, were established.

The total number of light stations, separate fog alarm stations and light-
ships in the Dominion is 968; lights attached to these stations 1,193; steam fog horns,
bells and fog guns, 123 ; the lightkeepers and engineers of fog-alarms according to the
pay-lists number 921; gas buoys, 234; whistling buoys, 23; bell buoys, 57; submarine
bells, 9.

Eight new lights were established in Nova Scotia; three in New Brunswick; eight
in Quebec and eight in Ontario.

The chief engineer's report relating to lighthouse construction, repairs, tidal and
hydrographic surveys, &c., contains information relating to these subjects in detail.

Ice breaking at Collingwood, Midland and Depot Harbour, Georgian Bay, and
in the approaches to Fort William and Port Arthur in Lake Superior, was performed
in connection with this branch. A report of the work done appears in the chief engi-
neer's report. The same report contains details of removal of obstructions to naviga-
tion and the cost. The principal repairs to stations and improvements as well as the

REPORT OF TEE DEPUTY MIlfflSTER 5

SESSIONAL PAPER No. 21

establ'slinient of new aids are subjects reported upon and some account given in detail.

The rejwrt of the inspector of fog-alarms is appended to the chief engineer's report.

Among the subjects receiving special attention was the construction of reinforced
concrete towers and increase of standard diaphones which have proved so successful
as fog-signals. The tidal surveys and the report of the officer in charge, enumerating
the tide tables so far prepared, and the effect of currents in the waters surveyed, is
also contained in the chief engineer's report. The plans, specifications and other work
done in the drafting room are stated in an ' inclosure ' accompanying his report. It
will be seen that descriptions of lights and other aids and sailing directions requiring
special care in the compilation are mentioned.

Agents at Halifax, St. John, Charlottetown, Quebec and Victoria as usual,
directed the delivery of material for repairs and lighthouse supplies, consisting of
illuminating oil, paint, paint oil, coal for fog-alarms, brooms, buckets, soap, matches,
towels and other necessary articles for maintaining and keeping the lighthouses clean.
The supplies were delivered by the Dominion steamers under the supervision of the
superintendents of each agency who reported to the agents and the agents to the de-
partment. The superintendent of lights above Montreal whose district includes On-
tario has his office in the department at Ottawa, and reported directly. The steamer
Neepawah was chartered for the delivery of supplies in 1908, to the lights above Mont-
real, but while on her trip ran ashore in a fog near Peninsula harbour in Lake
Superior. It was necessary to transfer the supplies to another boat to continue the
trip to the remaining lighthouses.

In connection with the lighthouse service a new classification of lightkeepers'
salaries was made to go into operation from April 1, 1908. Regulations have been
published on this subject. The former practice of supplying lightkeepers with fuel,
light, water, horse keep, &c., has been discontinued with the exception of at fog alarm
stations, where keepers may heat their dweDings with fuel supplied the station.

The report of W. P. Anderson, chief engineer, form appendix No. 1 to this report.

ILLUMINANTS, ILLUMINATING APPARATUS AND GAS BUOYS.

In the report of the Commissioner of Lights will be found a detailed account of
the work done in the light and buoy branch. This branch attends specially to lighting
apparatus, warning and gas buoys and illuminants. The principal work performed
has been the rastallation of lanterns and their attachments at new lighthouse stations,
the substitution of modern dioptric apparatus in a number of major coast lights and
the improvement of minor lights by the use of petroleum vapour as an illuminant,
and the maintenance of lights throughout the Dominion,

The lighting apparatus now in use in the Dominion lighthouse service consists
of lanterns, in which are operated distinctive lights known as quick flashing lights,
occulting lights, fixed lights (red and white), anchor lenses for pole lights and a few
W'ghiim -30 day lights. The reflector or catoptric apparatus is used for revolving and
fixed lights. The illuminants used consist of oil, oil vapour, and acetylene (com-
pressed and automatically generated) and pintsch gas.

The submarine bell service has given, during the year, excellent service. The
improved bells introduced in the summer of 1907 have not required any attention
with regard to readjustment. Four shore stations and five lightship stations are in

6 MARINE AND FI8HERIE8

9-10 EDWARD VII., A. 1910
successful operation, one accident only occurring and that to the cable at Negro Head,
New Brunswick, which failed, requiring the cable to be raised and repaired. The
submarine stations in operation are at Negro Head, Yarmouth and Lurcher lightship,
all in the Bay of Fundy; Louisbiir{^|, Capo Breton; Chehucto Head, Nova Scotia;
Anticosti lightship in the Gulf of St. Lawrence and White island, Eed island and
Prince shoal lightships in the St. Lawrence river.

The coast buoy service in each agency was carried out by the Dominion steamers,
but it was necessary to charter the Bestigouche in New Brunswick, and the Joliffe and
Cascade in British Columbia also for this work.

From the Dominion lighthouse depot at Prescott, lighthouse apparatus was dis-
tributed throughout the Dominion. The stores consisting of lamps, burners, lenses,
reflectors and other lantern attachments are kept in stock. The repair shops were kept
occupied during the year and lighthouse apparatus of a special nature was manu-
factured. Photometric and other tests are made at the depot from time to time to
determine the efficiency of modern apparatus and to establish comparisons between the
older types and kinds and the new. Upon these comparisons is determined which are
the effective optical appliances, mechanism and illuminants. In this connection an
important advance has been made in the development of a revolving mercurial joint,
which makes possible the vise of petroleum vapour as an illuminant in conjunction
with revolving reflectors. By this means a light of 48,000 candle power can be manu-
factured at a moderate cost. Diagrams showing a high power catoptric revolving
lig^ht in a lantern 10 feet in diameter, and high pressure revolving joint will be found
in the illustrations of this report and a description of the advance on the familiar
mercurial seal, will be found in the Commissioner's report.

The buoy service in the St. Lawrence river between Kingston and Montreal has
been conducted as usual by the steamers Scout and 7? escn'e, having their headquarters
at the Prescott depot. The buoys and moorings were stored in the yard and upon the
docks at the depot during the winter where they received overhauling and repairs and
were made ready for putting in position when navigation opens.

Li the Parry Sound' agency, work was performed in the maintenance of acetylene
lights and the location of gas buoys in Georgian bay. The buoys were placed and taken
up by the aid of a derrick scow and a chartered tug. The new dock has been used
for storing buoys for the winter and for the work of overhauling and preparing the
buoys for placing in position.

In British Columbia many changes and improvements were made in acetylene
and other coast buoy service by the addition of new buoys. In this agency the new
scow was an efficient aid in handling heavy buoys and moorings. The purchase of
the steamer Newington for moving the scow and for other service, enabled the officers
of that agency to accomplish much better work and more extensive operations than
formerly. The rapid development of water traffic made the establishment of new aids
necessary.

Five ' inclosures ' accompany this report containing details by provinces of new
aids to navigation and improvements in the lights for 1908-9; the number of light
stations, lights, fog-alarms and warning buoys in operation; the number of gas buoys
and gas buoy stations throughout the Dominion at which gas buoys were in service
and an outline chart of the Atlantic coast of Canada showing quick flashing lights

REPORT OF THE DEPUTY MINISTER 7

SESSIONAL PAPER No. 21

of the hyper-radial and first order, second order, third order, third order small model
and fourth order in operation during the fiscal year 1908-9.

The report of the Commissioner of Lights forms Appendix number 2 of this
report.

RIVER ST. LAWRENCE SHLP CHANNEL.

The report of Mr. V. W. Forneret for the superintending engineer of the work
in the St. Lawrence river ship channel contains a short historical account of the
improvements made in the ship channel since its commencement and showing the total
expenditure to the end of the season of 1908 to be $7,208,543.50 for dredging, and
$3,501,449.96 for plant, total $10,709,993.46, and the total number of cubic yards
dredged to be 61,767,292.

An outline of the projected work for the future shows the extent of dredging thnt
will be required to complete the channel for the largest and deepest liners afloat. The
national character of the project has long been recognized and the country has reaped
the beneat from the amount of trade seeking an inlet and outlet by the St. Lawrence
route. The rapid advance in the construction of vessels of the largest size engaged
in ocean traffic and seeking the St. Lawrence route, will make a deeper channel im-
perative. The surest indication of the growing traffic, by large steamers, has been the
establishment of several new lines of these vessels, some of which are the 10,000 and
15,000 ton ships that arrive at Montreal and leave day and night. These vessels after
■crossing the shortest track of the open ocean, have a sheltered waterway of 9O0! miles.
The progress of deepening and widening the channel in certain localities, during the
season of 1908, has been an important step in the continuous work towards carrying
out the project between Montreal and Beaujeu bank below Quebec.

At the end of the season of 1908, there was a completed channel to a depth of 30
feet at extreme low water from Montreal to Cape Levrard, 4 miles below Batiscan, a
distance of 104J miles below Montreal. Below Batiscan, advantage is taken of the
tide during low water season to obtain this depth to pass Cap a la Roche and St.
Augustin bar. The availrble depth in the Cap a la Roche dredged channel is indicated
by the St. Jean des Chaillons semaphore; this was put in operation for the season on
June 17, 1908. The available depth over the undredged St. Augustin bar is indicated
by the semaphore at St. Nicholas, which was started for the season on June 24, 1908.
The datum adopted for low water is the stage of the lowest water in 1897 being the
lowest on record for any season, but in the summer of 1908 the river was at low water.
The depth in the channel, however, from Montreal to Batiscan was 30 feet and from
Batiscan at extreme low tide it was the same. In the first part of the season the depth
was from 36 to 42 feet. The water lowers in September and October; the highest
water in 1908 was 42 feet 4 inches and the lowest 30 feet.

There has practically been no filling in of the ship channel since its commence-
ment nor boulders and this has been ascertained by the practice of sweeping the
channel. Mr. N. B. McLean, C.E., with an assistant, has been in charge of the sweep-
ing plant, which consists of a twin-screw steamer and testing scow.

The work of deepening the St. Thomas channel, Quebec, was begun late in the
autumn of 1907 and at the close of the season of 1908 good progress had been made.
The St. Thomas flats consist of clay and sand and should be finished in about three
or four years.

8 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

The work remaining to be done in the length of the channel is the dredging of
about two miles of shale rock at Cap a la Roche; about one mile at Grondines; about
one mile at St. Augustin bar, also about one mile of widening at St. Croix and 5i
miles of widening in Lake St. Peter. The widening in this lake will be completed, it
is expected, in 1909; the work at Cap a la Roche will take from three to four years
to finish. The dredged ship channel will then have a width, whole length, of 450
feet in the straight parts and from 500 to 750 feet at the bends, but at Beaujeu bank
the width everywhere will be 1,000 feet and this part, it is expected, will be completed
at the end of the season of 1909.

The plant available at present for work in the channel consists of two elevator
dredges for soft clay, four for hard pan and shale rock ; two hydraulic dredges for soft
mud discharged by pipe; one sand pump hopper sea-going dredge; two stone lifters
and a number of tugs, scows, &c. The sea-going hopper dredges are used below Que-
bec. An addition will be made to the plant by a large sized spoon dredge now under
construction for the upper reaches of the river; a steel hull elevator dredge is author-
ized and a new stone lifter.

The marine signal service was especially useful during the latter part of the sea-
son of 1908 when so much fog and smoke prevailed. The smoke and fog were deiiser
than at any previous time in the history of the work, causing suspension of operations
for days at a time.

The annual inspection was made of the channel by the head of the department,
being accompanied by a staff of the officers and the representatives of the Shipping
Federation, Montreal Board of Trade, La Chambre de Commerce, the mayor of Que-
bec, representatives of the Montreal Harbour Commissioners and the Montreal and
Quebec pilots. At the same time the inauguration of a new code of signals took place ;
the signals are to be used between stations and passing vessels, by flags in the day and
lights at night.

Reference is made in the report of Mr. Forneret to the work of the Montcalm, in
breaking and removing the ice bridge at Cap Rouge in the river, during the winter,
enabling the ice to pass down with the current, causing the opening of navigation about
three weeks earlier than would have been the case if naturally opened. The work of
the Montcalm will form a separate subject of this report.

The report of the ship channel contains several carefully prepared tables showing
in detail the amount of work performed. The dredges, tugs, scows, stone lifters, &c.,
needing extensive repairs during the summer were taken to the Sorel shipyard where
the work was done. The whole plant, at the close of navigation, was put in winter
quarters at the Sorel shipyard where the necessary overhauling and repairs, are now
being completed and improvements made for next season's operations. The total
number of yards dredged during the season, was 5,896,737 at a cost of $479,686.03 or
8 -44 cents per cubic yard.

The report on the ship channel work forms Appendix No. 3 of this report.

SOREL SHIPYARD.

The Sorel shipyard has been more immediately under the direction of Mr. L. G.
Papineau, Assistant Director of the Shipyard. At the opening of the fiscal year, the
yard was working to its fullest capacity completing repairs and improvements to the

REPORT OF THE DEPUTY MINISTER 9

SESSIONAL PAPER No. 21

St. Lawrence ship channel fleet. As usual all the dredges, tugs, stone lifters and
scows were overhauled and made ready for the commencement of work. There were
six elevator dredges, three suction dredges, nine tugs, three twin screw wooden boats,
two stone lifters, fifteen dumping scows, four coal barges, one floating shop for minor
repairs, three scows with houses on them for lodging spare crews. In addition the
following vessels belonging to other branches of the Marine and Fisheries service were
overhauled and made ready for the season's work, viz.: the Shamrock and barge
Acetylene of the maintenance of lights branch; the La Canadienne and Maisonneuve
of the lighthouse service; the Vercheres, Hosanna and Alpha employed in the con-
struction of lights.

The new -^-essels under construction at the same time were dipper dredge iSTo. 19;
dredge l^o. 2-i; tug No. 22 for lighthouse work in the upper lakes and one floating
shop; stone lifter, No. 20; lighthouse tender, No. 21. This tender is of steel, length
222 feet over all beam, 34 -S feet, depth moulded 22 feet, draught 15 feet, speed to be
Hi knots with triple expansion engines. The other construction was two flat scows
63 feet by 27 feet 8 inches ; two dumping scows of a capacity of 200 cubic yards ; con-
struction No. 29, a wooden tug of light draft and construction. No. 30, a derrick scow
for work on the Ottawa river.

Tug No. 22 was launched and named the Lamhton, this vessel was about com-
pleted at the end of the fiscal year for work on the upper lakes ; dipper dredge. No. 19,
was launched in July and at the end of the fiscal year most of the machinery had been
installed. The floating shop was completed and put in service in the ship channel in
August, 1908.

During the summer the following vessels were hauled out on the slipway, viz. :
the De Levis for minor repairs, dredge No. 3 for extensive repairs, damage due to an
accident; the tug Jessie Hume for painting and securing iron sheeting; the tug Mont-
calm, tug Hosanna, scow No, 9, tug Alpha, scow No. 14, tug Ottawa, tug Reserve, tug
Champlain, tag Emilia, scow of St. Ours lock, tug Frontenac, tug Vercheres, scow No.
10, and barge Acetylene, for repairs to propellers, rudders, shafting or hulls. In addi-
tion the Lady Grey, Maisonneuve, International (of the Public Works Department) and
the Constance had repair work done. The last mentioned steamer had a new boiler
built and installed. Three lightships wintered at the yard and were painted.

Work for other departments is often done at the Sorel shipyard; the stone lifter
of the Public Works Department was repaired.

Ordinary repairs were made to the buildings of the yard but building No, 4 had
alterations which increased the space for offices; a set of powerful bending rollers was
added to the plant, capable of bending boiler plate 1\ inches thick 14 feet in diameter
and 12 feet 6 inches wide. Thirteen buildings were painted.

About 2,000 feet of new track were added to the shipyard narrow gauge railway,
six new switches and two right angle crossings were made. Wharf No. 4 was enlarged
by filling in at the rear.

Four new buildings were erected in the course of the year ; one known as No. 22 —
50 by 32 feet with a plank platform 100 feet by 36, is a storehouse for castings; No.
23, is a dry kiln with two compartments, 60 by 18 feet; No, 20, used for storing dry
lumber; No. 21, is a boiler room for heating the drying kiln, saw-mill, paint shop, as-
bestos shop and mould loft.

10 MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910

Seven hundred feet of main line pipe for water works was laid and four hydrants
were placed and an e^arthenware drain pipe was laid "for draining between the mould
loft, drying kiln and lumber store.

The force employed varied from 623 to 920, average number of workmen was 729.
The financial statement included in the report of the assistant director of the yard
shows the expenditure to the end of March, 1909, to have been $1,132,279.40. The
report forms Appendix No. 4, of this report.

BUOYS AND BEACONS.

The buoys and beacons include those beacons which are not enumerated in the list
of lights.

New buoys of several kinds were placed during the year. These buoys consisted
of lighted buoys of different sizes and types, automatic whistling, bell, 'conical, spherical,
can, platform, spars and barrel buoys. The highest type of buoy is the gas whistlilig
and bell buoy, which shows its light a great distance and in thick and foggy weather
is an effective warning buoy. Several gas and whistling buoys and several gas and bell
buoys, were added to the number already in position on the Atlantic and Pacific coasts.
The substitution of gas lighted buoys for unlighted buoys in many localities has taken
place. This work has involved an increased expenditure. The total expenditure for
buoy ^ex-vice for the Dominion during the fiscal year was $161,838.25. The contract
system for maintaining the small buoys in the numerous bays, inlets, rivers, lakes
and harbours has been found to work most economically but not always as efficiently
as desired. The inspection was performed by harbour masters in each locality and a
general inspection was made by the inspectors of buoys or agents in each province.

Two derrick scows have been added to the equipment for handling heavy buoys,
one in British Columbia and one in Georgian bay. These scows have been valuable
auxiliaries in placing and taking up buoys and are towed by steamer or tug.

The expenditure in coimection with each province for the fiscal year, was as
follows : —

Nova Scotia $ 31,038 04

New Bnmswick 27,496 10

Quebec 53,733 01

Ontario 19,242 16

British Columbia 26,969 93

Prince Edward Island 3,359 01

$161,838 25

REPORT OF THE DEPUTY MINISTER

11

SESSIONAL PAPER No. 21 .

List of Buoys maintained by the Department of ^Marine and Fisheries in Canadian

Waters in 1908.

ONTARIO.

No. of
Buoys.

Amherstbuig, including Bois Blanc. 4G

Bay of Quiute (two contracts) 19

Bear's Rump 1

Big Duck island, bell buoy 1

Blind River '. 4

Byng inlet 7

Collingwood 1.5

Clapperton channel 9

Georgian Bay 13

Georgian Bay gas buoys 8

Green shoal 1

Goderich .... 5

Goderich, gas-buoy 1

Ganauoque, gas buoys 3

Hawkesbury 15

Kaministiquia 9

Lake Erie, gas buoys 4

Lake of the Woods, including bell

buoys 115

Lake Simcoe 5

Lake Superior, including bell buoy.. 8

Little Current 8

Lone Rock, gas and bell buoy 1

Midland 7

Murray Canal and Presqu'ile bay.. .. 23

Lake Temiskaming 3

Napanee 14

Niagara, bell buoy 1

North Sisters rock 4

Orillia 18

Pancake shoal, bell buoy 1

Parry Sound 24

Campbells rock 1

Pembroke 23

No. of
Buoys.

Pointe au Baril, beacons 15

Pointe au Baril, buoys 4

Penetauguishene 4

Port Arthur, gas buoys 3

Port Rowan 12

Rainy River, beacons, pairs 11

Rainy River, buoys 14

River Thames, gas buoy 1

River Thames, buoys 8

Rondeau 6

St. Lawrence river, Montreal to King-
ston, spars

St. Lawrence River, Montreal to King-
ston, can biioys

St. Lawrence River, Montreal to Tren-
ton, and above, gas buoys . 45

Sault Ste. Marie 21

Sault Ste. Marie, canal approaches.. 25

Sault Ste. Marie, gas buoys 2

Seine River and Grassy lake, piles.. 30

Seine river, buoys 10

South Bay mouth i

Stokes Bay 6

Sturgeon bar, gas buoy 1

Tematrami lake, 4 beacons and 31

Thenton 13

^ ictona island. Lake Superior 3

Waubashene 37

\Yinuipeg river 13

Saugeeu river ^

Sturgeon river 26

St. Clair river, gas buoy 1

Sarnia, gas buoy }■

Southampton, gas buoy 1

QUEBEC.

Agnes 1

Amherst harbour 8

Anse a Gascons 1

Ause a Beaiifils 1

Barachois de Malbaie 1

Bonaventiire 9

Cap Chat 1

Cape Cove 1

Cap Meule 1

Carletou point 1

Chicoutimi.. 15

Cock point 1

Chaudiere basin 7

Cape Despair 1

Douthe's point 1

English bay 3

Eschourie rock 1

Fox river 1

Gaspe 6

Grand Entry 17

Griffin Cove. 1

Gros Cap-aux-Os 1

House harbour, Magdalen. islands. . .. 7
Lake Temiskaming, viz: —

Schooner island 3

Opemigon Narrows 4

Montreal river 3

North Temiskaming 9

Couverette's Camp 1

Brown's Point 1

Lake St. John —

River Ashuapinuchuan

River Mistassini

River Peribonka

Roberval harbour

25 beacons and

Little river east

Lnchine rapids

Maria

Matane

Mont Louis

New Richmond

North channel, Island of Orleans.. ..

Nouvelle

Paspebiac

Pentecost

Perce

Port Daniel

Portneuf

Restigouche river

Restigouche river, gas buoys

Richelieu river, balises

Little river, west

Petit Rocher

Richelieu river, St-Antoine to Chambly

Richelieu river, above St. Johns

Rigaud river

Riviere a la Pipe, Lake St. John

Riviere des Prairies

Ste. Adelaide de Pabos

Ste. Anne river • .

110
1
7
1
3
1
3

10
2
1
1
2
1
9

10
G

35

21

12

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
List of Buoys maintained by the Department of Marine and Fisheries, &c.— Con.

QUEBEC — Con.

No. of
Buoys.

St. Thomas 8

St. Godfrey 1

St. Lawience river, between Platon and

Montreal, gas-buoys Co

St. Lawrence river, between Platon nnd

Montreal, unlighted buoys 191

Serpent reef 1

St. Placide 52

NEW BRUN

Bathurst 26

Bale Verte and Port Elgin 36

Bay du Viu 12

Beaver and Blacks harbour 9

Black brook, Miramichi river 3

Black Lands gully 12

Buctouche, 3i stakes and 22

Buctouche river, bushes and.. 260

Bartibogue 13

Campobello 10

Caraquet 21

Cocague, stakes, 30 and 11

Diilhousie and Restigouche 10

Digdequash 5

Dipper harbour 3

Dorchester 3

Grande .4.nse.. 4

Grand Lake and Salmon river bushing 73

Grand Manan, 1 spindle and 28

Great Shemogue 7

Hatfield point, bushes

Harvey 7

Kouchibouguac and Black river, bushes ..

Lepreau 3

Letite and Back bay, 1 spindle and.. 14

Little Shemogue, 1 beacon and 5

Little Shippigan 12

Magaguadavic 13

Maquapit and French lakes, 20 stakes

and 4

Miramichi, 9 winter buoys, 1 lightship

and 22

Miscou 8

Musquash 7

Neguac -. 21

Little Aldouane, 25 bushes and 5

2

7

3

33

No. of
Buoys.

Maintained by Quebec agency, gas-
buoys 30

Maintained by Quebec agency, un-
lighted buoys 15

Maintained by Quebec agency below
Quebec, bell-buoy 1

Maintained by Quebec agency below
Quebec, Whistling-buoy 1

SWICK.

Neil harbour 1

Napan river, 24 stakes and 3

Northwest arm, Miramichi 6

Northeast arm, 24 stakes and 8

Ox island, St. John river 5

Petit Rocher 2

Pisarinco

Pokemouche, number of bushes and..

Quaco (maintained by C. G. S.)

Richibouto and Albion

Richibuctou, Rexton and Browns yard 30

Shediac 18

Shediac, north of island, 20 bushes and 2

Shippigan, 17 pickets and 20

St. Andrews 13

Ste. Croix ledge 11

St. John river 77

St. Louis, 15 bushes and 2

St. Simon, bay Caraquet 4

Tabusitac 18

Tracadie, South Gully, 30 bushes and.. 5
Tracadie, 100 bushes. North Gully.. .. U

Tynemouth creek 5

Washademoak, 144 bushes and 2

Waweig river 2

West Isles, 4 spindles and 23

Maintained by agency —

(gas-buoys) 12

(gas and bell, combined) 1

(gas and whistling, combined).. .. 10

(can and conical buoys)

(whistling buoys)

(bell-buoys) '

(bell boat)

(lightships)

PRINCE EDWARD ISLAND.

Bay Fortune 3

Beach point 3

Bedeque 11

Brae harbour 5

Brudenell river 4

Cardigan, Lower 6

Cardigan, Upper 16

Cascumspec, 12 stakes 14

Charlottetown, 20 stakes 21

Cove head 3

Crapaud stakes and 5

East river (Hillsboro') 17

Egraont bay 12

Egmont south, 8 stakes and 2

Georgetown 14

Goose harbour 2

Grand river, 1 beacon and 12

Grand river, lot 14 8

Indian rocks 1

Malpeque 16

Miminegash 6

Little channel 3

Montague 7

Murray harbour 41

New London 9

Orwell and Vernon river, 36 bushes.. 6

Pinette, number of bushes and 5

Port Hill 12

Pownal 7

Rollo bay 3

Rustico 5

Savage harbour 2

Souris 4

St. Peters harbour 10

Summerside.. 10

Tracadie 7

West point 1

Wood island 5

Maintained by agency (signal buoys).. 4

Maintained by agency (conical) 4

Maintained by agency (gas buoys).. .. 5
including Zephir rock.

REPORT OF THE DEPUTY iliyiSTER

13

SESSIONAL PAPER No. 21

List of Buoys maintained by the Department of Marine and Fisheries, &c. — Cc

KOVA SCOTIA.

No. of
Buoys.

Advocate harbour 6

Apple river 8

Anchat 20

Argyle river aud sound 9

Avon river 6

Amherst Basin 4

Barrington 31

Bear river 17

Beaver harbour 8

Blandford 5

Bridgewater 10

Brule 5

Canning or Habitant river 6

Canso and St. Andre7\- passage 31

Cape Negro or Northeast harbour.. .. 17

Cariboo 6

Chester 25

Cheticamp 12

Chezzetcook and Petpiswick.. .... .• fi

Christmas island and Barra strait.. .. 11

Clarks Cove, West bay 3

Clarks harbour 17

Cockerwit pass and Woods harbour 20

Cooks cove, Toby cove 4

Calf island bay o

Crow harbour 3

D'Escousse and Lennox passage.. .. 27

Digby and Annapolis, 5 winter buoys. 15

Dover 4

East Dover 3

East bay, Bras d'Or 8

Fourchu harbour 11

French Village, St. Margarets Bay.. 5

Great Bras d'Or 8

Gillis point, Boulaceet 1

Guysborough 3

Glace bay 4

Hay cove 1^

Harbour au Bouche (6 stakes) 4

Ingonish, South bay 7

Isaacs harbour 12

Indian harbour 4

Jeddore 11

.Judique 1

Ketch harbour 6

L'Ardoise 5

Lahave 12

Little Narrows 10

Little Dover 9

Little Bras d'Or 2

Liverpool , 3

Lockeport 6

Lunenburg 8

Lunenburg, back cove 9

Lunenburg, middle south 16

Louisburg 7

Liscorabc 6

Mabou 19

Mahone bay and Chester.. . 12

Main-a-Dieu 6

Margaree harbour 9

Merigomish 6

Marie Joseph 13

Monsellier : 10

Jegogin 7

McKinnon harbour 6

Musquodoboit 7

No. of
Buoys.

Martins Brook 6

Meteghan river 2

Xorthport n

North Sydney '..'.' 5

Neils harbour 1

Parrsboro' g

Petit de gras 12

Pictou 6

Poi)e's harbour j

Port Felix n

Port Hood 7

Port Le Tour 15

Port Medway 9

Port Morien 2

Port L'Hebert 12

Pubnico 18

Pugwash 9

Prospect Lower jq

Port Mouton 5

Port Bickerton 5

Pennant harbour 8

Pringle's harbour 4

River John (stakes) 3

Roseway 3

St. Anns 5

St. Mary river 9

St. Mary river, up to Sherbrooke.. .. 18

St. Peter's bay 16

St. Peters inlet lO

Sambro 12

Shag harbour 15

Sheet harbour 9

Shelburne 25

Ship harbour 9

Ship rock 1

Shulee 8

Smith's island 1

Sydney 2

Shad bay 3

Sober island to Ecum Secum 21

Spry bay 6

Tangier 4

Tatamagouche 46 stakes and 18

Terrence bay 13

Tor bay 19

Three fathom harbour 5

Tidnish 5

Tusket (two contracts), (3 spindles).. 30

Upper Prospect 4

Wallace 15

West bay 3

West Dublin and Crooked channel.. 13

Westport 3

Weymouth • 13

Whitehead 9

Yarmouth ^q

Maintained by agency —

(whistling buoys) 13

(bell-buoys) .. 35

(steel conical and can-buoys) 190

(gas-buoys) " ^

(combined gas and bell-buoys).. .. .. 5

(combined gas and whistling).. .. 27

(light vessels) "2

Submarine Bell signal stations.. .. .. 3

Submarine Bells attached to gas-buoys. 1

Walton harbour '.. 1

14

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
List of Buoys in the Waters of British Columbia.

(Gas-lighted Buoys Excepted.)

Name of Buoy.

Position.

Arrow lakes i In the Narrows

Fraser river jIn the Channels

Kootenay lake j At different points

Hesquiat iFairway harbour entrance

Half-tide rock Hecate passage, Clayoquot sound

North bank j " "

Vargas rock " "

Meares spit ! Deception channel m

Stubbs spit [Stubbs spit «

Browning passage |West end of pass m

„ i North shore bank n

iMiddlebank

Hankinrock Mosquito harbour .

Round island (north) .. . . Round island bank m

It (south) iTemplar channel bank n

Templar channel Village island »

Amphitrite point Carolina channel, Barkley sound . .

Sutton rock , Ucluelet harbour ii . ,

Rosedale rock Race rocks, Juan de Fuca strait..

Whale rock Esquinialt harbour

Patterson rock

Victoria harbour .

Haro strait .

Canteen

Channel rock

Songhies rock

Hospital rock

Johnstone reef

Darcy shoal

Sidney spit (east) jSidney channel .

It (west) "

Sidney wharf (south) Shoal, Sidney wharf, V.I.

II (north) II II

Sidney rock Rock

Colboume (south) iColboume passage

Colbourne passage (north).. n

Celia reef iShute passage

Entrance jwint (Kelp rock) j Satellite channel

Ganges harbour.

Trinoomali channel .

Porlier pass .

Houston passage.

Batt rock

Horda rock

Benmohr rock . ...

Governor rock

Victoria rock

Virago rock

Porlier pass fairway

Grappler reef

Indian reef Stuart channel

False reef | "

White rock iTrinconiali channel

South east False narrows

East "

Middle ' -

West 'I

Rosenfeld reef Strait of Georgia

Gossip reef Active pass

Sandheads Channel across Sandheads.

Point grey fairway iBurrard inlet.

First narrows

Buniaby shoal

Reef point.

Welcome point ....

Tattenham ledge. .

Snake island reef . .

Horswell reef

Clarke rock

Entrance

South side of Narrows .
Vancouver harbour. . .
Strait of Georgia . . . . .
Welcome pass

Strait of Georgia

Description.

7 spar buoys.

13 can buoys.

9 platform buoys.

Whistle, steel, black and white vert.

stripes.
Platform, ball, red.

It drum, black.

ti ball, red.

ti black.

Spar, red and black, horizontal bands.

Spar, black.

Spar, red.

Platform, red and black, hor. bands.

Spar, black.

Spar, red.

Steel can, drum, black.

Whistle steel, red.

Platform, red and black, hor. bands.

Steel can, black.

Spar, red and black, horizontal bands.

Platform, black.

Platform, red.

Platform, ball, black.

Spar, black.

Platform, ball, black.

Steel can, black.

Steel conical, red.
Spar, red.

Platfoi-m, red.
Platform, drum, black.
Platform, ball, red.
Steel conical, red.

Steel can, black.

Platform, ball, bla^k.

Platform, ball, red and black hor. bands

Platform, ball, black.

Steel can, red and black, hor. bands.

Spar, black.

Bell, steel, black and white, vertical.

Steel can, black.

Steel can, red and black hor. bands.

Steel conical, red.

Spar, red.

Spar, black.

Spar, red.

Spar, black.

Steel can, cage, black.

Hell, steel, black.

5 steel conical, black 8 steel conical red.

Ball, steel, red.

Spar red.

Inner channel.

Spar, black.
Steel conical, red.

Platform, black.

Nanaimo harbour 'Platform, triangle, black.

REPORT OF THE DEPUTY MIXISTEK

15

SESSIONAL PAPER No. 21

List of Buoys in the Waters of British Columbia — Con.

Name of Buov.

Position.

Gallows point Nanaimo harbour . . .

South channel

Middle bank

South channel (west) . . .

Satellite reef

Middle bank (south-west)

(west)

Carpenter rock

Mill stream

Passage rock Newcastle island passage .

Departure bay reef Departure bay

Dorcas rock Dorcas point, Vancouver island .

Hornby wharf reef Lambert channel

Reef bluff (south) Baynes sound.

II (west)

Village point

Kelp bar crossing (west). ,
M M (east)..

Atrevida reef Malaspina strait

North reef North end, Texada island.

Cortes island reef Baker passage

Shark spit . . Marina island

Whaeton rock Whaleton bay.

Si wash rock Johnstone strait.

Ripple reef . .

Swan rock . .

. Addenbrooke point, Fitzhugh sound.. .

Walbran rock 'Fisher channel. .

!

Bloxam bank Telegraph pa.ssage, Skeena.

Centre bank Skeena river

Hazel point Middle passage, Skt-ena

Fairview reef Prince Rupert harbour. . .

Tugwell reef.

Harbour channel (west).

(east)...

Sparrowhawk rock

Hankin reefs

Dodd paj^sage

Harbour reefs

Metlakatla.

Cunningham passage .

Port Simpson

Description.

Platform, ball, red.

II diamond, black.

II ball, red.

■I diamond, black.

II ball, red.

Spar, red.

Platform, ball, black.
II black.

II ball, red.

Spar, black.

Steel conical, triangle, red.
Steel conical, red.

Spar, red.

Spar, black.
Steel conical, red.

Spar, red.

Spar, black.

Steel can, red and black, horizontal

bands.
Spar, black.
Steel can, red and black, horizontal

bands.
Spar, black.
Steel nun, red.
Spar, red.
Steel conical, red.
Spar, black.
Platform, black.

Steel can, red and black, horizontal

bands.
Platform, red.
Spar, black.
Steel conical, red.

List of Gas Lighted Bell and Whistling Buoys established in British Columbia, 1908-9.

Name of Buoy.

Position. Description.

Casey Point

Gas Buoy

Prince RujJert.

EUinor Rock

Chartham Sound.

Alford R^ef

1,

Hecate Straits.

Gas and Whistle

„

M 11

Mil bank Sound.

Broughton Straits.
Gulf of Georgia.

Off Juan de Fuca Straits.

DaU Pach

It tl

Ha'idington Reef

GasandBeU

Gas, White and Bell

Swiftsure Bank

16 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
Buoys in store. May 22, 1909—

2 can buoys, 5 feet diameter.
1 can buoy, 6 feet diameter.

3 can buoys, 5i feet diameter with tripod.
1 can buoy, 6 feet diameter, with tripod.

1 conical buoy, 3 — 6 feet, large buoy.
1 conical buoy, 7 feet diameter.
1 nun buoy, 2 feet diameter.

3 conical buoys, 3 feet diameter.

1 whistling buoy (American pattern).

4 8^ combined gas and bell buoys.
3 9J gas buoys.

2 11 gas buoys. Esquimalt.

Beacons, &c., in store.

2 beacons with tripod complete.

1 bell and whistle tripod.

2 tripods.

HYDEOGEAPHIC SURVEY.

The hydrographic survey work is in charge of Mr. W. J. Stewart who has reported
upon the w^ork in the various waters, where the hydrographic survey staff has been
employed.

Lake Superior survey was conducted in the Bayfield under command of Captain
F. Anderson. The vessel left Owen Sound on May 10, 1908, proceeded to Nipigon
bay on the north shore of Lake Superior and took up the survey work in the eastern
approach to the bay and continued there until August 1. From that date the Bayfield
was employed from Simmons harbour to Isacor Point to obtain a more correct delin-
eation than is shown on existing charts. The work was completed and the vessel pro-
ceeded to Owen Sound and was put in winter quarters on November 23. The north
shore of Lake Superior from Pigeon river to the eastern entrance of Nipigon bay, with
the exception of Nipigon and Black bays, has been accurately and carefully surveyed
and charted. Fifty miles between Simmons harbour and Isacor Point, has been tra-
versed and plotted in detail but no sounding has been done in this stretch. On June
23, the Bayfield struck a rock and was damaged, repairs costing $5,884.13.

The survey in the Atlantic coast division was performed in the La Canadienne,
in command of Captain Irving Miles. The vessel left Sorel on May 18, 1908, and
continued the survey of the mouth of the Saguenay river and the St. Lawrence river
between Eed island and Eazade islands. A large scale plan of the mouth of the
Saguenay river was completed showing accurately the many shoals and banks in the
Saguenay. The general work of charting the St. Lawrence river was carried on for
the purpose of acquiring greater accuracy of detail for the new charts.

In May, 1908, a small party in charge of Mr. Chas. McGreevy was engaged in
surveying Cumberland basin. Nova Scotia, with a view of supplying charts more in
detail.

REPORT OF THE DEPUTY MINISTER 17

SESSIONAL PAPER No. 21

On Lake of the Two Mountains, Ottawa river, the survey party under charge of
Mr. A. J. Pinet, resumed operations on May 1, 1908, using the yacht Josephine. Fair
progress was made, advancing the survey to a stage where completion is expected in
1909.

The Pacific coast survey was continued on April 3, 1908, by a party in charge of
Captain P. C. Musgrave, in the southern approach to Prince Eui)ert harbour and the
mouth of Skeena river. On June 10, the new hydrographic steamer Lillooet was put
in commission under the command of Captain Musgrave and completed a survey in
Chatham Sound, east of Lucy and Eachal islands, and from Tree bluff to Island point.
An important result of the survey at entrance to Prince Rupert harbour was the find-
ing of a shoal head of eleven feet upon Alexandra patch where it was supposed' that a
depth of ten fathoms existed.

All of the eastern officers of the survey staff were engaged in the office at Ottawa
plotting the season's notes and preparing for charts engraving. The work upon Lake
St. Francis charts made some progress.

The charts issued to the public were the following: Lake St. Peter, White island
to Orignaux point. Lake St. Louis and Key harbour, Georgian bay.

Li connection with the St. Lawrence river charts, the services of Captain J. G.
Boulton, retired naval officer of Quebec, were secured to assist the officers in preparing
sailing directions for the river between Quebec and Kingston*

The report of Mr. Stewart forms Api>endix No. 8 of this report.

DOMINION STEAMEES.

' MINTO.'

The C.G.S. Minto is a single screw vessel specially designed for ice-breaking in
the Strait of Northumberland.

She was built in Dundee, Scotland, in 1899 and is 225 feet long, 32 feet 8 inches
bread, 18 deep, 372 net, 1,090 gross tonnage, and 216 nominal horse-i)ower,

At the beginning of the fiscal year 1908 she was plying between Pictou and
Charlottetown in conjimction with the s.s. Stanley until April 25, when she was put
on the marine slip at Pictou, had her bottom examined and painted and on May 5
came off the slip. Her topsides were then caulked, cleaned and painted, and she left
for Quebec on June 23. After fitting out there, she sailed down the Gulf of St.
Lawrence, called at St. John, N.B., Mingan and other points, returned to Quebec,
went to Montreal and reached Charlottetown on July 28. Here the usual number of
her crew were paid off and she remained at the Marine wharf, undergoing general
repairs preparatory to* the winter service, which she resumed on December 14.

When five miles out of Charlottetown harbour, she sighted the schooner Jasson
loaded with coal and in distress, went to her relief and towed her into Charlottetown
harbour.

The Minto remained on the Charlottetown-Pictou route until December 26, when
she was transferred to the Georgetown-Pictou route, where, with the exception of
delays caused by heavy ice, from January 30 to February 3, and on February 25,
from March 23 to 27, made regular trips on this route until the end of the fiscal year.

21—2

18 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

In the winter service, the Minto made 49 round trips, carried 84,469 packages of

freight weighing in all 4,468| tons; freight earnings were $6,171.9^; carried 2,401

passengers; earnings $3,274; provided 1,457 meals to passengers, $206.10, and 487

berths, $487; total earnings, $10,139.09.

STANLEY.

The C.G.S. Stanley is a steel single screw ice-breaker, built in Govan, G.B., in.
1888. She is 207-8 feet long, 32-00 fieet wide, 17:9 feet deep; is 397 net, 914 gross
tonnage, 300 nominal horse-power.

She was on the Charlotteto^vn-Pictou route on April 1, 1908, and from that date
until the 23rd, continued to make tri-weekly trips there.

Her boilers being then cleaned, she began the buoy service on the second of May
and placed buoys at Eifleman Reef, Fitzroy Eock, Cape Bear, Farras Shoal, Jouri-
main island Shoal, Zephyr Eock and West Point.

Anchoring in the Strait of Northumberland all night, of May 8, on account of
dense fog, her anchor fouled the Anglo-American telegraph cable and so injured it as
to interrupt telegraphic communication between the Island and the mainland. Com-
plietiug the buoy service on May 13, she was sent, on the 15th, to help repair the dam-
age done the cable. It was raised and spliced, after which the Stanley returned to
Charlottetown on May 17. The following day, she sailed for Pictou where she was put
on the marine slip. Eeturning to Charlottetown on June 17, she was cauUced, cleaned
and painted, left for Pictou for bunker coal and sailed for Quebec on July 14 to take
part, with other departmental steamers, in the Tercentenary celebration and returned
to Charlottetown and Pictou on August 3 to undergo general repairs for the approach-
ing winter service; made necessary preparations and sailed to Summerside to carry
freight and passengers when the Steam Navigation Company's steamers stopped.
She made return trips daily, between Summerside and Pointe du Chene till the 21st,
wheu she was put on the Charlotteto^-n-Pietou route, remaining there till the 25th,
and then went on the Georgetown-Pictou route where she was- plying*^ at the end of
the fi.-cal year.

During the winter service, the Stanley made 50 round trips, carried 93,002 pack-
ages of freight weighing in all 1,620-81 tons; 2,223 passengers; provided 1,495 meals,
and 589 berths.

Her earnings were : —

For freight $6,443 97

For carrying passengers 2,884 00

For meals 263 50

For berths •». . 589 00

Total earnings $10,180 47

BRANT.

The crew joined the Brant at Charlottetown on April 13, 1908. She was thoroughly
fitted out, scraped, caulked, cleaned and painted. She then towed the tug Prince
Edward to Crapaud and placed a conical buoy on Brackley Point reef. She then
placed the Charlottetown harbour buoys. Arrangements were made on ]\ray 6 with the

REPORT OF THE DEPUTY MINISTER 19

SESSIONAL PAPER No. 21

Prince Edward Island Tug Company to charter the Brant for passenger and freight
service and she remained in their employ until June 5. From that date to August 26,
she was engaged conveying coal to East Point fog alarm and supplies to light-stations.
She was engaged in wharf inspection until September the 22nd, and in the light-
house and buoy service until the close of navigation. Her crew was paid off on
September 30.

Eeceipts —

From Department of Public Works $ 35 00

" Prince Edward Island Tug Company 450 00

" Buoy contractor, Foster 80 00

Total receipts $565 00

LANSDOWNE.

The Lansdowne is a wooden steamer 188 feet long, 32 feet wide, 15 feet deep, and
680 gross tonnage. She is employed in the lighthouse and buoy service of the New
Brunswick agency of this department.

On April 1, she was employed in delivering supplies to lighthouses under the super-
intendent of lights. On the 8th, she succeeded, after considerable difficulty, in land-
ing building material at Machias. The vessel was then employed in placing gas buoys
until April 16, and after that date supplied coal to the lightship Lurcher and to fog-
alarm stations. On May 6, the Lansdowne was put on Hilyard's blocks, part of the
stem, cut-water, main keel, false keel, and planking were renewed, caulking and paint-
ing done, all at a cost of about $2,000.

During the month of June and part of July, the vessel was employed in dehver-
ing supplies for the maintenance of lights, raising and placing gas and other buoys;
and on July 16, left St. John with supplies for lighthouses along the northwestern
shore of the Bay of Fundy, in charge of her first officer. She returned to St. John on
July 27; on August 1, resumed the delivering of coal, oil and other supplies to,
practically the same light stations in the Bay of Fundy. During the months of Sep-
tember and October she attended to the buoy service in the Bay of Fundy and landed
supplies.

The month of November was stormy and the Lansdowne had much difficulty in
locating buoys which had drifted from their position and in supplying the lightships.

On her return to St. John, she was placed on Hilyard's blocks for repairs which
cost about $500. These being completed on December 16, the steamer was employed
for the balance of the month in the buoy service.

On January 1, 1909, the vessel was at Yarmouth, N.S., and from there proceeded
to some gas buoys, the lights of which were extinguished, relit them and went to the
assistance of the Lurcher lightship which had left her moorings. The Lurcher^ how-
ever, did not require assistance; the Lansdowne then proceeded to St. John to recover the
Partridge Island bell boat. After this, the steamer endeavoured to recover some of
the gas buoys which had drifted in the storm; the steamer arrived at Yarmouth on
February 10. From that date she was engaged, until March 10, in replacing and
recharging gas buoys, which wr<s accomplished with great difficulty, owing to severe

21— 2J

20 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

storms and unfavourable weather. Some large automatic and gas buoys were recovered
and replaced; and the balance of the month was occupied in saving some valuable
buoys which had been injured and had drifted from their moorings.

' quadra/

The Quadra is an iron steamer, 174 feet long, 31 feet beam, 13 feet 6 inches
deep and 573 gross tonnage. She is employed in the British Columbia agency of
thi'5 department. She was repaired and went into commission on the 13th of April.
During the rest of the month she was employed in transporting materials "for Pachena
wireless telegraph station and in delivering stores to the west coast stations. The
Quadra was in the buoy service in May and moved the automatic beacon from Green
Top island to Holland Eock. From the 1st of June to the 15th of September she was
employed in the lighthouse and buoy service, and from the latter date to the 30th of
September was on a tour of inspection in the northern waters of the province, after
which she recharged buoys and beacons with carbide.

The Quadra was then put on the slip of the Victoria Machinery Company, where
she was cleaned and painted, and during the rest of the fiscal year was employed in
lighthouse and buoy service.

WILLIAM JOLIFFE.

This vessel was chartered to assist the Quadra in replacing buoys that had been
moved from their moorings by winter storms. Her services were disi>ensed with on
the 27th of April, 1908, but she was again chartered for buoy service from the 12th to
the 27th of October.

LEEBRO.

The Leehro was employed in coaling fog alarm stations and transporting fog
alarm machinery to Pachena and Estevan stations, B.C. She then delivered coal to
the gulf stations and oil, in tbe general lighthouse service, up to the 30th of Septem-
ber. Prom the 1st of October the Leehro was employed in the west coast telegraph
service and the removal of workmen. In November she was engaged in the trans-
portation of lighthouse supplies and in the recovery of the Swiftsure Bank gas buoy
until the 9th, when her services were dispensed with.

CASCADE.

This vessel was chartered on the 20th of April, 1908, and was employed in the
buoy service until the 25th, and conveyed men and supplies for the west coast trail
until the 7th May. She resumed the lighthouse and buoy service until the 4th of
July, when her services were dispensed with.

MONTCALM.

The Montcalm is a steel twin screw vessel, 245 feet long, 40-6 feet wide, 15-7
feet deep; 526 net, 1,432 gross tonnage, 406 nominal and 4,250 indicated horse-
power at a steam pressure of 220 pounds.

This powerful icebreaker was built at Yoker, G.B., in 1904, for the St. Law-
rence winter service, for which purpose she has proved very effective.

During the season of navigation, she was employed in the delivering of supplies
to lighthouses and in carrying material for and workmen employed at the construe-

REPORT OF THE DEPUTY MINISTER 21

SESSIONAL PAPER No. 21

tion of lighthouses and fog-alarms in the Gulf of St. Lawrence and Straits of Belle

Isle.

In the spring she rendered assistance in the ice to vessels employed in the St.
Lawrence trade, and in winter in breaking the ice-bridge at Cap Rouge.

Returning from her cruise in Cabot strait, and while rendering assistance
through the ice to incoming vessels, she was struck, in Quebec harbour, by the
Milwaukee, of the Canadian Pacific steamship line, about 9.30 p.m. of the 7th of
May. She sank at Pointe-a-Carcy wharf during the night, was floated on the 16th,
taken to the graving dock for repairs and was put in commission on the 30th of
June. The repairs, made by George T. Davis & Son and the staff of the Quebec
agency, cost about $33,000.

From the 1st of July to the 1st of October she was in the light and buoy service
in the Gulf of St. Lawrence and Straits of Belle Isle, and on her way back from a
' supply ' trip brought back Marconi operators from Whistle Eock and Heath Point,
the workmen from the Straits of Belle Isle and landed the crew of the wrecked
schooner Blanche Alma at Father Point.

The Montcalm sailed for Seven Islands on the 28th of December and found half
the bay covered with ice; she broke through ice ten inches thick for two and one
half mUes to Clarke City wharf then returned to Quebec on the Slst.

On January 12, 1909, the Montcalm began cutting the icebridge which had formed
at Cap Eouge. This accumulation of ice was from fifteen to forty feet thick in some
places. A channel 1,200 feet wide was made; and as the ice was loosened it floated
down the river. The work was continued until the middle of April and the channel
kept open as far as Quebec. The steamer's operations, not only opened navigation
about three weeks earlier than it naturally would open, but also prevented the usual
flooding of certain places along the banks of the river. By continued efiorts, she was
able to reach Lake St. Peter on April 19. Representatives of the Quebec legislature,
the boards of trade of Quebec and Levis, and of Laval University, were, on three
occasions, on board the steamer and witnessed with satisfaction, her icebreaking
operations.

The opening of the channel and the steady removal of the icebridge proved the
utility of the undertaking and the fitness of the Montcalm for that particular kind of
icebreaking.

DBUID.

The Druid is a single screw steel vessel of 59 nominal horse-power; 160 feet long,
30 feet beam, 12 feet 5 inches deep; 149 net and 503 gross tonnage.

With one interruption, this vessel was employed in the lighthouse and buoy ser-
vice from Portneuf to Father Point, a distance of 185 miles, imder the control of the
Quebec agency of the Department of Marine and Fisheries. In this service, she placed,
kept in position and raised the gas buoys, maintained the beacons, towed the three
lightships to and from their stations, carried workmen, coal and supplies.

In December, she made a special trip to Ste. Anne-des-Monts with provisions, the
schooner Marie Blanche with provisions for that place having, previously, been
wrecked.

22 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
ARCTIC.

The Arctic is a single screw, wooden steamer built in Keil, Germany, in 1901 and
bought by this department in 1904. She is 161-4 feet long, 37-2 feet wide and 20-2
feet deep, is 518 net, 762 gross tonnage and 44 nominal horse-power.

In command of Captain Bernier, she left Quebec about July 25, 1908, with full
provisions, outfit and crew for a two-years' cruise in the Arctic waters.

ABERDEEN.

The Aberdeen is a single screw steel vessel built in Paisley, Scotland, in 1894.
She is 180 feet long, 31-1 feet wide, 16-9 feet deep; is 266 net, 674 gross tonnage and
200 nominal horse-power. She is in the I'fii.thouse and buoy service of the Halifax
agency of this department.

The Aherdeen loaded machinery and building materials at Halifax for Clark's
Harbour and Cape Fourchu. From April 22 she was engaged in the buoy service,
returned to Halifax and was employed in that harbour buoy service until the 28th.
She then loaded machinery for Clark's Harbour and on the 30th, landed carbide and
explosives at Sambro and returned to Halifax. The Aherdeen left Halifax on May 1,
landed machinery and materials at Clark's Harbour, buoys and machinery at Yar-
mouth ; was employed in the buoy service for some time and sailed for St. John, N.B.,
for lighthouse supplies where she remained until the 6th. She left with supplies for
lighthouses and fog alarms. From the 12th to the 30th she supplied the Lurcher with
coal and oil and attended to lights and buoys until August 16. From that date until
the 24th she was laid up for repairs at Halifax and resumed the lighthouse and buoy
service till September 19, when she was ordered to go into quarantine, remaining there
four days.

She resumed her usual lighthouse and buoy service in Nova Scotia until Novem-
ber 26, when she began picking up buoys in Prince Edward Island waters. The Aberdeen
left Souris, P.E.I., for the Magdalen Islands on December 3, raised the buoys there
and returned to Nova Scotia waters where she operated until the end of the fiscal
year.

' LADY LAURIER."

The Lady Laurier is a twin screw, steel vessel, 214-9 feet long, 34-2 feet wide,
17-2 feet deep; 413 net, 1,051 gross tonnage and 186 nominal horse power. She was
built at Paisley, Scotland, in 1902, and is employed in the lighthouse and buoy ser-
vice of this department in Nova Scotia.

The Lady Lanirier had a very successful year in the service. No casualty has
been reported. She was in quarantine at Lawler Island from the 1st to the 5th of
April, and from that date to June 16, was constantly employed in the lighthouse and
buoy service. On the 22nd, she landed materials for the dog-fish reduction plant at
Clarke's Harbour and during the month of August, delivered supplies at East Cran-
berry Island, Sable Island, Cape Race, Newfoundland and other stations along the
coast of Nova Scotia, and on September 1, sailed to Sable Island, took 49 iwnies on
board and sailed for Halifax.

She attended the work at Cape Fourchu submarine bells, searched for the South
West Ledge buoy which went adrift and after much difficulty, caused by unfavourable
weather, placed it in position, on September 30.

REPORT OF TEE DEPUTY MINISTER 23

SESSIONAL PAPER No. 21

The Lady Laurier supplied lighthouses between Halifax and Cape Sable during
the month of October, returned to Halifax where her bottom was scraped and the ship
repaired, cleaned and painted and on December 1, resumed the buoy service, ending
the year's oi)erations by taking boilers from Halifax to Cape Eay.

CONSTAKCE.

The Constance is a composite single screw steamer 115-6 feet long, 19-6 feet wide,
11-2 feet deep; 126 net, 185 gross tonnage and 50 nominal horse-power. She was
built at Owen Sound by the Poison Iron Works in 1891.

She was transferred from the Customs service to the Fisheries Protection service.

' eureka/

The Eureha is a steel, single screw vessel, 94-7 feet long, 22 feet wide, 11-9 feet
deep; 170 gross, 91 net registered tonnage and 40 horse-power. She was built in
Glasgow, Scotland, in 1893, for the Department of Public Works, is now in the pilot
service of this department, and commanded by Captain F. X. Pouliot.
; While wintering in the Louise Basin, Quebec, alterations and repairs were made
preparatory to the approaching season's operations.

' snicoE.'

The Simc'be is a steel, twin screw vessel of 217 horse-ix)wer. She was built by
Swan, Hunter and Wiugham Richardson, Limited, Wallsend-on-Tyne, England, and
laimched in 1909, is 180 feet long, 35-2 feet wide, 15-2 deep; 913-8 gross, 437-63 net
tonnage

The Simcoe is completed and will sail from Great Britain to take up the light-
house service above Montreal and the buoy service in the Georgian bay.

' LILLOOET.'

The Lillooet is a twin screw steel steamer, 170 feet long, 27 beam, 15 feet deep,
and has a displacement of 760 tons with SOO indicated horse-power. She is employed
in the hydrographic survey in British Columbia and was built and equipped with the
latest surveying devices for this service.

' BAYFIELD.'

The Bayfield is a steel screw vessel built at Meadowside, Patrick, G.B., in 1889.
She is 140 feet long. 24-1 feet wide, 11-3 feet deep; 86 net, 276 gross tonnage and 160
horse-power.

She was engaged in the hydrographic survey in Lake Superior during the season
of 1908. She left Owen Sound on May 10, and returned on November 23, 1908.

' GULXARE.'

The Gulnare is a screw steel vessel, 137 feet long, 20-5 feet wide, 13-6 feet deep;
106 net, 262 gross tonnage and of 64 horse-power. She was built at Scotstoun, Glas-
gow, Scotland, in 1893, and is employed in the tidal survey service of this department.

During the season of 1908, she was employed in the Strait of Northumberland.

2i MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
SHAMROCK.

The Shamrock is a single screw wooden vessel, built in Quebec in 1898. She is
117-3 feet long, 25 feet wide and 9-7 feet deep, 161 net, 237 gross tonnage and 61
nominal horse-power. She is employed in the lighthouse and buoy service of the
Montreal agency of this department.

SCOUT.

The Scout is a wooden, single screw vessel of 27 nominal horse power, built in
Cardinal, Ontariio, in 1900. She is 103-6 feet long, 25-6 feet wide, 9-2 feet deep, 70
net and 176 gross tonage. She is fitted with powerful search and electric lights and
was used in the buoy service between Montreal and Kingston during the fiscal year.

LAMBTON.

The Lambton is a steel, single screw vessel of 89 horsepower, built at the gov-
ernment shipyards Sorel, P.Q., in 1908-9. She is 108 feet long, 25-1 feet wide, 12-7
feet deep; 323 gross and 182 net tonnage.

Her engines are triple expansion, inverted, direct acting, with working pressure
of 170 lbs. to the square inch, and built by Flemming and Ferguson, Limited, Pais-
ley, Scotland.

She is intended for the lighthouse construction and superintendence service of
this department.

RESERVE.

The Reserve is a screw, wooden vessel, built in Buffalo, N.Y., in 1884. She is
61-8 feet long, 15-3 feet wide, 4-8 feet deep; 36 net, 49 gross tonnage and 30 horse-
power. She is engaged in sweeping the channel, towing and attending the buoys
under the control of the lighthouse depot, Prescott.

LA CAJsADIENNE.

The La Canadienne is a single screw iron vessel, built in Glasgow, Scotland, in
1880. She is 154-3 feet long, 22-7 wide, 10-9 deep; 227 net, 372 gross tonnage, and
of 60 horse-power.

She was employed during the season of 1908 in the hydrographic survey in the
St. Lawrence river.

LADY GREY.

The Lady Grey is a twin screw, steel vessel, built at Barrow, G.B., in 1906. She
is 172 feet long, 32-2 feet wide, 15-9 deep; 65 net, 733 gross tonnage and of 353
nominal horse-power. She is fitted with sweeping apparatus for ship channel work
and two 12-inch salvage pumps, each of which has a capacity of 2,500 gallons per
minute.

Her powerful engines, twin screws and other equipment, render this steamer
very useful for icebreaking, towing, sweeping and wrecking purposes. She was em-
ployed during the season of 1908 in the ship channel service.

ROUVTLLE.

The Rouville is in the construction of lights service in the lower St. Lawrence

REPORT OF THE DEPUTY MINISTER 25

SESSIONAL PAPER No. 21

The fisheries cruisers are: — The Canadaj the Petrel, Curlew, Ostrea aud Con-
stance in the waters of the maritime provinces; Kestrel, Falcon, Georgia in the
waters of British Columbia; ViUgant in Ontario waters; Princess in Quebec waters.

LIGHTSHIPS.

THE LURCHER LIGHTSHIP.

The Lurcher lightship is 121 feet 3 inches long, 24 feet 7 inches wide, 10 feet
deep; 269 net and 396 gross tonnage. Her station is near the Lurcher shoal. Bay of
Fundy. The vessel is fitted with boilers and engine to enable her to steam to port
in the event of dragging her anchor or breaking from her moorings in a storm. This
lightship was on the station from the 1st of April until the 6th of January, 1909,
when she lost her moorings in a heavy storm, but was replaced on the 9th of the
same month. The Lurcher was taken from her station on 24th January and re-
placed by the Anticosti.- In the meantime extensive repairs are being made to the
Lurcher.

THE ANTICOSTI LIGHTSHIP.

The Anticosti is 121 feet 3 inches long, 24-7 feet wide, 19 feei deep; 209 net and
390 gross tonnage.

The Anticosti is stationed off Anticosti island in the giilf of St. Lawrence. This
lightship was placed upon her station in the spring and remained there until Novem-
ber. It was decided to place the Anticosti on the station of the Inircher lightship in
the Bay of Fundy. On the way to that station the Anticosti struck the ledges off
Cans'o while in charge of a pilot, and was injured to such an extent that it was
necessary to take her to Halifax, where repairs were made to the hull. Upon oom-
pletion of these repairs the Anticosti proceeded to Yarmouth and from there to the
Lurcher station, where the vessel was moored on the 24th January, 1909, and re-
mained there until the 18th of February. In a heavy gale the Anticosti broke from
her moorings, but was replaced on the 22nd of February. She remained on the
Lurcher station until the end of the fiscal year, and was finally replaced by Lurcher
lightsliip.

The Prince shoal, Eed island and White island lightships are under the Quebec
agency and are kept in position under contract by keepers who receive the sum of
$3,000 for the season for providing and maintaining crews. Fuel, light and engine
supplies are furnished and repairs made by the department. A small light boat is
maintained on the Eestigouche river imder the Quebec agency.

The Miramichi lightship is in charge of a light-keeper under the control of the
New Brunswick agency. This vessel was placed in position and taken back to winter
quarters by the harbour master at Chatham.

The Barrington lightship is maintained in Barrington east bay, Nova Scotia.

The Sand Heads, British Columbia light broke from her moorings and drifted
on the Sand Heads. She was assisted off and repaired.

The three lightships maintained on Lake St. Louis above Montreal were over-
hauled, placed in position and taken back to Lachine to winter quarters at the close
of navigation. The Lake St. Peter lightship was painted and the usual repairs made
before being put in position and wintered at Sorel.

26 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

ICE FOEMATION IN THE ST. LAWRENCE RIVER AND STRAIT OF

NORTHUMBERLAND.

An investigation of the conditions governing the formation and disintegration of
river ice in the St. Lawrence river and salt water ice in the Strait of Northumberland,
on a large scale, was undertaken by H. F. Barnes, D.Sc, F.R.S.C, F.R. Met. Soc,
Macdonald professor of Physics, McGill University, during the months of January,
February, March and part of April, 1909. Professor Barnes was assisted by Mr. Jas.
B. Woodyatt, B.Sc. Two months were spent on board the Stanley in the Strait of
Northumberland and two months in the Montcalm, on the St. Lawrence river at Cap
Rouge and above.

• A report of the icebreaking observations has been received from Prof. Barnes
which contains detailed information of each day's observations. The space in this
report will not allow of the reproduction of Prof. Barnes' report in full, but the subject
being one of great interest considerable space is here given to extracts.

' Through the kind assistance of the Department of Marine and Fisheries of Can-
ada it has been possible for the writer to extend his studies of natural ice phenomena
to include a^ investigation of the conditions governing the formation and disintegra-
tion of river ice on a large scale. It is a pleasure here to record great indebtedness
to the minister, Hon. L. P. Brodeur, and to the deputy minister, G. J. Desbarats, for
their unfailing interest in the work and their ready help on all occasions. An
assistant was provided, Mr. Jas. B. Woodyatt, B.Sc, wb:> devoted four months
to the study; and it is a pleasure to mention his faithfulness and industry in
collecting the observations under the writer's direction. Two months were spent
on board the Canadian government icebreaker Stanley doing duty in the Northum-
berland straits, and two months were spent on the icebreaker Montcalm, which
did such excellent work this year at Quebec. In this way the ice conditions were
studied in two widely different localities. The one dealing with salt water ice where
the problem is one of continually changing conditions, shifting with wind and tide,
while the other dealt with the immense accumulation of ice at Cap Rouge and above,
representing by its solidity the very opposite.

* From the point of view of possible winter navigation of the St. Lawrence, a study
such as the present, is of the greatest importance. Information must be obtained'
by those skilled in scientific observation before anything very definite can be stated as
to the feasibility of winter navigation. The present investigation, while not over-
looking this point was undertaken primarily for scientific investigation. The result
of this study shows where improvements can be made in order to lengthen the navi-
gable season as far as the port of Montreal. This was partially demonstrated this year
by the performance of the C.G.S. Montcalm. In treating the ice problem even those
with the oldest experience are inclined to regard the task of ice breaking from the
wrong end. Any one who views the ice accumulation in the river towards the end of
the winter thinks rightly of the impossibility of coping with such masses. Where ice
is prevented from accumulating, and usually the task of prevention is not an insur-
mountable one, these large masses cannot form. It is the work of but a few days or
less for the formation of the famous ice bridge at Cap Rouge and yet it is the work of
two months to break it down again, whereas the presence of an ice breaker during the
first few days and after would prevent the bridge from forming altogether and make
the task of keeping the river clear at that point, a simple one.'

WORK AT THE NORTHUMBERLAND STRAITS.

' Observations on the formation and action of salt water ice are of great Interest.
It is quite unlike fresh water ice, being so very variable in composition and different
in appearance.

REPORT OF THE DEPUTY MINISTER 27

SESSIONAL PAPER No. 21

' Prof. Otto Pettersson of Stockholm, President of the International Commission
for the study of the sea, has made an extended study of salt water ice. As a result of
his inquiry he finds that ocean water is divided on freezing, not into pure ice and a
more or less concentrated solution of ordinary sea salt, but into two saliniferous parts,
one liquid and one solid, which are of different chemical composition. It is found
that the formation of sea ice is chemically a selective process. Some of the elements
of the salt water are more fit than others to enter into the solid state by freezing ; those
that are rejected by the ice will preponderate in the brine, and vice versa. As a rule
the ice is richer in sulphate, the brine in chlorides. With time the ice appears to give
up more and more of its chlorides and to retain its sulphates. The general opinion
has been that pure ice was formed at the freezing of sea water. The small impurities
always present in sea ice were accounted for by adherent sea water, but it has been
conclusively shown that the freezing of sea wrter involves a separation of its chemical
constituents of which one part enters into the composition of the solid another into
that of the liquid water. The actual salinity of the ice is of course small and was
found to diminish with the age of the ice. Immediately after its formation sea ice
contains a noticeable quantity of salt, chlorides as well as sulphates, carbonates and
other salts. Such ice is very different from fresh watei* ice in its physical properties.
It melts below zero, and begins to show signs of melting by contraction of volume at
temperatures far below zero. Thus ice which contained as much chlorine as 2 -73
parts per thousand commenced to contract at 14°C. (6-8° F.) and continued to do so
up to the melting point. Ice formed by freezing at low temperatures of arctic sea
water which contained G:49 parts per thousand of chlorine began to contract in volume
at 18° C. (o° F.) This phenomenon is, however, a relative one so far as any ice is
concerned. Even fresh water ice contains small traces of impurities which cause a
contraction of volume before the actual melting occurs. The purer the ice the sharper
is the change from solid to liquid differentiated. E. V. Drygalski has found in his
study of ix)lar ice for the Berlin Geographical Society that the salinity of newly
formed sea ice is from four to five parts of salt per thousand. He found what is very
important, that the salt is not confined to the uppermost layer of the ice. The salt
v?as found to be almost equally distributed in every layer of the sea ice from the sur-
face to 68-4 cms. depth, where the salinity was four parts per thousand. But after
two months the salinity in all layers decreased from four or five parts per thousand'
to one or two parts per thousand.

' A very interesting characteristic of the thin layers of salt water ice is their great
mobility. It is entirely different in appearance to fresh water ice being white and
the top layers seemingly full of mechanically suspended salt. Extreme brittleness
which characterizes the fresh water ice is entirely wanting. A small wave set up in
the water travels through it without breaking it, the thin layers rising and falling and
exhibiting great plasticity.

' The observations made by Mr. Woodyatt were accurate temperatures of the water
and air, the humidity, barometric pressure and the determination of the strength of
the various forms of ice met with in the straits. A close watch was kept of any rela-
tion between air and water temperature and the effect of other meteorological condi-'
tions including the tides on the ice conditions. It was clear that the chief factors in
the ice conditions in the straits were wind and tide. The temperature of the water
remained very constant everywhere at 30° C. The severity of the air temperature had
an influence on the quantity of ice formed, but the greatest difficulties in ice breaking
were always experienced in the milder weather especially after a period of great cold.
The intense frost appeared to hold the ice which was afterwards let free to be carried'
from immense distances by wind and tide.'

Mr. Woodyatt's notes to Prof. Barnes, of his observations on board the Stanley
during each trip made between Georgetown and Pictou from December 31, 1908, to
February 20, 1909, contain information respecting the ice conditions and the manner

28 MAIilXE AND FISHERIES

9-10 EDWARD VII., A. 1910
in which the Stanley behaved in the various formations of ice. The temperature,
tides, winds, snow storms and rain all had their effect upon the progress of the steamer.
On some trips the natural forces greatly retarded the progress of the steamer, in other
cases the Stanley made her way across the strait with surprising ease. The following
quotations taken from the notes of Mr. Woodyatt will serve to show the nature of the
ice and afford a pretty accurate conception of the work which this fine little steamer
has been engaged in during the winter season since 1888 : —

'December 31, 1908. — We made the passage without much trouble, but struck
several large pieces of " pan " ice. (" Pan " ice is the name given to the large rafts
of hard firm surface ice which drift about with the wind). There was a clear sea
along the southeast of Prince Edward Island and in Georgetown harbour.'

'Saturday, January 2, 1909.— Left Georgetown 7.00. Arrived Pictou 10.30.
Sun very bright with practically no breeze. We struck hard ice south of Pictou
island, and were delayed about 20 minutes getting through one big " pan." The
boat could not split this, but had to pound through it. Sometimes the boat almost
came to a standstill. All this ice had come down by the tide, as the Minto, which
passed the same spot an hour before, reported no ice worth speaking of. The ice
was about one foot thick, but very hard, owing to the low temperature. The shoving
of the wind and tide piles the ice up in even layers, malting a very solid mass.'

'^Friday, January 15. — The partially formed ice came down with the tide this'
morning, and although we struck very little ice with any solidity, we ran through
this slushy formation (known as " lolly ") most of the trip. It forms in flat disks
of varying diameters from 3 or 4 inches up to as many feet. These are about \ inch
thick. The space between the disks is filled with slush. In some cases the slush
has cemented them together, but a very slight movement of the water breaks them
apart. The continual movement of the water piles these disks on top of each other,
and joins others on, always increasing the size of the pan, and this process forms
what the captain and others describe as bad ice, but at present it has practically no
effect on the speed of the ship. At first there appears a sort of thin slush on the
surface. Its appearance resembles oil on water when some distance away. It has
a surface tension, however, as shown from the fact that the sea from the ship does
not break it up as it does the aolid ice. This slush forms into little disks about 4
inches in diameter, which gradually grow in diameter. These disks have no power of
cohesion, and the wind and movements of the water push them all around until several
are piled half on top of each other, making pieces about 2 feet in diameter, the inter-
vening spaces between them being filled with the slush. The water lapping up against
these deposits the slush along the sides, making little ridges on top and along the
borders. With these slushy edges the little clumpets seem to cohere, and as they are
continually on the move, more and more pieces come together and stick, but a small
wave will pull them apart or slide them on top of each other. The intervening slush
hardens and cements the surface, giving the ice a chance to grow, which it apparently
does very rapidly once this stage is reached. The tide is very strong in the strait
and the ice is moved about continually, which keeps the cakes broken up into small
areas, which it is no trouble to the boat to split, acting as a wedge.

' Tuesday, January 19. — The wind was very cold to-day, and though most of the
trip was thi'ough open waters, we had to break through several large pans. The ice
was clearer and more brittle. It appears to be of the lightest green in colour, and
cleaves perpendicularly to the surface. This ice is evidently not joined in the method
described before, as it is more glassy and less powdery, but it is the result of very
cold weather on still water. We got jammed twice in " pans " of hard ice, there
was apparently no give at all ; the ship pushed in and forced the ice down, but gradu-
ally lost headway and stopped. A second trial after going astern a hundred yards

REPORT OF THE DEPUTY MINISTER 29

SESSIONAL PAPER No. 21

or so was all that was necessary in each case. This was the first real ice crushing
that has been done so far. The pans were large enough to resist splitting, that
is, the ship could not start a crack that would extend to the border and thus divide the
pan, so the boat had to crowd through. The stern tanks were filled, lowering the
stern deck below the wave set by the wheel, the bow thus elevated rode up into the
ice and cracked it. It would crack off a piece on either side about twenty feet back.
The edge of this piece in this position took up much less horizontal space, leaving'
an amount of open water for the boat to float on, while the main body of the pan
remained intact. This and the splitting are the only two natural ways of the ships
obtaining a free surface of water. After the ship passes the pieces right themselves,
and 50 yards astern the path is completely blocked. Once we ran far enough in to
be squeezed so tight that it took some little time to loosen.'

' ^ronday, January 25. — The winds of the last couple of days had jammed the
ice in betweeen Pictou island and Pictou harbour, and yesterday's cold weather
cemented it. We ran about two miles out of the harbour and then came up solid.
The ice was piled high, big cakes on top of each other, and these were impassable.
There were large pans of ice of diameters varying from a few feet to a quarter of a
mile; these were flat, but at their edges where they had been grinding each othei*
big pieces were broken ofF and turned up, giving the pack the appearance of a lot of
fields divided by rough fences. The pans themselves, though sometimes two and three
feet thick, were not so hard to negotiate, but the barriers, consisting of ice " rafted "
high above water, and very deep below, were simply impossible. The air was very
cold and the ice brittle, but it was too solidly jammed by the rising tide for a crack
to extend very far. The tide on the rise was making the ice run and carrying us
with the ice. The ice at the edge of the fields could be seen " rafting " over and under
the surface and piling up, the process being accompanied by very loud groans and
the movement and sounds causing a very weird effect. Sometimes the ship woiild get
caught in between two of the fields, then the ice would pile up against the side aud
jam her so that she could not move either ahead or astern until the ice shifted again.
Finally the fires were burned down to wait for the tide to change. Until 1.00 this
rafting and groaning kept on, and the ship wedged tightly in the packed ice was
moved around it. At 1.00 the tide commenced to ebb, and then, as if by magic, big
stretches of clear water opened out of the solid ice, and by skilfully taking advantage
of these leads we rounded Pictou island and were past the worst part.'

' The wonderful effect of the tide upon the ice was the most interesting part of the
day's experiences. It was hard to believe, after observing the ship make so little effect
on the ice, to see the ice suddenly and silently disappear from sight, and disclose big
stretches of clear water. The tide runs very fast at this point and the ice is carried
three or four hundred yards in a very short time. The silent disappearance or rather
opening iip of the ice with the tide in the ebb stands out in contrast with the roaring
and jostling of the ice when the tide is coming in. We arrived in Georgetown at 4.20,
making the longest run of the season.'

' Wednesday, January 27. — The snowstorm ceased, and the day became clear. The
wind was stiU strong from northwest, which was very unfavourable for us. We got
under way on the beginning of a favourable tide. A favourable tide is one which tries
to drive the ice against the wind, the result being a loosening of the pack. The Stanley
did splendid work. Through 8 inches of hard, clear pan ice, she could make from four
to five miles an hour. This ice was turned under to make way. In the softer loUj',
there Avas more trouble. Great areas of lolly would cling to the sides and greatly
impede progress. Sometimes as much as two feet of the ice on her side would be
coming along with us. This clinging is not as if the lolly were frozen to the sides,
but is more like the adhesion of packing snow. The snow that had fallen made the
going bad, especially in the looser parts, where the water had washed it and turned it
into slush. In the afternoon we were fighting westward about two miles north of
Pictou islind, trying to make the east end of it. We struck a big pan of ice extend-

30 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

ing right up to the Island shore. This ice was about 10 inches thick. After driving
through it for a quarter of a mile, we started a crack that ran ahead as far as could
be seen (three-quarters of a mile at least).'

' Thursday, January 28. — The ice was clear and hard, but as before the ship made
far better progress in the clear hard pans than in the broken lolly-covered debris.'

* Friday, January 29. — The Stanley has never done better work. With no open
water in sight she battered along, through pans, barriers, and lolly, backing, turning
and manoeuvring, but always getting on. She turned down three feet of solid, hard
ice from the big pans and went rapidly through anything under a foot at a good five
miles an hour. We were smashing through an 18-inch pan (extending for about two
miles) when the tide started to move the ice. The pan we were in came together and
nipped us, so that we could not move an inch either ahead or astern. This jamming
is wonderful. The ice lifts the ship and presses until you can feel the plates springing.'

' Wednesday, February 3, 1909.^The ice was rafted up and grounded at the sides
making a solid mass. It was all made up of broken pieces, turned and thrown into
every position and cemented together. It thus had no lines of cleavage, and there was
no splitting it. It just had to be knocked away, and ground up little by little, until
finally a path was knocked through it, and the ship passed. Once past this barrier
we found the ice opened up in a most unaccountable way. The ice was very heavy and
covered with snow, making it very hard to get through, but the fields had been so
divided by the strong flood tides that we had no trouble at all, following the leads, until
we struck the open water ofE Cape Bear, when it was clear sailing into Georgetown
where we arrived at 12.30.'

In the summing up of the notes of observations in the Strait of Northumberland,
Prof. Barnes furnishes some valuable information upon the coming together and part-
ing of the ice, the effect of higher and lower temperature upon the movements of the
ice and the cause of the formation of lolly which accompanies hard ice. Some thermo-
graph records are given and the effects of sudden changes in the weather are de-
scribed. He states that, 'The ice troubles experienced by the Stanley were fovmd to
invariably occur on days of higher temperature following a period of colder weather.
Prolonged cold weather had little or no influence when compared to the effect of a rise
of temperature. This is what might be expected, for it is during the cold weather that
the ice is formed, extending out from the shores and remaining securely frozen so
long as the temperature is low. When, however, mild weather followed, this ice be-
came loosened and was carried about by wind and tide. Prolonged mild weather
cleared away the ice by rotting and melting it until no ice was found. The lolly
which is an accompaniment of the hard ice is formed by spray and wind agitation on
the surface in the proximity of the large fields of ice when the presence of the ice
keeps the water at or near the freezing point. During very cold weather with no sun
the lolly is formed everywhere on the surface and mixed with snow, is blown to-
gether in large masses. From the thermograph records obtained by Mr. Woodyatt, it
is found that after the mild weather of January 10, 11 and 12, when the temperature
was almost entirely above the freezing point, the colder weather of January 13 and
14, found no ice at all in the straits. On the 14th, a sudden rise of temperature from
a minimum of i5° F. the day previous to 42° F. brought out masses of lolly and field
ice. A. second cold dip to 0° F. on the 17th followed by a rise to 43° F. on the 18th
produced large pans of ice on the 19th when the temperature fell again. Cold weather
with a strong wind from the north on the 19th made the ' pan ' ice very brittle and
difficult to split and produced lolly in such quantities as to stop the ^ship entirely on

REPORT OF THE DEPUTY MINISTER 31

SESSIONAL PAPER No. 21

the 20tii during a rise of temperature to the freezing point. The north wind is always
accompanied by great dryness which produces a marked influence on the strength of
the ice. Open water was experienced on January 23, although the temperature was
10° F. owing to the effect of two days of mild weather, when the temperature reached
as high as 48° F. on the 22nd. Increasing «old weather followed from the 23rd to the
25th, but no trouble was experienced until milder weather which commenced at noon
on the 25th and remained just below freezing until February 6. During this time
a small r^se and fall in temperature formed and again loosened the ice until the con-
ditions became so bad, accompanied by adverse wind and tides, that the Stanley was
very irregular in the trips. On February 8, after two days of mild weather above
freezing no ice was found in the straits. A cold dip on the 8th, 9th and 10th followed
by a rapid rise at noon on the 10th caused much trouble. Very mild weather on the
11th found no ice at all. On February 1"^. a rapid rise of temperature after cold
weather caused a great deal of trouble again from masses of lolly so great as to stop
the ship. On February 20, mild weather following a cold dip again caused much
trouble from lolly.'

ICE-BREAKIXG EN THE ST. LAWREN'CE RWER.

The work of the Montcalm at what is termed the ice bridge at Cap Eouge in the
St. Lawrence river, is described in the report of Prof. Barnes. Mr. Woodyatt, his
assistant, began his observations on February 20. The steamer commenced at the
ice bridge on January 12, and up to February 26, had made considerable headway in
the heavy ice which had accumulated at Cap Rouge. A few extracts from notes of
Mr. Woodyatt will convey a pretty general knowledge of the work of the Montcalm,
the nature of the ice and show that the conditions were quite different from those
v.hich existed in the Northumberland strait. The work of the Montcalm was remark-
able for the immense quantity of ice removed. Each day's work was similar to the one
preceding with the exception of interruptions caused by the wind, weather and tides.
The channel cut was about 1,200 feet wide which gave the steamer room to work and
I)ermitted the ice as it was detached from the main body, to float down stream.

"' Friday, February 26. — The Montcalm left dock at 11,00, just at high water, and
proceeded up the river to the ice bridge. When she started work at the beginning of
the season the bridge extended down as far as the "piers of the Quebec bridge. The
Montcalm has been cutting a channel about 1,200 feet wide through the centre of it.
The ice we were working in this morning was about three feet above the surface, and
from 15 to 20 feet below. It consists of a tightly jammed mass of broken ice and
snow. The ice is a great deal glassier than the salt water ice, and much more brittle.
It parts or cracks with a report, and the thin shell ice, as it is borken by our sea, sets
up a rattle which is entirely missing from the salt water ice of the same kind. The
Montcalm bangs at the ice and, on hitting fresh unbroken stuff, goes into it for about
30 feet. If no large crack appears, another drive is taken in the same place but if a
crack appears, the next drive is taken so as to shake the piece off. The size of the
pieces separated vary, up to about 30 feet across. The ice floats away with the ebb
tide and does not bother us any more. The Montcalm has been handicapi)ed consider-
ably so far this season by the fact that her boilers have been undergoing repairs, so
tbat she has never had more than three out of the four in service at one time. At
the first of the bridge the ice was about 15 feet out of wat-er in a great many places
and progress was slow, at the rate of about 50 feet per day (1,200 feet wide), but now
we are doing between 200 and 300 feet jyer day. The fore tanks are all filled and the

32 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

bow well down, in contrast with the fighting trim of the Stanley. They are afraid to
run up on the ice as it might be too thick to crush, in which case she would stick until
They could shift the water ballast. She does not turn the ice under, but rather
crushes it sideways, the ice crumbling into snow and piling up on each side of the
bow. On reversing she slides away without any sticking, other than a slight mech-
anical one when she runs up a little too far.'

' Monday, April 5. — ^Left at 6 a.m. The sun became very hot. The river in front
of Quebec was full of ice, the remains of the bridge and the battures. We found the
ice loose up to Cap Rouge and from there up to a point about four miles below Pointe-
aux-Trembles, the river was clear. At this point we ran into the board ice about one
foot thick and floating about one inch above the water. The stream is covered with
this kind of ice as far up as the Richelieu Rapids where there is a clear space. The
ice is covered with alternate patches of thin snow and water (probably from the melt-
ing of the snow). It is very clear and glassy and has all the colours from green to
light blue. In some places it is honeycombed. The Montcalm is altogether unsuit-
able for this kind of ice. She crowds into it for distances varying from 150 to 400
feet, according to headway and steam and brings up solid. The Stanley would travel
through this at from four to five miles an hour. However, there is a very strong cur-
rent, five Or six miles an hour, and that holds her back considerably. She does not
crush the ice as the Stanley does, but tries to split it, and as there is no give to the
ice, it being solid to both shores, she wedges herself into it. Instead of the ice turn-
ing down as it did when the Stanley got into a pan it rises and squeezes the ship. By
backing and driving all the time we cut a passage our own width up to a point about
a mile above St. Antoine church and then turned back. We fovmd clear water on our
way back until we got below Quebec bridge when we found the river still full of large
pieces of floating ice, as in the morning.'

In summing up the work of the Montcalm at Cap Rouge, Prof. Barnes describes
the manner in which the steamer negotiated the immense jam of ice and the cause or
causes of the accumulation. Frazil is referred to and its action upon the steamer when
endeavouring to force her way through it. He describes its formation, the great quan-
tity, elasticity and adhesiveness of this troublesome ice and indicates a method by
which a steamer may overcome it and clear herself. He states, ' It is sufiiciently
evident that the performance of the Montcalm was very satisfactory, and that she
succeeded in enabling the ice to move out of the river much earlier than usual. No
trouble to speak of was experienced at any point below where the ship was working.
The only trouble was from the large pieces of ice cut off being blown back by wind
and carried by the tides. This condition need not have occurred had the Montcalm
been pvit to work earlier in the winter, before the ice jam at the narrow part of the
river below Cap Rouge had formed. It was but the work of a few days for this jam
to form and during that time the ship was not at work. It seems highly probable that
the ship could have prevented the bridge from forming and thus allowed the masses
of ice coming down from above, to be carried down the river. The ship had no trouble
in keeping the river clear below the cut. There seems to be little reason why one or two
powerful ice-breakers should not be able to keep the river clear from Quebec to Lake
St. Peter at least. One difficulty might be encountered in the masses of
frazil that would be forced in the open water. No form of ice gives
the ice-breaker so much trouble as frazil or lolly ice. The ship is practically
helpless when surrounded by masses of this material, chiefly from the difficulty of
gaining sufficient water to float. It m-asses under the ship and by its buoyancy, and in
cold weather its adhesiveness, pushes up and sticks to the plates. In the Xorthumber-

REPORT OF THE DEPUTY MINISTER 33

SESSIONAL PAPER No. 21

land straits the Stanley was time and again completely stopped from the clinging of
this ice. An observation made by Mr. Woodyatt on April 10, when stuck in the frazil,
may help to indicate a way in which a ship may get free of this ice.'

' The presence of the frazil is always observed to lift np the surface ice. As soon
as the surface sheet was carried off by the blow of the ship the frazil rapidly floated
up and filled the oi)ening. In so doing it surrounds the ship and squeezes out the
water necessary for the ship to float. When in this condition it was observed that the
frazil became rapidly melted and loosened on each side just at the point where the
circulating water was discharged. The writer has shown elsewhere that frazil is easily
disintegrated by a very minute temperature elevation in the water, which is' so small
as to have absolutely no effect on an ordinary thermometer. With the discharge water
at 60° F. it was evident at once that this was sufficient to raise the temperature of the
water high enough to disintegrate the frazil at and below the point of discharge. Had
the circulating water been carried up to the bow of the ship and discharged there it
is evident that the frazil from the bow aft would have been rapidly loosened and suffi-
cient water available to float the ship away. The writer feels that an ice-breaker
equipped with steam injectors at the bow would always be in a position to loosen the
lolly or frazil and never be seriously impeded by it.

' The hydrograph reoords made by Mr. Woodyatt seem to indicate on a day of low
relative humidity, when the evaporation of the ice and water is rapid that tlu' ice is
more resistant. At present, however, there is not sufficient data to definitely prove this
point. It is a most unexpected phenomenon and deserves more careful investigation.
A very large amount of heat is absorbed in the evaporation of a pound of ice or water
at the freezing point, considerably more than the evaporation of a pound of water at
the boiling point. Hence when evaporation is rapid as we know it to be over the
surface of ice and water, the ice is more easily cemented together and the water is
more rapidly congealed.'

LIFE SAVING SERVICE.

Monthly reports from the coxswains in charge of the life saving stations were
received and the number of drills indicated. There were no casualties of importance
reported, consequently the boats were used only for drilling purposes.

The motor life boat stationed at Banfield on the west coast of British Columbia
broke from her moorings in a storm and became a total wreck on Robber island. Bark-
ley Sound. It was determined to withdraw the crew from the station, but before they
left they were instrumental with the assistance of the crews of the Leehro and Tees,
in saving the lives of nine of the crew of the American schooner Sequel on Januaiy
24, 1909.

The surf boat belonging to Clo-oose station was sent to Banfield station and is
in charge of a keeper.

Work was resumed on the west coast trails by a force of twenty men who were
engaged in constructing the road and building bridges over the ravines. Twelve miles
of road were completed during the year.

There are now 34 stations in the Dominion and they will be found enumerated
with the kind of boats used, as usual, in the statement now in the report of Admiral
Kingsmill. which forms Appendix No. 19 of this report.

21—3

34 MARIXE AyD FISHERIES

9-10 EDWARD VII., A. 1910
WKECKING PLANT.

The yearly subsidies were paid to contractors when they became due and proof
shown of the maintenance of the plant, in readiness to render assistance in cases of
casualties to vessels. The amount of the subsidy to each contractor is $10,000 per
annum, paid semi-annuallj'.

The contracts were made for a period of five years with each contractor. For the
Lower St. Lawrence the contract was made with Messrs. Geo. T. Davie & Sons, Levis,
P.Q.; headquarters of the salvage plant, at Quebec; for the maritime provinces with
the Dominion Coal Company, headquarters of the salvage plant, North Sydney, C.B. ;
for British Columbia, the British Columbia Salvage Company, headquarters for the
salvage plant Victoria.

The following is a list of vessels assisted or salved by the plant of Messrs, Davie
& Sons during 1908.

May 12, towed ss. Ottawa into graving dock after collision on the way between
Quebec and Montreal. May 19, salved the D.G.S. Montcalm, sunk at Pointe-a-Carcy
wharf after collision with the Milwaukee, and towed the vessel to graving dock ; July
1, assisted ss. Amethyst which had been ashore at Goose island, to Quebec; August 15
salved ss. Portsmouth, ashore at Cap Chatte and towed her to Quebec; August 30,
towed steamer Murray Bay from Tadousac to Sorel. September 6, salved ss. Gustaff
Adolphe and towed her to Quebec from Goose island where she had stranded; Septem-
ber 13, salved ss. Malin Head, ashore Orleans island after colliding with the Corin-
thian and towed her to port ; October 12, salved the ss. Inishowen Head, ashore at
Wolfe's Cove; October 6, escorted ss. Ashanti from Madam island to Quebec; Novem-
ber 10, salved bark Camhna, ashore at Ste. Anne-des-Monts, and towed her to Quebec;
November 20, proceeded from Quebec to ss. King Edward, ashore at Anticosti, but
owing to lateness of season it was decided to let wreck remain until spring of 1909.
December 1, proceeded to bark Signi ashore at Anticosti, with surveyors who found
vessel submerged and condemned her.

The services rendered by the Dominion Coal Company's wrecking plant is re-
ported as follows : —

February 17 and 18, ss. Louishurg assisted the ss. Mount Temple at Ironbound
island. Made three unsuccessful attempts to float the Mount Temple.

April 14 to 20, ss. Cacouna trying to pick up ss. Britz Huel near Cape Sable
spent six days searching.

April 20, tug Douglas H. Thomas with fire pump extinguished fire on board
schooner Davis at Louishurg after she was abandoned by crew. Vessel had number of
tanks of gasoline on board.

April 15, tug Douglas H. Thomas, went in search of missing vessels after a severe
gale. All the missing vessels were located.

April 30 to May 3. Tug Douglas H. Thomas searched for the ss. Norwood, aban-
doned by crew near St. Pierre.

May 1. Tug C. M. Winch went to the assistance of schooner Ronald L. Smith
which was ashore at Flat Point.

May 9. Tug 0. M. Winch went to the assistance of the ss. Weymouth which was
ashore at Petries Ledge, but the steamer floated before tug's arrival.

May 11. Tug Douglas H. Thomas, towed schooner PleasantvUle from Canso to
Louishurg. This schooner had become disabled.

REPORT OF THE DEPUTY illXISTER 35

SESSIONAL PAPER No. 21

May IS to June 3. Tug Douglas H. Thomas assisted ss. Trold which had beien in
collision with the ss.Ottawa, from Gaspe to Three Rivers.

July 9. ss. Cohan proceeded from Chatham, tug Douglas H. Thomas from Louis-
burg and ss. Cahot with wrecking outfit from Sydney to the assistance of the ss.
Areola, ashore at St. Paul's island, but steamer was in such a condition that nothing
could be done with her.

July '29, ss. Cahot went to the assistance of the schooner JUilo at Richibucto.

August 0. — Went to the assistance of the ss. Pors, which was high and dry on
the beach at Port Hood. She was floated with the assistance of the wrecking pumps.
Tug Douglas H. Thomas, steamers Cohan and Cope Breton and a dredge which we
had on hire.

August 15. — Tug Douglas H. Thomas went to the assistance of the ss. Bruce,
which was ashore at Port au Basque and also offered the Bruce owners the services of
the ss. Louislnirg, which was then at Sydney, but service were declined.

August 26. — Offered schooner Evande, which grounded near schooner Pond, the
services of our tug, but the same was declined, the captain preferring the tug Meni-
mas, as the same owners were interested in both vessels.

October 5 to T. — Tug Douglas H. Thomas was in search of the water-logged
schooner George Sturges, which was reported near the Magdalen islands, but failed to
locate her.

October 27 — Sent tugs C M. Winch and Douglas H. Thomas to the assistance of
the ss. Pors, which was ashore on Petrie's ledge.

December 3 to 7. — Tug Douglas H. Thomas went to the assistance of the Elder-
Dempster steamer Bortiu, which was ashore at Gaspe.

The report of the work done by the British Columbia Salvage Company contains
the number of vessels assisted or salved during the year 190S.

Five days' searching for ss. Otter, reported ashore off the west coast of Vancouver
island, with broken tail shaft.

SS. Tadso ashore at Cape Lazo. Arrived at Tadso, January IS, 190S, retxirned
to Victoria with vessel January 27. She was stranded X. 58 E. three-quarters of a
mile distant from Cape Lazo, and was full of water; passengers taken off and landed
at Union and sent from there to Victoria.

SS. Iroquois ashore at Jack's Point, near Xanaimo, vessel being full of water,
was raised, pumped out and brought to Victoria, working four days, from October 27
to 30.

Steamer Owen, sunk at Cowichan gap, raised vessel, pumped out and brought to
Victoria, working five days, from November 16 to 20.

SS. Charmer, ashore Vancouver narrows, near Brockton point December 3 to 5,
inclusive, dense fog, vessel pat-ched, pumped out and conveyed to Victoria.

Tug Hope, ashore at Boat Harbour from December 5 to December S. Vessel fuU
of water, was raised, pumped out. patched and towed to Victoria.

SS. Xorthland ashore at Enterprise Reef, November 27 and 2S. Steamer hauled
off rocks and towed to Seattle.

HALIFAX DOCEXARD.

The admiralty dismantled the dockyard and for some time it had received no
attention in the way of keeping it trim. The agent of the department recommended
21— 3J

. 36 MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910
improvements in the yard and repairs to the wharfs. For this purpose a number of
men were employed in putting the yard in order, removing trees, and mending road-
ways. Several miles of submarine cable was stored in tanks. Wharf No. 4 was re-
paired by the removal of decaj-ed portions and a new top put on it.

No. 3 pier has the heavy lifting crane upon it by which the heaviest buoys, moor-
ings and materials are handled in connection with the buoy and lighthouse service.
Upon this wharf, cinder covering to the depth of 6 inches was placed. His Majesty's
naval ships bunker their coal at this wharf from the Welsh coal stored in the sheds.
The appearance of the grounds has been greatly improved as the result of the labour
employed and the work done.

INVESTIGATION INTO WRECKS.

The investigations into the cause of wrecks and casualties in 1908 were held as
usual, but up to the time of the preparing of this annual report no report containing
the judgments of the former Wrecks Commissioner and Assessors has reached the
department. The list of casualties into which investigations were held forms Appen-
dix 1^0. 16 of this report.

WRECKS AND CASUALTIES.

Of sea going vessels 278 Canadian registered vessels with a tonnage of 16,571
were partially wrecked or totally lost and 26 foreign vessels were partially wrecked or
totally lost in Dominion waters. Thirty-eight lives were lost and the value of pro-
perty destroyed was $1,222,970.

Of inland vessels 27 Canadian registered vessels were partially wrecked or totally
lost, with a tonnage of 9,096, and 7 foreign vessels in Dominion waters. Total value
of property destroyed, $340,910.

METEOROLOGICAL SERVICE AND MAGNETIC OBSERVATORY.

The Meteorological Service and Magnetic Observatory are under the direction of
Mr. R. F. Stupart, who has reported upon the operations of the fiscal year ending
March 31, 1908.

There are now 445 stations more or less completely equipped for meteorological
observations; 410 observers have furnished daily, weekly or monthly reports to the
central office. The number of persons receiving pay in connection with the services
is 238, of this number 24 are permanently employed in the Central Office, Toronto. At
outside stations a few officers devoted the whole of their time to the service, others were
employed during a portion of each day and some were employed only to display storm
signals. The observers at 39 stations were paid salaries for two or more observations
daily and telegraphed to Toronto. At 58 other stations, chiefly in outlying districts,
the observers received remuneration for a more or less extended series of observations.
Special observations during the summer months were collected at Winnipeg from 25
stations in the western provinces and embodied in a bulletin widely disseminated west-
ward; for this bulletin service remuneration was allowed. Eighty-five persons were
paid as storm signal agents and seven for special duties in connection with the time
service. Over 200 observers report voluntarily, thereby contributing valuable informa-
tion regarding the climate of the Dominion.

FEPORT OF THE DEPUTY illXISTER 37

SESSIONAL PAPER No. 21

The work at the Central Office was carried on under difficulties, in temporary
quarters, pending the completion of the new meteorological building.

Weather forecasts covering 36 hours in advance and sometimes a longer interval,
were issued twice daily, throughout the year. The weather charts on which the fore-
casts are based have information telegraphed from 37 stations in Canada, 64 stations
in the United States and from St. John's, Newfoundland, and Bermuda. Morning
forecasts were sent to the ports of the maritime provinces and to the western provinces
and then followed a forecast for Ontario and Quebec and published widely in the press
as well as being posted at post offices, telegraph offices and other frequented places.
The evening weather chart is prepared and a bulletin issued for the press throughout
the Dominion except British Columbia, in which province a local officer issues the
forecasts, under the direction of the superintendent at Toronto.

During the winter months, a large number of special forecasts were made for
shippers of perishable goods. Special warnings of snow and drift were issued to all
Canadian railways and electric railways, for night service, in connection with snow
blockades. Owners and masters of vessels consult the central office in the fall of the
year.

Between April 1, 1908, and March 31, 1909, 1,555 warnings were issued to Can-
adian ports, 89-8 percent of which were verified. The number of storm signal stations
has been increased. There were fewer storms than in the preceding year, but many
gales of more or less severity; 102 out of a total of 131 being in November, December,
January, February and March.

Arrangements have been made to supply forecasts and storm warnings to the gov-
ernment of Newfoundland. Full meteorological equipment has been furnished six
stations between the Athabaska river and the Arctic sea, namely at Fort McMurray,
Hay river. Fort Norman, Fort Good Hope, Fort Simpson and Fort Macpherson. From
reports recently received it is evident that valuable data will be furnished regarding
the path of storms across America and respecting the mean distribution of pressure
in high latitudes.

Tables of predictions and verifications are included in the report of Director
Stupart, also the report relating to the Magnetic Observatory at Toronto and Appen-
dices A and B, from the observers at St. John and Quebec and tables showing the dif-
ference of times between Quebec, Montreal, St. John and Toronto.

The report contains information respecting solar work, seismology, time service
and inspection of stations. It forms Appendix No. 7 of this report. The expenditure
for this service was $124,717.06 for the fiscal year.

STEAMBOAT INSPECTION.

Canadian registered vessels insi)ected during the fiscal year numbered 1,680;
gross tonnage, 382,170. Vessels inspected, but not registered in the Dominion,
numbered 184 ; gross tonnage, 282,275 tons. The amount of fees collected for inspec-
tion was $7,927.54.

The total expenditure in connection with inspection amounted to $41,226.47, but
part of this exi)enditure was for Dominion steamers and fog-alarms. The report of
the chairman of steamboat inspection forms Appendix No. 9.

38

MARINE AND FISHERIES

9-10 EDWARD VII.. A. 1910

NAMES OF INSPECTORS.

Name.

Edward Adams

M. P. McElhinney.. .

I.J. Olive

Chas. W. Sealey

William Evans

M. R. Davis

Philippe Duclos

Stephen D. Andrews.
John Dodds

E. W. McKean

J. B. Stewart

T. P. Thompson

Wm. Laurie

L. Arpin

F. X. Hamelin

J. Samson ....

J. P. E.sdaile

C. E. Dalton

J. A. Thompson

G. P. Phillips

Frank M. Richardson
C. T. Schmidt

Position.

Chainiian of Board of Steamboat Inspection.
Inspector of hulls and equipment

Residence.

Ottawa.

St. John, N.B.
Halifax, N.S.
Toronto, Ont.
Kingston, Ont.
Quebec, P.Q.
CoUingwood.
Toronto, Ont.
CoUingwood.
Toronto, Ont.
Kingston, Ont.
Montreal, P.Q.

Sorel, P.Q.
Quebec, P.Q.
Halifax, N.S.
St. John. N.B.
Victoria, B.C.
Kenora, Ont.
Vancouver, B.C.
Halifax, N.S.

MASTERS AND MATES.

The number of applicants for masters' sea-going certificates who passed ex-
aminations were 8; mates, 15, and 8 failed to pass; second mates, 12 passed and 8
failed. Of the applicants for inland and coasting and minor waters certificates 70
masters passed, 21 failed; 93 mates passed and 25 failed; 4 sea-going certificates of
competency to masters were issued, 8 certificates to masters inland and coasting, and
2 to mates; 2 service certificates to masters and 4 temporary certificates were issued.

The expenditure during the year for this service was $8,244.50, and total amount
of fees $4,192.50, showing an excess of expenditure over receipts of $4,052.06.

The following statement shows the total receipts and expenditure on account of
masters and mates since 1900.

Expenditure.

Receii)ts.

For fiscal vear ended .Tune ."^0 1 900

$ cts.

3,750 69
3,720 25
3,305 59
4,968 36
7,761 17
5,884 74
7,068 15
5,934 16
11,508 31
8,244 56

S cts.
4,221 50

, „ 1901

4,808 24

, „ 1902 .

5,288 52

1903

„ 1904

5,790 .50
4,795 00

, „ 1905

4,643 85

, „ 1906

5.526 00

1 March 31, 1907-8

2,294 50

, „ 1908 .-

4,306 05

, „ 1909

4,192 50

62,145 98
45.886 16

45,866 16

16,279 82

REPORT OF THE DEPUTY MIXISTER 39

SESSIONAL PAPER No. 21

The report of Capt. L. A. Demers, chief examiner of masters and mntes, forms
Appendix No. 14.

MAEIXE SCHOOLS.

The report of Capt. Demers, chief examiner of masters and mates, upon marine
schools furnishes information resi)ecting the number of lectures delivered and the
attendance of seafaring men. Nine examiners of masters and mates delivered 284
lectures and the attendance vpas 3,998. The lecturers are men of experience in navi-
gation and their lectures contain instruction of a valuable nature to men who purpose
undergoing examinations for certificates. The report on marine schools forms Ap-
pendix No. 15.

SICK AND DISTKESSED MARINEES.

Under the provision of the Canadian Shipping Act, chapter 113, part V., s. 384,
R.S., dues of li cents per ton, registered tonnage, are levied on every vessel entering
any port of the province of Quebec, Nova Scotia, New Brunswick, Prince Edward
Island and British Columbia. The money thus collected forme the ' Sick Mariners
Fund.' Vessels of the burden of 100 tons and less pay the duty once in each calendar
year, and vessels of more than 100 tons registered tonnage three times in each year.

The officers and seamen of all fishing vessels not registered in Canada, do not pay
sick mariners' dues nor participate in the benefits accruing therefrom, but such ves-
sels registered in Canada may pay dues and participate in the benefits, and if more
than 100 tons, only for the voyage at the beginning of which payment has been
made, but vessels 'shall enjoy the same rights and benefits as are enjoyed by vessels
which pay dues but are not engaged in fishing.

The receipts for the fiscal year ended March 31 last, amounted to $67,483.46; the
expenditure for the several provinces for sick seamen amounted to $54,989.85, and for
distressed seamen $2,004.02; total, $56,993.87.

The receipts of sick mariners' dues from each of the provinces are as follows : —
Quebec, $17,072.10; New Brunswick, $10,258.37; Nova Scotia, $20,108.06; British
Columbia, $19,725.09; Prince Edward Island, $314.04.

The expenditure for each of the provinces is as follows : —

General account $ 1,297 29

Nova Scotia 23,863 07

Prince Edward Island 4,259 58

New Brunswick 6,569 09

Quebec 9,194 00

British Columbia 9,806 82

Total expenditure $54,989 85

The ' Sick Mariners' Act ' does not apply to the province of Ontario, so no dues
are collected from vessels in that province.

At the port of Quebec, sick mariners are cared for at the Jeffrey Hale and the
Hotel Dieu hospitals, at a per diem allowance of $1.50 per seaman, including medical
attendance and board.

40 MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

At the port of ^tlontreal, sick seamen are cared for at the General Hospital and
at Notre Dame Hospital. The charge per diem for each seaman, including board and
medical attendance, was $1.50.

Marine hospitals are maintained in Louisbourg, Yarmouth, Pictou, Sydney,
Lunenburg and Point Tupper, in the province of Nova Scotia; and the sick seamen
at Halifax, N.S., are cared for in the Victoria General Hospital for $1.50 per diem
per man, including board and medical attendance.

At Charlottetown, Prince Edward Island, sick seamen are cared for at the Char-
lottetown and the Prince Edward Island hospitals under arrangements made by the de-
partment with the managers of those institutions, $1.50 per day, same as others.

The marine hospital at Victoria, British Columbia, has a medical superintendent
who receives $600 -per annum and a keeper whose salary is $600 per annum. He is
alsio allowed $5 per week for the board and attendance of each sick mariner.

At Vancouver, sick seamen are attended at St. Paul's hospital at a cost of $1.50
per day each.

At St. John, N.B., sick seamen are attended at a cost of $1.50 per day each.

Where no hospital is maintained in the maritime provinces, Quebec and British
Columbia, the collectors of customs are authorized to care for sick seamen when the
vessels to which they belong have paid sick mariners' dues.

Statement of receipts and expenditure on account of ' Sick Mariners ' and ' Dis-
tressed Seamen' from the fiscal year 1900 to 1908, both inclusive: —

Year. Receipts. Expenditure.

1900 $59,97184 $32,743 30

1901 59,783 34 34,944 93

1902 65,853 83 51,827 12

1903 64,85155 48,15148

1904 61,778 29 50,801 78

1905 58,372 34 51,000 18

1906 60,183 90 50,120 42

1907 44,704 59 37,362 11

1908 69,364 45 59,957 92

The report of C. H. Godin, M.D.. medical superintendent of marine hospital ser-
vice forms Appendix No. 13.

INSPECTION OF LIVE STOCK SHIPMENTS.

The inspectors of live stock shipments have reported regularly and furnished a
statement of cattle, sheep, horses, hay and grain shipped to the United Kingdom from
the ports of Montreal, St. John, N.B., and Halifax.

It will be seen that the total number ot cattle, sheep and horses shipped was
greater than last year but much less than previous years going as far back as 1902-3.

The shipments from Montreal were as follows: — Cattle, 99,830; sheep, 10.111 and
116 horses. The United States cattle shipped via Montreal were 10,398, but that num-
ber is included in the total of 99,830.

The shipments from St. John, N.B., were 22,923 cattle, 151 sheep and Go horses;
of the cattle 2'20 were United States cattle.

REPORT OF TEE DEPUTY MINISTER 41

SESSIONAL PAPER No. 21

The shipments from Halifax were 3,097 cattle.^

The statement of live stock shipments forms Appendix Xo. 12 to this report.

EEPORTS OF AGENTS OF THE DEPARTMEXT.

The reports of the agents of the department at Halifax, X.S., St. John, N.B., Que-
bec, Charlottetown, P.E.I., Victoria, B.C., and Montreal were received. These reports
contain information relating to the construction of lighthouses, the moving of the
steamers under the control of the agents, particulars relating to repairs to lighthouses,
the placing of new buoys and maintaining the system of buoys. The works in the
agencies where workshops are established are reported upon, also the delivery of light-
house supplies to the various lighthouses by the agents or superintendents of light-
houses, where there are superintendents. Much detailed information is furnished
respecting the operations in these agencies. The correspondence between the depart-
ment and the agents was large for the year 190S. Instructions were given directly to
the agents relating to the carrying out of the work and matters of importance which
arose in the agencies were referred to the department for decision.

Attached to each agency are superintendents of lights who inspect the lighthouses
and buoys, deliver supplies of oil and other material required for the maintenance of
the lights. The Sui)erintendent of Lights for Ontario confines his inspection to the
condition of lighthouses and the delivery of supplies above Montreal. His office is at
Ottawa.

LIGHTHOUSE BOARD.

Five meetings were held during the fiscal year and applications and recommenda-
tions for aids to navigation in the provinces of British Columbia. Quebec, Manitoba,
Nova Scotia, New Brunswick, Ontario and Prince Edward Island were considered.
The aids to navigation most urgently needed were recommended for approval.

MERCHANT SHIPPING.

The regulations with respect to ship's names which cam-} into force on the 1st
January, 1908, have been strictly carried out, and the name of every ship registered
during the year has been submitted to this department for approval.

Supplements to the ' List of Shipping ' were published every month, and those
affecting this list and issued up to date are boimd with this volume.

The total number of vessels remaining on the register books of the Dominion on
the 31st December, 1908, was 7,602, measuring 702,324 tons, being an increase of 74
vessels and 3,636 tons as compared with 1907. The nrimber of steamers on the regis-
ter books on the same date was 3,084, with a gross tonnage of 483,031 tons. Assum-
ing the average value to be $30 per ton, the value of the registered tonnage of Canada
on the 31st December, 1908, would be $21,069,720.

The number of new vessels built and registered in the Dominion of Canada dur-
ing the last year was 304, measuring 28,983 tons register. Estimating the value of
new tonnage at $45 per ton, gives a total value of $1,304,235 for new vessels. This
shows a slight falling off as compared with last year, but the year 1908 was not re-
markable for its shipbuilding activity, not as regards Canada alone, but throughout

42 MAliIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910
the whole maritime world. However, despite this, tlie tonnage on the register books
at the close of 1908 shows that Canada maintains her place amongst the maritime
states of the world.

The list of vessels is published in the report called ' List of Shipping.' In that
report is a statement showing the tonnage of each of the maritime states of the world,
and that Canada ranks tenth in the list of countries, but the registered tonnage of the
Dominion is not given, owing to the fact that Canadian shipping is included in the
tonnage of Great Britain.

LIGHTHOUSE KEEPEES.

During the year the lightkeepers were classified and the salaries for the last
quarter of the fiscal year were paid in accordance with the new classification. The
list of light-keepers has been revised and is published in Appendix No. 10 of this
report.

PORT WAEDENS.

The port wardens of the Dominion reported at the end of the calendar year.
Their reports will be found in supplement No. 1 to this report.

PILOTAGE.

The reports of the different pilotage authorities for the calendar year 1908 were
received. These reports contain statements of the number of vessels piloted within
the pilotage districts in and out of port, also financial statements of receipts and
expenditures in connection with each district. The rates of pilotage charges under
the by-laws will be found in these reports, which are published in Supplement No. 1
to this report.

MONTREAL HARBOUR COMMISSIONERS.

The report of the Harbour Commissioners, for the calendar year ending 31st
December, was forwarded to the department as required by law. The report contains
valuable information respecting improvements made during the year in the harbour.
The harbour was extended to embrace the water front as far as the end of Montreal
island. The total sea-going and inland tonnage of vessels which entered and cleared
during 1908 was 5,548,028, being the largest in the history of the port, and 1,092
tons greater than in 1907. The increase in tonnage has been attributed to the im-
provements in the piers, sheds and in the St. Lawrence river ship channel. The
facilities for loading and unloading large steamers embrace all modern improvements.
While the average length of time taken in European ports for loading and discharg-
ing cargo is 10,000 tons in 14 days, in Montreal 13,750 tons have been handled in
three days.

The Canadian Pacific liner Mount Royal discharged 4,250 tons inward and took
on 9,500 outward of general cargo in 53 hours. The Allan line Hesperien has been
unloaded and loaded in 40 hours. The saving effected by the new facilites has been
22 cents i>er ton. A floating crane has been added to the equipment for handling
heavy machinery.

The financial statement of the commission is included in the report, which will
be found in supplement No. 1 of this report.

REPORT OF THE DEPUTY MINISTER 43

SESSIONAL PAPER No. 21

TORONTO HARBOUR COMMISSIONERS.

The number of vessels which, entered Toronto harbour during the season of 1908
■was 3,330, registered tonnage, 1,521,165. The report of the Toronto Harbour Cora-
nissioners is published in Supplement No. 1 of this report.

QUEBEC HARBOUR COMMISSION.

The Quebec Harbour Commissioners have reported respecting the improvements
in the harbour. Three hundred and four vessels of a registered tonnage of 1,335,460
entered the harbour and discharged 206,459 tons of freight, 57,023 tons of coal, and
146,632 tons of grain; 72 vessels of 197,872 tons loaded 72,488 tons of cargo, 70,900
immigrants were landed from the different ocean liners at the immigration station.
No records were kept of the cabin passengers. The report and financial statement of
the commissioners is published in Supplement No. 1 of this report.

THREE RIVERS HARBOUR COMMISSION.

The number of ocean going steamers which entered the harbour of Three Rivers
was 44 of a tonnage of 86,000 register, but a large number of barges, canal boats and
tugs entered and cleared, amounting to about 160,000 tons. The report of the com-
missioners is published in Supplement No. 1 of this report.

SYDNEY AND NORTH SYDNEY HARBOUR COMMISSION.

The number of vessels which entered the ports of Sydney and North Sydney was
2,084, of a registered tonnage of 1,211,557. From these jwrts were shipped 2,203,298
tons of coal and 22,163 tons of steel rails by water to points outside of Canada. The
receipts and expenditure will be found in the report of the commissioners, which is
published in Supplement No. 1 of this report.

CORRESPONDENCE.

About 43,705 letters were received in the department during the twelve months
ended March 31, 1909. The correspondence was carefully filed and replies sent as far
is necessary. About 28,000 letters were sent out during the same period. Registered
letters inclosing cheques sent out by the accountant's branch, forms, reports, circular
letters and notices inviting tenders are not included in the number of letters enumer-
ated, simply the letters inclosing them.

The forms are numerous and require special attention as the matters to which
they refer are important. The tenders received are entered and passed upon and ten-
derers notified.

There has been an increase of about 5,000 letters received and about 8,000 sent
out. In the records branch the letters received are carefully examined, entered and
placed on file, and the copy of the reply attached so that the letters and replies can
readily be seen and any subject easily followed up.

WIRELESS TELEGRAPHY.

Twenty wireless stations were operated by the department during the year, all of
which worked satisfactorily.

The report of the superintendent of wireless stations forms Appendix No. 17.

44 .varim: A\n fisHiJRiES

9-10 EDWARD VII., A. 1910
SABLE ISLAND.

The annual report nf Mr. li. J. Boutillier, superintendent of Sable island, was
included in the report of the agent of the department at Halifax.

No known wrecks occurred in the vicinity of Sable island during the year, but
White point and Sambro automatic gas buoys drifted ashore in January. The buoys
were shipped on board the Lady Laurier early in the season.

Th« life-saving boats and equipment were in good condition. The island was
patrolled forty-two times in day and thirteen times at night.

The men's quarters were removed a distance of 100 feet farther south and an
addition of seven rooms and concrete cellar walls were built under the main building
and the addition. Concrete walls were placed underneath the cattle barn and a con-
crete floor and other improvements and repairs to buildings were made.

The farming was carried on as usual, but owing to the unusually dry season, the
results were not equal to previous years.

The live stock on hand consists of TO head of cattle, 30 trained ponies, 3 imported
stallions, 5 imported mares and 5 hogs. Of the wild ponies, 49 were shipped and 200
remain on the island.

The Sable island staff, consisting of Superintendent Boutillier. keepers of light
stations and their families, life boat keepers, wireless telegraphy staff and surf men,
number 41.

The report of Superintendent Boutillier forms Appendix No. IS.

LEGISLATION.

Section 16 of the Government Harbours and Piers Act, Chapter 112 of the Re-
vised Statutes of 1906, is repealed and a new section substituted relating to leasing to
any provincial government, municipal council, harbour commission, shipping com-
pany or railway company, any wharf, pier or breakwater under the control of the
Minister of Marine and Fisheries.

Section 1 of chapter 30 of the Statutes of 1907, An Act to provide for further
advances to the Harbour Commissioners of Montreal, is amended by adding thereto
subsections 2 and 3, relating to the interest on advances and time limit for construc-
tion.

Section 5 of the Montreal Harbour Commissioners Act, 1894, chapter 48 of the
Statutes of 1894, is rej)ealed and a new section substituted defining the port of Mont-
real; section 2 of the same Act places the port under the jurisdiction of the Minister
of Marine and Fisheries.

Section 6 of the same Act is repealed and a new section substituted, defining the
harbour of Montreal and limiting the jurisdiction of the corporation.

Section 7 of the same Act was amended by striking out the words, " of the port of
Montreal and.'

Section 19 of the same Act is repealed and another section substituted, relating
to the jurisdiction over the harbour.

Paragraph 3, of subsection 2, of section 22, of the same Act is repealed and para-
graphs 3, 3a and 3b^ substituted relating to the powers of the corporation.

Paragi-aph (h) of section 26 of the same Act is amended by striking out the word,
' port ' and substituting the word ' harbour,' relating to rules for navigation.

REPORT OF THE DEPUTY MINISTER 45

SESSIONAL PAPER No. 21

Paragraph (c) of the said section of the same Act is repealed.

Paragraph (e) of the said section of the same Act is amended by striking out
the word ' port ' and substituting the word ' harbour.'

Paragraph (r) of the said section of the same Act is amended, relating to pro-
cedure.

Subsection 1, of section 3S, of the same Act, is amended, relating to pilotage
dues.

Paragraph (a) of section 39, of the same Act, is repealed and another paragraph
substituted, relating to seizure for unpaid rates.

Subsection 4, of section 41, of the same Act, is amended by striking out the
words, ' for pilotage dues, or is due.'

Subsection 1, of section 44, of the same Act, is repealed and another subsection
substituted, relating to special jurisdiction of corporation.

Paragraph (b) of section 13, of the Navigable Waters Protection Act, Chapter
115 of the Revised Statutes, 1906, is amended; section 14 of the same Act is amended;
section 16 of the same Act is amended, relating to removal of obstructions; paragraph
(h of the sanre Act is amended; section 18 is amended by adding Part III, Interpre-
tation and Greneral.

The French version of section 851 of the Canada Shipping Act, Chapter 113 of
the Revised Statutes, 1906, is amended by adding at the end thereof the words, ' et il
I)eut aussi nommer des adjoints du maitre de havre a tout tel port.'

G. J. DESBARATS.

Acting Deputy Minuter of Marine and Fisheries.

9-10 EDWARD VII. SESSIONAL PAPER No. 21 A. 1910

APPENDIX No. 1.

ANNUAL REPOET OF THE CHIEF ENGINEER OF THE DEPARTMENT
OF MARINE AND FISHERIES.

The Acting Deputy Minister of Marine and Fisheries,

Ottawa. •

Sir, — I have the honour to submit the following report of the work done in the
several services under the supervision of this office during the twelve months ended
March 31, 1909.

This embraces work done at departmental headquarters on the construction of
lighthouses, lightships and fog-alarms, the supervision of construction and repairs of
lifeboats; the administration of the vote for the removal of wrecks and obstructions in
navigable waters ; tidal and current surveys ; and the publication, examination and cor-
rection of hydrographic charts ; construction of and repairs to fish hatcheries and
refrigerators ; engineering points in connection with the construction and maintenance
of fish-passes ; supervision of surveys of oyster beds ; examination of applications for
foreshore, wharf and other water lots as they affect the interests of navigation; pre-
paration and publication of notices to mariners and hj'drographic notes, &o.

STAFF.

There is a special staff appointed for the tidal and current survey work; the re-
mainder of the work of the branch is attended to by the general staff of the office.

The following changes have been made during the year in the staff of my office:
On September 19, 1908, Mr. F. P. Jennings was appointed a draughtsman at $76
per month.

On July 20, 1908, Mr. E. M. Longtin, formerly an assistant engineer in my
branch, was appointed to succeed Mr. O. Arcand as district engineer for the Montreal
district, at a salary of $1,400.

During the year assistants from the office were sent out to supervise works of
construction as follows: — M. de Miffonis, building reinforced concrete lighthouse
towers at Cap Anguille, Newfoundland, Father Point, P.Q., and Estevan Point, B.C. ;
Mr. W. C. Surtees, superintending construction of reinforced concrete beacon at
Spruce Shoal, Ont., and reinforced concrete lighthouse tower at Cape Croker, Ont. ;
and Mr. F. P. Jennings, examining site for construction of a new pier at the Lower
Traverse, P.Q.

The assistant engineers appointed to attend to details of construction in the
several outlying portions of the Dominion have rendered me valuable assistance, and
I wish again to bear testimony to the efficient work done by Mr. Legere in the mari-
time provinces, Mr. P. E. Parent in the Gulf of St. Lawrence and Mr. J. F. Murphy
on the upper lakes; also to the fact that since Mr. Legere was appointed acting agent
at St. John Mr. Fosbery has been acting as assistant engineer in Halifax and doing
very acceptable work. In consequence of the very great quantity of construction
work in contemplation this coming season in British Columbia, it will be absolutely
essential that there should be an engineer resident in that province next summer,

47

48 MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

and I propose sending my chief assistant, Mr. B. IT, Fraser, to the Pacific coast at an
early day to organize the season's work.

Mr. F. McDonnell, of my office, is employed as assistant inspector of fog alarms,
and has during the past season been sent to the several stations on the great lakes
to make a thorough inspection of the machinery with a view to later overhaul, to
bring these stations up to the standard of modern requirements.

PERSONAL INSPECTIONS.

Personal inspections of construction work in progress have frequently been made
during the year by Mr. Fraser and myself, and it is very desirable that such personal
supervision of work should be extended as much as possible in the interests of effi-
ciency. Examination of localities where work is proposed should always be made be-
fore the plans are prepared, and in the interests of both efficiency and economy it is
to be regretted that the work, lately, has often been so much rushed as to prevent such
preliminary inspections.

The principal inspection trips made by me during the past year were to Quebec
in April and May last to inaugurate the season's active field work in the lower river;
through the Eideau canal route in May to report on an extension of the system of
lighting the more intricate stretches by stake lights; to the Georgian bay in June to
inspect large repair works required; to the Xorth channel and Lake Superior in
August to arrange for new work and report on applications for new aids, and to
Detroit in January to arrange for changes in lighting in Lake Erie and Detroit river.

In September I joined Rear Amiral Kingsmill in a tour of inspection of Britisli
Columbia waters, when a very thorough examination was made of all localities where
aids to navigation had been asked for, where water lots were applied for, and where
other interests requiring the care of the Minister of Marine were involved. A large
number of reports have been submitted and acted upon.

On this trip Bela Kula was examined for the first time in my many visits to the
Pacific coast, and a varied stock of information accumulated respecting many little
known localities on the northern portion of the British Columbia coast. Special
attention was given to the needs of navigation in the Grand Trunk Pacific terminus
of Prince Eupert, and in its approaches from the Pacific through Brown and Edye
passages, and all details are now on hand for placing aids to navigation when the
completion of the transcontinental road will bring ocean traff.c to this new northern
port.

Triangle island was visited and selected as the site of a first-class lighthouse
and wireless telegraph station, being the last of a line following up the Pacific coast
of Vancouver island. It is a most interesting spot, rising 700 feet out of the open
Pacific, perfectly bare, with the rocks surrounding the main island swarming with
sea lions. The lighthouse to be built on its summit ought to be the most powerful,
as it will be one of the highest, in the world.

OFFICE WORK.

A large proportion of the work done by the general staff of the branch consists in
the construction, repair or improvement of light buildings, fog-alarms, beacons and
other aids to navigation. Full details of the work done in this connection during the
past twelve months are contained in a separate report which is attached hereto. (In-
closure A.)

Plans and specifications for all important new buildings and repairs, new vessels,
&.C., are made or approved in this office.

The following table indicates the work done in the drafting office during the
twelve months ended March 31, 1909 : —

REPORT OF THE CHIEF ENGINEER
SESSIONAL PAPER No. 21

49

De;;crii'tioii cpf Work.

Plans
Designed .

Ijighthouse to%vtrs and dwellings

Fog alarm buildings

Details

Wharfs, piers, &c

Outbuildings

^Machinery

Lanterns and illuminating apparatus

Buoys and apparatus

Marine hospitals

Steamers

Land surveys

Plans relating to foreshore

Miscellaneous

Plans
Received.

a

26

170

145

Copies
Made.

2

185

1

31

10

212

1

ft

3

41

13

25

3

2

1

44

3

2

48

55

255

124

383

909

Total plans for twelve months from April 1, 1903, to March 31, 1909 1,416

Charts received and recoi'ded 114

Charts received and entered in chart lx)oks 17

Photographs received and 'recorded 347

Specifications written 35

Notices to mariners issued (comprising 321 subjects) 127

PUBLICATIONS.

The work of preparing and issuing notices to mariners continues to be heavy and.
urgent; during the past twelve monlhs 127 notices, covering 321 subjects, having been
published. Amongst important notices, involving considerable labour in compilation,
and representing useful work done in the department, are: —

An index to last year's notices ; description, plan, sailing directions and list buoys
and beacons. Key Inlet, Ont. ; description aids to navigation in vicinity of St. Andrews,
Passamaquoddy bay, N.B.; hydrographic notes and descriptions of approaches to
Prince Eupert, B.C.; position, lights and beacons, Xorth arm, Fraser river, B.C.;
and description of islets, shoals, and sailing directions, Brown passage, Chatham
Sound, B.C.

During the past twelve months notices relating to waters outside of Canada were
issued, covering 14 items relating to Xewfoundland and Labrador, 1 item relating to
th€ Atlantic, 15 to the inland, and 4 to the Pacific waters of the United States, as well
as 10 notices referring to transatlantic and 3 notices referring to transpacific subjects.
No attempt is made to issue a complete synopsis of British or foreign notices, but
merely to republish items likely to be of immediate interest to Canadian vessels, or to
vessels leaving Canadian ports for the more important or frequented foreign ports.

REMOVAL OF OBSTRUCTIONS.

During the past twelve months the following work has been done, under the annual
appropriation for the removal of wrecks and obstructions: —

The schooner George G. Houghton, which sank in the month of the Detroit river,
about 300 feet north of Bar point lightship, was removed by contract, by the Eeid
Wrecking Company, Ltd., of Sarnia, Ont., for $1,975.

The schooner Armenia, which was sunk, in 1906, oflf Pelee island, Lake Erie, was
removed by contract, by the Midland Towing and Wrecking Company, Ltd., of Mid-
land, Ont., for $5,850.

HYDROGRAPHIC WORK.

The hydrographic surveys of this department are now in charge of Mr. W. J.
Stewart, who will make a special report of the year's progress.
21—4

50 MARIXE AND FISHERIES

9-10 EDWARD VII., A. 1910

All hydrographic notes reaching the department are prepared for publication in
this office, and embodied in notices to mariners.

In preparing notices to mariners, special attention has been paid to publishing all
information obtainable respecting the hydrography of Canada, and the fullest possible
sailing directions have been appended to all descriptions of aids to navigation, so as to
increase the value of these notices. During the past twelve months the following
hydrographic notes were published: —

Affecting ihe Atlantic Coast. — Derelict reported in Atlantic ocean; description
of buoyage in vicinity of St. Andrews, N.B. ; local magnetic disturbance Grand Manan
island, N.B. ; government survey steamer at work in Northumberland strait ; experi-
mental fog signal buoys in Halifax harbour approach, N.S. ; description of dredging
in St. Mary river, N.S. ; depth of Green island bank shoal, N.S.; and imcharted rock
rtptrted in Lockeport harbour, N.S.

Gulf and River St. Lawrence. — Publication by department of hydrographic charts,
St. Lawrence river. No. 9 (Lake St. Peter) ; No. 17 (Portneuf to Cap Sante) ; and
No. 18 (Ste. Croix to St. Antoine) ; buoyage alterations in ship channel between Que-
bec and Montreal; and hydrographic information respecting Eed islet bank.

Inland Waters. — Publication by department, of new edition of Canadian list of
lights and fog signals; publication by department of hydrographic charts No. 101
(Head of Thunder bay to Pigeon river) ; and No. 102 (Lamb island to Thunder cape) ;
dates to which lights on great lakes will be kept in operation ; description of buoyage
in Toronto harbour; uncharted rock reported in St. Clair river; improvements and
lighting arrangements Meaford harbour; removal of wreck of Armenia off Pelee island.
Lake Erie; removal of wreck George G. Houghton from Detroit river; construction
of tunnel between Detroit and Windsor; description, plan and sailing directions of
Key inlet; and local magnetic disturbance in Lake Superior.

Pacific Coast. — Chart issued of southern aj)proaches to Prince Rupert harbour;
position of lights and beacons, and alterations to buoyage in Fraser river; description

of buoyage, Nanaimo harbour; hydrographic information respecting Khutze arm,
middle and north passages, Skeena river and Prince Rupert harbour; description of

Stenhouse shoal and Celestial reef; anchorage notes of Bela Kula; and uncharted
rocks and shoals reported off Lawn point ; Frederick island ; Brown passage ; Schooner
passage; Table island, ajid Gaibriola reefs.

The usual annual edition of the list of lights and fog alarms in the Dominion,
corrected up to April 1, 1908, was issued during the summer, with reprints of the por-
tions relating to the Great Lakes and British Columbia bound separately for the use
of mariners in those waters. This list has now become so bulky that it ought to be
permanently divided into three portions, and printed only in that form.

I took advantage of my visit to British Columbia in the autumn of 1908 to revise
and check the list of buoys, beacons and day marks on the Pacific coast, and found so
many changes that it was necessary to rewrite the book. The work, which proved ex-
ceedingly heavy, was done during the winter, and the manuscript is now in the
printer's hands.

I would again draw attention to the fact that there are no lists of buoys of eastern
waters published, and that the time has long since passed when complete lists should
be in the hands of mariners for their guidance. The work is a very large one, and I
fear that our existing staffs are not sufficiently large to overtake it. To prepare cor-
rect lists would require the aid of surveyors with si)ecial hydrographic training. Lists

REPORT OF THE CHIEF ENGINEER 51

SESSIONAL PAPER No. 21

have been printed from time to time of the buoys in the more important waterways,
but it seems impossible to obtain precise information respecting the smaller harbours
where the buoys are maintained under the contract sj'stem.

ICE-BREAKIKG.

The work of ice-breaking in Thunder bay and vicinity was continued during the
past year. Contracts for the work were awarded, as in previous years, and the work
was carried out in a satisfactory manner.

(1) The Canadian Towing and Wrecking Company, Limited, of Port Arthur,
entered upon the second year's term of their three years' contract with the depart-
ment to keep the harbours of Port Arthur, Fort William and West Fort William open
for navigation until December 17, in each year, and to open those harbours each
spring in time to admit upward bound vessels to enter the harbours as soon as Sault
Stc. Marie canal should be opened for navigation. The contract price is $30,000 per
season, which inchides an agreement to remove all lightkeepers in the vicinity from
their stations at the close of navigation in each year.

(2) A contract was entered into with the Midland Towing and Wrecking Com-
pany, Limited, of Midland, to keep the harbours of Midland and Tiffin open until the
close of navigation of 1908, for $3,200.

(3) A contract was entered into with Mr. C. E. Pratt, of Parry Sound, to keep
the harbours of Parry Sound and Depot Harbour open until the close of navigation of
1908, for $300.

(4) A contract was entered into with Messrs. R. S. Fisher and A. Montgomery, of
Collingwood, to keep the harbour of Collingwood open until the close of navigation of
1908, for $300.

In each of the above cases the work was satisfactorily done, under the super-
vision of the harbour masters of the respective ports.

TIDAL AND CURRENT SURVEY.

This survey, of which Dr. W. B. DaAvson is superintendent, has made substantial
progress in the tidal branch as well as in the investigation of the currents, and I
desire to drav.- attention in the strongest possible manner to the great practical value
to the mariner of the results of the work so ably conducted by this indefatigable
officer and his eificient assistants. The work proposed for the summer season was
fully carried out. It included the investigation of the currents in Northumberland
strait, which is the last extensive area which had not been examined, as well as tidal
work at various points of special importance in different regions.

In addition to publications, which are widely distributed, and information sent
on request, this survey contributes much assistance to other departments in the gov-
ernment service, and much extra work is done to put information into the special
shape required for their purpose. Among the departments thus assisted are the Pub-
lic Works, the Interior, the Dominion observatory and the Hydrographic branch of
the Marine Department.

On the other hand, a quantity of tidal observations taken during surveys made
by the Public Works Department or obtained by the hydrographic branch, are worked
up by this survey and incorporated in the tide tables where they become available
for the use of navigation.

Investigation of the currents. — At this juncture it may be well to sum up con-
cisely what has been accomplished in this branch of the work, in view of the pro-
gramme originally proposed when the survey was inaugurated, which was the ex-
amination of the currents on the leading steamship routes which run so great a
distance through Canadian waters before reaching the open Atlantic. This pro-

21— 4i

52 MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

gramme has now been carried out successfully for practical purposes. Meanwhile
the trade of Canada has increased more than 85 per cent the tonnage of ocean-going
vessels at our ports having risen from 18,539,534 in 1893 to 34,732,172 tons in 1906.
The information obtained has thus become of much greater value than could have
been anticipated. The regions examined, with the seasons given to each, may be
concisely stated as below, together with the publications that sum up the results,
without mentioning the reports of progress in which more detail is given.

Gulf of St. Lawrence. Three seasons of 1894, 1895 and 1896, given to Cabot
strait at the entrance to the gulf, the Aiitieosti region at the mouth of the St. Law-
rence and the northeastern angle of the gulf leading to Belle Isle strait. Publication :
' The Currents in the Gulf of St. Lawrence,' describing the currents and explaining
the general circulation of the water in the gulf.

Belle Isle strait; part of 1894 and the season of 1906. Publication: 'The Cur-
rents in Belle Isle strait,' with^a chart and three plates illustrating the character of
the current.

The steamship route south of Newfoundland, season of 1903. Publication : ' The
currents on the southeastern coasts of Newfoundland and the indraught into the
larger bays on the South Coast,' with a general chart and eight fjlates.

Bay of Fundy. Two seasons of 1904 and 1907, given to the lower part of the
bay below St. John, N.B., and the steamship routes in its approaches off southern
Nova Scotia. Publication: 'Tables of the Currents in the Bay of Fundy,' giving
the direction and velocity of the currents, hour by hour, and the time of slack water
throughout the region, and a chart of the currents.

Northumberland strait, in the season of 1908. An examination was made at seven
Ijoints in the strait, and more specially at the three principal narrows where the cur-
rent is strongest. The surveying steamer Gulnare was employed in this investigation,
which was carried on for a month longer than the usual season to obtain more com-
plete information.

In addition to these investigations with the surveying steamer, observations in the
Traverse on the lower St. Lawrence were obtained from the lightships; during 1896
and 1897 in the upper traverse and during 1900 in the lower traverse. From these
observations tables of slack water are published in the tide tables.

By means of the tidal observations of 1900 in the lower St. Lawrence, the former
admiralty determinations of the relation between the turn of the current and the
tide were reduced to a practical form by bringing them into relation with the tide
tables. Special observations of the turn of the current were also taken at L'Islet and
Riviere du Loup to check the results. Observations from the White island lightship,
obtained by the Hydrographic Survey in 1907, have been treated in the same way.

In British Columbia observations of the turn of the current in the leading passes
and narrows have been taken from shore for not less than one complete year; the
periods of observation extending from 16 to 22 months. From these a special method
of calculation enables tables of slack water to be published for First narrows. Active
pass and Porlier pass.

For Seymour narrows, the only observations are those obtained by the United
States Coast Survey in 1897. By calculating tide tables for Port Simpson for that
year the relation of slack water to the time of the tide has been determined, which
gives the best results yet available.

Tidal observations. — The principal tidal stations on the St. Lawrence and Atlantic
coasts, including'the new station at Charlottetown, have been maintained in continuous
operation throughout the year. The Halifax station has been discontinued, as tidal
record for thirteen years in all, has been obtained there, which is considerably longer
than for any port in the United States. One tidal station on Anticosti island, com-
manding the mouth of the St. Lawrence, it has been found possible to dispense with.
There will thus be in all seven principal stations in eastern Canada ; and for six of these

REPORT OF THE CHIEF EyOiyEER 53

SESSIONAL PAPER No. 21

tide tables require to be calculated ; namely, for Quebec. Father Point, St. Paul is-
land. Halifax, St. John and Charlottetown. It will undoubtedly be possible to refer
all the harbours of eastern Canada to these stations as ports of reference, as the regions
commanded by each station have now been defined sufficiently closely to make this
clear. The need for so many principal stations results from the complexity of the
tides themselves.

During last season, the following additional information was obtained : On the
lower St. Lawrence, at Crane island wharf and L'Islet. above and below the Beaujeu
channel ; the observations being simultaneous with Quebec. These have afforded a
much improved basis for the tide tables for this channel, which is the shallowest point
below Quebec. Also, further observations at Tadoussac and at Trois Pistoles, in con-
nection with the hydrographic survey. In th^Miramichi region, observations at Chat-
ham and Oak point enable data obtained on public works surveys for Newcastle and
other points to be utilized. In Chaleur bay, some further information was obtained.
Observations vrere taken at Georgetown, P.E.I., for the benefit of the winter naviga-
tion; and further observations were obtained at Pictou for comparison with the move-
ment of the currents in ISTorthumberland strait. Some preliminary observations were
obtained in the upper reaches of the St. John river, which will give an indication of
value for future work there.

All these observations were taken by means of registering tide gauges, in continu-
ous operation day and night. Several short periods of tidal observations by the Public
Works Department were also worked out; and complete information was obtained,
regarding their bench marks in Xew Brunswick. The only set of these observations
that proved long enough to be serviceable, was for St. Andrews, IST.B.

Tide Tables. — The data for the calculation of the tide tables for the St. Lawrence
and the Miramichi region have been completely revised, in view of the further obser-
vations obtained. For the tide tables for 1910, two additional tables have been pre-
pared; the turn of the current in the Traverse, and tide tables for Prince Rupert,
B.C. Also, the pocket editions for Quebec and St. John have been extended, and a new
table showing the arrival of the bore at !Moncton has been added, as this is much
desired. These pocket editions, which were published chiefly for the convenience of the
pilot service, have met with much wider appreciation. The edition of the tide tables
has now reached a total of 14,000.

The Great Lakes. — A beginning in observations on the lakes has been made, at the
mouth of the Go-home river, on Georgian bay. This work will be supervised by Prof.
Loudon of Toronto University without remuneration; a small grant for expenses
being made by this survey and some special instruments being provided. The record
of the water level in Lake Ontario, as recorded at Toronto by the harbour master,
is now forwarded regularly to this survey.

It is not expected that a tide of any practical importance will be found on the
lakes ; but observations of the amount of wind disturbance will be valuable. The wind
occasions a wide oscillation or seiche, which is of importance to shipping; as it affects
the depth of the water in harbours during storms, to the extent of several feet in some
localities. It is thus a question of the reduction of the available depth and even the
grounding of vessels; or on the other hand the flooding of wharfs.

Staff. — The investigations of the currents in Northumberland strait were begun
under the personal direction of the superintendent, and were left in charge of Mr. S.
C. Hayden with the help of an assistant engaged temporarily, as the observations were
continuous day and night. Captain T. G. Taylor, the master of the Gulnare, gave
valuable co-operation in the work, in addition to his ordinary duties. Mr. H. "W. Jones
was engaged in the erection and supervision of summer tidal stations. In the winter
season, the reduction of the observations and the calculation of the tide tables are
made bv the same staff ; with the addition of Mr. P. M. H. Leblanc, recently appointed.

54 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

who assists in the office work. The various members of the staff liave often respon-
sible work to do at a distance, in the erection, inspection and repair of tidal stations.

Proposed worl-. — It is proposed during the coming season to cari-y forward the
tidal investigations in British Columbia, and to obtain further data which are much
desired on that coast. In order to leave the staff free for this work, arrangements are
being made to utilize the Gxdnare in the lighthouse service during the coming season;
to assist in overtaking the press of work in that branch.

Respectfully submitted,

WJM. P. ANDERSON, M. Inst. C.E.,

Chief Engineer.
Chief Engineer's Office,

Department of Marine and Fisheries,
Ottawa, Canada, April 1, 1909.

(Inclosure a.)

DETAILED REPORT OF THE CHIEF ENGINEER OF THE DEPARTMENT
OF MARINE AND FISHERIES ON CONSTRUCTION, ESTABLISHMENT
AND IMPROVEMENT OF LIGHTHOUSES AND OTHER AIDS TO NAVI-
GATION UP TO MARCH 31, 1909. .

To the Acting Deputy Minister,

Department of Marine and Fisheries,
Ottawa.

Sm, — I have the honour to submit a detailed report on work done in the construc-
tion and establishment of aids to navigation for the twelve months ending March 31,
1909.

NOVA SCOTIA.

NEW AIDS TO NAVIGATION.

Amherst Point. — A light was established on the outer end of the government
wharf It consists of a Chance anchor lens lantern, elevated on a mast 26 feet above
high water, and visible from all points of approach seaward. The work was done by
day labour, at a cost of $124.10.

Eatonville. — A small wooden lighthouse was erected near the government wharf
in the harbour. The tower is square in plan, with sloping sides, surmounted by a
square wooden lantern, the whole painted white. The tower is 22 feet high from its
base to the ventilator on the lantern, and the fixed red dioptric, 5th order, light is
elevated 24 feet above high water, and is visible six miles from all points of approach
seaward. The work was performed by contract, by Mr. A. H. Dyas, of Parrsboro, Nova
Scotia, for $675.

Mitchener Point. — A lighthouse was established on the marsh south of the point.
It is a wooden tower, square in plan, with sloping sides, surmounted by a square wooden
lantern, the whole painted white. It stands on a square cribwork foundation, and is
42 feet high from base to top of ventilator on lantern. The illuminating apparatus is
fixed white dioptric, of the sixth order. The tower was erected by contract, by Mr.
L. Mury, of West Arichat, N.S., for $2,050.

REPORT OF THE CHIEF EXGIXEER 55

SESSIONAL PAPER No. 21

Parl-er Cove. — A lighthouse was erected on the government wharf, at a point 57
feet from the outer end. It is a wooden tower, square in plan, with sloping sides,
surmounted by a square wooden lantern, the whole painted white; and is 22 feet high
from base to top of ventilator on lantern. The light is fixed red dioptric, of the sixth
order, visible from all points of approach by water. The tower was erected by contract,
by Mr. John P. Rooney, of Granville Ferry, N.S., for $365; and an additional sum of
$45 was allowed him for protection work in front of the tower.

Beaver Island. — A 3-inch duplicate low pressure diaphone plant, operated by two
6-H.P. oil engines, was installed in a wooden fog-alarm building, rectangular in plan,
on concrete foundations. The plant was purchased from the Canadian Fog Signal
Company, Toronto, for $2,424, being the price agreed upon for exchanging an old
style for a new style plant. The machinery was installed and building erected by day's
labour, at a cost of $3,919.18.

Flint Island. — A 3-inch duplicate diaphone plant, operated by two 12-H.P. oil
engines, is being installed in a wooden fog alarm building, rectangular in plan, on
concrete foundations. The plant was purchased from the Canadian Fog Signal Com-
pany, of Toronto, for $8,100; the fog alann building is being erected by day's labour,
at a cost to date of $3,225.72. In addition to above, a reinforced steel concrete tower
will be erected next season.

Pugwash Harbour. — Two sets of range lights were ^ established ; one at Biglow
point, and the other at Steven point. The range lights at Biglow point, in one, lead
into Pugwash road to the intersection of their alignment with that of Steven point
range. Both towers are wooden buildings, square in plan, with sloping sides, sur-
mounted by square wooden lanterns, the whole painted white. The lights are fixed
white, and are shown from catoptric reflectors. The front tower is 22 feet and the
back tower 33 feet high from base to top of ventilator on lantern. The Steven point
range lead up, from the intersection of their alignment with that of the Biglow point
range, to the turn in the channel to the southward, inside the harbour. Both towers
are wooden buildings, square in plan, with sloping sides, surmounted by square wooden
lanterns, the whole painted white. The lights are fixed white, catoptric. Each tower
is 22 feet high from base to top of ventilator on lantern. The work was done by con-
tract, by Mr. L. Mury, of West Arichat, N.S., for $1,990.

CHANGES AND IMPROVEMENTS IN EXISTING AIDS.

Apple River, — The fog alarm machinery was overhauled and partly renewed, and
the old horn was replaced by a diaphone. Two new Robb-Mumford boilers were in-
stalled, and a reservoir tank, 20 feet sq^iare, built. The work was done by day's labour,
at a cost of $752.35.

Brier Island. — It was found that by placing the diaphone above the building, on
a level with the whistle much better results were obtained. The room was, therefore,
extended up to encase the diaphone, and a heating pipe installed. The work was done
by day's labour, at a cost of $326.35. •

Cape Fourchu. — A new boiler, purchased from the New Burrell- Johnson Iron Co.,
of Yarmouth, N.S., for $425, was installed in the fog-alarm building.

Cape Boseway. — The fog-alarm machinery is undergoing repairs, and several of
the parts are being renewed. The fog horn engine, recently removed from Cranberry
island, was repaired and installed; and the work is being done by day's labour, at a
cost, to date, of $300.

Little Hope. — The steel framed concrete dwelling for the lightkeeper, in course of
construction last year, was completed, and other improvements carried out. The work
was done by day's labour, at a cost of $1,357.97.

56 ilAIiIXE Ay'D FISHERIES

9-10 EDWARD VII., A. 1910

Mauger Beach. — Extensive repairs were made; 225 feet of cribwork were renewed
on the north side of the lighthouse, and several tons of stone ballast placed as riprap ;
the plank walk between the tower and dwelling was also renewed. The work was
done by day's labour, at a cost of $863.37.

Wedge Island. — About 150 feet retaining cribwork were constructed on southwest
side of island, as a protection to the lighthouse tower; the work being done by day's
labour, at a cost of $889.53.

Cap la Bonde. — About 400 feet of retaining cribwork were constructed, as a pro-
tection to the lighthouse tower. The work was done by day's labour, at a cost of
$1,194.67.

Ouetique. — Cribwork protection work was placed around the lighthouse tower ;
the work being done by day's labour, at a- cost of $400.15.

Flat Point. — The lighthouse tower deck was replaced by a new lantern platform,
and other changes made to the top framing, to accommodate the new illuminating
apparatus. A test is now being made at the station of one of the standard diaphone
plants, with a view of deciding on the desirability of installing such a plant in place
of the fog whistle now in operation. For this purpose, a temporary building is being
erected, and the necessary air compressors and machinery parts installed. The work
is being done by daVs labour, at a cost to date of $940.83.

McEenzie Point. — The rebuilding of the lighthouse tower, and repairs to light-
keeper's dwelling house in course of construction last year, were completed by day's
labour, at a cost of $579.18.

Cape North. — The double dwelling for the fog-alarm engineer and lightkeeper, in
course of construction last year, was completed by day's labour, at a cost of $2,321.60.

Margaree. — The lighthouse tower and keeper's dwelling house were practically re-
built, as the old buildings had become thoroughly dilapidated from age. The work
was done by day's labour, at a cost of $1,116.68.

Mdbon. — The range mast lights hitherto shown were replaced by permanent towers.
The front tower is a wooden building, square in plan, with sloping sides, surmounted
by a square wooden lantern, the whole painted white. It is 33 feet high from its base
to the ventilator on lantern, and the light is elevated 30 feet above high water. The
back tower is a wooden building, squ'are in plan, with sloping sides, surmounted by a
square wooden lantern, the whole painted white. It is 47 feet high from base to top
of ventilator on lantern, and the light is elevated 44 feet above high water. The build-
ings were erected by contract, by Mr. E. C. Embree, of Port Hawkesbury, N.S., for
$2,450.

Pictou Harbour. — The Eraser Earm range lighthouses were removed to new sites,
a distance of about half a mile westerly from the old positions. The towers were re-
placed on concrete foundations and securely anchored. The work was done by con-
tract by Mr. Jas. Arbuckle, of Pictou. N.S.. for $816.

Cape Bace. — A new double dwelling for the fog-alarm engineers, in course of con-
struction last year, was completed, and a new storehouse erected. The work was done
by day's labour, at a cost of $2,396.82.

Si. Paul Island. — A new 3-inch duplicate fog-alarm plant was purchased from
the Canadian Eog Signal Company, of Toronto, for $3,594; the price agreed upon for
exchanging an old style for a new style plant. This it is proposed to erect in a new
building at the north end of the island, and to abolish the present fog-alarm, which is
worn out, as soon as the new one is ready to operate.

REPORT OF TEE CHIEF ENGIXEER 57

SESSIONAL PAPER No. 21

In addition to the above, minor repairs ^vere executed at the following stations :—

Eddy Point, cribwork repairs $1 ' "^-23

George Cape, bracing tower 63 tO

Cape d'Or, machinery repairs 107 41

Pubnico, cribwork repairs -^^ "*!

NEW BKUNSWICK

NEW AIDS TO XAVIGATIOX.

Fort Monclton.—X lighthouse tower was erected in the old fort near the entrance
to Gaspereau river. It is a wooden bnilding, square in plan, with sloping sides, sur-
mo\;nted by a square wooden lantern, the whole painted white. The tower is 33 feet
high from base to top of ventilator on lantern, and stands on a square cribwork
foundation. The work was done by day labour at a cost of $1,191.52.

Kouchibouguac. — Two sets of pole range lights were erected at the entrance to
Kouchibouguac river. The lights are shown from Chance anchor lens lanterns, hoisted
en poles, with small sheds at their bases. The front masts are 15 feet and the back
masts 25 feet high. The work was done by day's labour at a cost of $764.71.

Peck Point. — The wooden lighthouse tower formerly at "Ward point was removed
to Peck point. A wooden fog-alarm building was also erected there, and the 1-inch
diaphone plant, purchased last year, installed. The building was erected by contract,
by Mr. Amos Lawrence, of Sackville, N.B., for $419, and the other work performed
by day's labour at a cost of $489.28.

Reid Point. — A mast light was established on the public wharf at this point on
the Kennebekasis river. The light exhibited is fixed white, elevated 24 feet above
high water, and is shown from a 7th order Chance anchor lens lantern. The work
was performed by day's labour at a cost of $59.63.

Richihiicto. — Eange mast lights were established on the north beach, replacing
the inner range formerly maintained on the south beach. The front light is elevated
28 feet and the back light 44 feet above high water, both lights being fixed white.
The work was done by day's labour at a cost of $343.59.

Portage Island. — A mast light, to constitute the front light of a range when
aligned with the old light, was established on the southern end of the island, and con-
sists of a Chance anchor lens lantern, exhibiting a fixed white light, hoisted on a pole
27 feet high.

LIGHT DISCOXTIXUED.

Anderson HoIIoic. — The light formerly shown from the lighthouse tower on the
shore north of the government breakwater was permanently discontinued.

CHAXGES AND IMPRO^'EMENTS IN EXISTING AIDS.

Machias Seal Island. — A 50-h.p. Kobb-Mumford boiler, purchased from the Eobb-
Mumford Engineering Company, of Amherst, X.S., for $1,365, was installed; some
spare machinery parts were provided, the large reservoir repaired, and the tramway
put into good order. The work was done by day's labour at a cost of $996.89.

Gannet Rod-. — Considerable damage was done by storm to the tramway, which
required to be practically renewed. The fog alarm building was also damaged through
the same cause and repaired. The work was done by day's labour at a cost of $775.36.

58 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Swallowtail. — The tramway was repaired; about 75 feet of iron rails and wooden
stringers were laid and a concrete bullihead built at foot of tramway as a protection
against storms. The work was done by day's labour at a cost of $601.80.

Head Harbour. — The lighthouse tower was repaired, a new tramway built and
the bridge between fog-alarm building and mainland completed by day labour at a
cost of $1,764.46.

Passamaqiioddy Bay. — Further repairs were made to the St. Andrews east beacon
pier. When the sheathing was stripped off the pier was found to be in a very bad
condition, there being an absence of tie rods, which necessitated very heavy work in
rebuilding. The work was done by day's labour at a cost of $3,405.72.

Wilmott Bluff. — The new wooden lighthouse tower, in course of construction last
year, was completed. It is square in plan, with sloping sides, surmoimted by a square
wooden lantern, and is 42 feet high from base to top of ventilator on lantern. It
stands on a cribwork foundation, and was erected by contract by Mr. John C. Palmer,
of Kars, N.B., for $1,060.

Cape Spencer. — A new wooden dwelling for the fog alarm engineer was erected
by contract by Mr. J. E. Kanes, of St. John, N.B., for $1,840, and a coal and oil
shed erected by contract by Mr. E. Kourke, of St. John, N.B., for $340. In addition,
500 feet roadway were constructed between lighthouse and fog-alarm, and repairs
made to tower. The roadway and repairs were performed by day's labour at a cost of
$835.92.

Letite. — A new boiler, purchased from the New Burrell- Johnson Iron Com-
pany, of Yarmouth, N.S., for $580, was installed, and some repair parts for
machinery provided.

Buctouche. — About 400 feet of close pilework were built as a protection to the
lighthouse tower, and the boathouse moved back to a safer position. The work was
done by day's labour, at a cost of $549.39.

Escuminac. — The alterations to the fog alarm building, in progress last year, were
completed, and the building resheathed. The work was done by day's labour, at a cost
of $571.64.

Miscou. — Eepairs and alterations were made to the lighthouse tower, to accommo-
date the new illuminating apparatus; the work being done by day's labour, at a cost
of $757.89.

Little Belledune. — A wooden dwelling was erected for the lightkeeper, the work
being done by contract, by Mr. S. Gammon, of Bathurst, N.B., for $1,100.

In addition to the above, minor repairs were executed at the following stations : —

Grindstone island, machinery repairs $194 19

Lower Caraquet, additions to dwelling 212 06

Pokemouche, repairs 60 00

Shippigan, cribwork repairs 372 85

PRINCE EDWARD ISLAND.

CHANGES AND IMPROVEMENTS IN EXISTING AIDS.

East Point. — A new wooden fog alarm building, rectangular in plan, on concrete
foundations, with reinforced concrete chimney, was constructed; and the machinery
erected therein, including the installation of two new 25-h.p. boilers, and several new

REPORT OF THE CHIEF EXGiyEER 59

SESSIONAL PAPER No. 21

machinery parts and fittings. The work was done by day's labour, at a cost of
$5,072.35.

Panmure Island. — A new dwelling house for the fog alarm engineer is being
erected by contract, by Mr. J. M. Clark, of Summerside, P.E.I., the contract price
being $1,900.

QUEBEC.

NEW AIDS TO NAVIGATION.

Little Bonaventure. — A light was established three-quarters of a mile eastward of
Little Bonaventure river. It consists of a Chance anchor lens lantern hoisted on a
pole, 20 feet high, with shelter shed at base. The work was done by contract, by 3*Ir.
J. Bujold, of Bonaventure, P.Q., for $127.

St. Godfroy. — A pole light was established on the outer end of the government
wharf at this place, about 1 mile eastward of mouth of Nouvelle river; the light is
shown from a Chance anchor lens lantern, hoisted on a pole 20 feet high. The work
was done by contract, by llr. S. Grenier, of St. Godfroy, P.Q., for $103.

Cap Anguille. — The reinforced steel concrete tower, and wooden fog alarm build-
ing, in course of construction last year, were completed, and the 5-inch diaphone plant
installed. A large coal shed and boathouse were also erected, and other improvements
executed. The work was performed by day's labour, at a cost, this year, of $6,941.91.

Cape Dogs. — It is the intention to erect, during the coming season, a reinforced
steel concrete lighthouse tower, wooden fog alarm building, and double dwelling house.
To expedite the hauling of materials, &c., from a very difficult landing place, roadways
were blasted from the shore to the sites, and an inclined railway constructed on trestle-
work. A power-house, for running trams and derrick, was erected, and a concrete
wall built at the month of a large gorge, to permit the gathering of fresh water when
required. In addition, some of the material for fog-alarm building was purchased, as
also the machinery for running the fog alarm plant. The work is being done by day's
labour, and the expenditure to date is $6,433.64.

Crane Island. — The 5-section steel lighthouse tower, in course of construction last
year, was completed. (See illustration.) It is square in plan, with sloping sides,
surmounted by a wooden watchroom, and an octagonal iron lantern. The tower U
90 feet high from base to top of ventilator on lantern. The old tower was cut down
to one story, and capped by a pyramidal roof, to be used as one of the series of tele-
phone stations now being established in ship channel. The new tower was purchased
from the Goold, Shapley, Muir Co., of Brantford, Ont., for $1,184, and was erected by
day's labour; the expenditure this season being $2,055.18.

^te. Anne de Beaupre. — The two range lighthouse towers, in course of construc-
tion last year, were completed. They are wooden buildings, square in plan, with sloping
sides, surmounted by square wooden lanterns, each tower being 32 feet high from base
to top of ventilator on lantern. The work was done by day's labour, at a cost this
season of $268.93.

.Sf. Pancras Point. — A combined lighthouse and keeper's dwelling house was estab-
lished. It is a square wooden building with an octagonal wooden lantern rising from
the middle of its hip roof, and is 37 feet high from base to top of ventilator on lantern.
The light is fixed white dioptric, elevated 82 feet above high water, and visible 14
miles. A storehouse, shed and landing wharf were also erected; the work being done
by day's labour, at a cost of $6,139.30.

60 MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910
LIGHT DISCOXTIXUED.

Cap Charles. — The old lower back pole light was permanently discontinued.

CHANGES AND IJtPROVEMENTS IN EXISTING AIDS.

Belle Isle (N.E. end.) — The cast-iron lig-hthouse tower was reinforced in concrete,
and further strengthened by concrete flying buttresses. A large coal and oil shed was
built, and hot air furnaces installed in the lightkeepers' dwelling houses. The work
was done by day's labour, and the expenditure was $8,550.56.

Belle Isle (S.W. end). — The wooden lighthouse tower, from which the low light
was shown, was taken down; the old foundation raised 3 feet, and a new circular
metal lantern placed thereon. The fog alarm machinery will be improved by the in-
stallation of a 12-H.P. Fairbanks-Morse kerosene engine, triplex pump, Clayton com-
pressors, and other machinery parts, which were purchased from the General Supply
Co. of Canada, Ltd., of Ottawa, Ont., for $1,596. A coal and oil shed was also built,
and foundations prepared for the new fog alarm building to be erected next season.
The work was done by day's labour, at a cost of $6,995.75.

Cape Bauld. — The new circular cast-iron lighthouse tower, in course of construc-
tion last year, was completed, and the illuminating apparatus placed thereon. A
new brick chimney was added to lightkeeper's dwelling house, and minor repairs made
to the fog alarm building. The work was done by day's labour, at a cost of $3,255.32.

Cape Norman. — The new double dwelling for the lightkeeper and fog alarm
engineer, in course of construction last year, was completed. The old lighthouse tower
was razed to the first floor and converted into a storehouse; the fog alarm reservoir
was repaired and the building drained. The work was done by day labour, at a cost
of $6,008.72.

Point Rich. — It was found necessary, in order to carry the new heavy illuminating
apparatus, to build concrete foundations, on which wooden framework was erected,
and carried up all around the outside of the lighthouse tower. The old lantern plat-
form was then removed and new wall plates, &c. laid. A wooden dwelling for the
lightkeeper was also erected. The work was done by day's labour, at a cost of $8,170.05.

Cape Ray. — Repairs were made to the lightkeeper's dwelling house, and a wooden
fence constructed around it. The foundations of the coal shed were strengthened,
and a trench dug to drain water from fog alarm building. The work was done by
day's labour, at a cost of $2,166.11.

Bird RocTcs. — The lighthouse tower was reinforced in concrete and increased 12 feet
in height, to clear the obstruction caused by the new fog alarm building. An oil shed,
blacksmith shop, and stables were also erected; the work was done by day's labour,
at a cost of $4,493.61.

Heath Point. — The lighthouse tower was increased 30 feet in height, in reinforced
concrete, and the extension sheathed in wood. The height of the tower is now 133 feet
from base to top of ventilator on lantern. The work was performed by contract, by
The Steel Concrete Company, of Montreal, for $6,095. The tower was hardly com-
pleted, however, when a heavy storm damaged the greater part of the sheathing on
the old portion of the building, which necessitated resheathing and repainting the
tower. The tower was further strengthened by fastening the concrete and stonework
together by iron hoops. The repairs and improvements were carried out by contract,
by the Steel Concrete Company, of Montreal, for $2,350.

Cape Rosier. — The lightkeeper's dwelling house was thoroughly repaired, and
water piping laid; the work being d ne by day's labour, at a cost of $2,403.17.

REPORT OF THE CHIEF ENGINEER 61

SESSIONAL PAPER No. 21

Cape Magdalen. — The new 3-inch diaphone plant, purchased last year, was in-
stalled, and replaces the fog whistle formerly in operation. The work of installation
was performed by day's labour, at a cost of $1,218.99.

Riviere a la Martre. — The lightkeeper's dwelling house was thoroughly repaired,
and a new coal and oil shed, erected. The work was done by day's labour, at a cost of
$1,691.92.

Father Point. — A new lighthouse tower was erected. It is a reinforced concrete
structure, octagonal in plan, reinforced by eight flying buttresses, and surmounted by a
circular metal lantern. The tower is 97 feet high from base to vane on lantern, and
the light is elevated 91 feet above high water, and visible fifteen miles from all points
of approach seaward. The tower was erected by day's labour, at a cost of $5,855.58.

Bicquette. — A new wooden fog-alarm building, rectangular in plan, was erected,
and a 3-inch duplicate diaphone plant installed, which supersedes the steam horn form-
erlj^ in operation. The diaphone plant was purchased from the Canadian Fog Signal
Company, of Toronto, for $8,500; the fog-alarm building being erected, and the
machinery installed by day's labour, at a cost of $6,662.41, which amount also includes
repairs to the lightkeeper's dwelling house.

River Valin. — Two range lighthouse towers were erected, to take the place of masts
formerly used to carry lights. The front tower is a wooden building, square in plan,
with sloping sides, surmounted by a square wooden lantern, and is 32 feet high from
base to top of ventilator on lantern. The back tower is a 4-section steel skeleton
structure, square in plan, with sloping sides, surmounted by an enclosed wooden watch-
room and square wooden lantern. It is 64 feet high from base to top of ventilator on
lantern. The front tower was erected by contract, by Mr. N. Warren, of Chicoutimi,
P.Q., for $570. The back tower was purchased from the Goold, Shapley, ]\[uir Com-
pany, of Brantford, Ont., for $540, and erected by day's labour, at a cost of $1,546.68,
which includes cost of cutting trees and clearing land around front lighthouse.

Pilgrims. — A new dwelling house was erected for the lightkeeper, the work being
done by day's labour, at a cost of $3,534.62.

In addition to the above, minor expenditures were incurred at stations as follows :

Brandy Pots, building shed $272 05

Pte. a Bastile, tower repairs 358 12

Domaine, payment for sites, &g 212 30

Hospital Rock, for sites, &c 163 69

Little Metis, repairs 341 99

MOXTREAL AGENCY.

LIGHT DISCONTI>'UED.

He a, la Pierre. — The light formerly maintained on the pier was permanently
discontinued.

CHANGES AND IMPROVEMENTS IN EXISTING AIDS.

Batiscan. — The range lights were moved to new positions, in the axis of the
widened and improved channel. A new concrete pier was constructed for the front
light. It is 40 feet square at bottom, with battered sides, and is surmounted by a
small octagonal iron lantern. A new 3-section steel skeleton tower was provided for
the back light. It is square in plan, with sloping sides, surmounted by an inclosed
wooden watchroom and square wooden lantern. It is 62 feet high from base to top of
ventilator on lantern. The work was done by day labour, at a cost of $9,832.26.

62 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Port St. Francis. — The steel skeleton tower, from which the back range light is
sho\\ai, in course of construction last year, was completed by day's labour, at a cost
this season of $1,110.97.

No. 2 Curve, Lake St. Peter. — The rebuilding of piers, which was in progress last
year, was completed. Both piers were strengthened by reinforced concrete and steel
bars, and a concrete nosing built on upstream end of back pier; a large quantity of
stone ballast being filled in around them. The middle pier was rebuilt in concrete to
a height of 8 feet above low water, and stone ballast filled in around it. Cast-iron
anchor locks were sunk in cement for holding anchors of steel tower which will be
erected during the coming season. The work was done by day's labour, at a cost dur-
ing the present season of $74,080.46.

Gallia Bay. — Owing to the soft bottom at the sites, the front and back piers of
the upper range and the front pier of the lower range settled unevenly. Pilework
was driven in around them, the old concrete work picked and reinforced with steel
bars, a reinforced concrete belt, 2 feet thick, placed around pilework, and heavy
boulders piled around outside of all, to act as a further protection. The work was
done by day's labour at a cost of $6,775.58.

lie de Grace. — The water having undermined the front pier, pilework was driven
around it and riprap placed between piles. The work was done by day's labour at a
cost of $537.30.

Ste. Anne de Sorel. — The water having undermined the front pier, pilework was
driven around it and riprap placed between piles. The work was done by day labour
at a cost of $1,193.35.

Sorel. — Water piping and fixtures were laid from the water works to the govern-
ment wharf and buildings, the work being done by contract, by Mr. W. Cote, of Sorel,
P.Q., for $1,290.

He Deslaicriers. — A new 4-section steel skeleton tower was erected to replace the
back range tower of this range, on the eastern shore of lie Ste. Therese, for the pur-
pose of increasing the difference in height between the front and back light. It is
square in plan, with sloping sides, surmounted by an inclosed wooden watch-room
and square wooden lantern. The tower is 82 feet high from base to top of ventila-
tor on lantern, and was purchased from the Goold, Shapley & Muir Company, of
Brantford, Ont., for $668.50. It was erected by day's labour at a cost of $704.76.
The old three-section tower has been taken down and will be utilized elsewhere.

He a la Bague. — The old octagonal wooden lighthouse tower was pulled down
and a new two-section steel skeleton tower erected. It is square in plan, with sloping
sides, surmounted by an octagonal wooden lantern, and stands on a square concrete
pier with battered sides. This tower was formerly in use at Port St. Francis and
is designed for removal every winter. The work was done by day labour at a cost
of $1,107.60.

Varennes. — The concrete wall supporting the steel tower of the back light be-
came unstable, seriously endangering the stability of the tower. Temporary repairs
were, therefore, carried out to hold the tower sufficiently until next season, when
repairs of a more permanent character will be executed. The work was done by day's
labour at a cost of $946.95.

In addition to the above, minor repairs were executed at the following stations: —

Guard pier, shelter shed $ 84 39

He aux Eaisins, repairs to dwellings 66 00

Lake St. Peter lightship, repairs 96 64

Pointe du Lac, purchase of site 75 00

Repentigny, repairs to back tower 183 75

REPORT OF THE CHIEF EXGIXEER 63

SESSIONAL PAPER No. 21 ^

OXTARIO.

XEW AIDS TO XAVIGATIOX.

Rideau Canal. — Lights and day beacons were established on several stretches of
the Rideau canal, as follows: 20 lights on River Styx, 10 above Poonamalee, and 4
at Chaifey lock, 13 tripod day beacons beilow Catchall island, and 4 at Mud island.
The lights are exhibited from hand lanterns hung inside tripods at an elevation of
from 4 to 6 feet above the water. The lanterns on the starboard hand show fixed red
lights, and those on the port hand fixed white, visible at least half a mile in all
directions except where obscured by the legs of the tripods. The tripods consist of
cedar poles driven in shallow water, with the heads bound together. The tripods
were supplied by contract by the Rideau Lakes Navigation Company, Ltd., of King-
ston, Ont., for $1,942.25, which amount included the placing of the lights in their
proper positions.

Port Stanley. — A reinforced steel concrete tower is in course of erection on the
government breakwater, the work being done by contract by Mr. F. R. Miller, of
Port Stanley, Ont., for $-3,850.

Chenal Ecarte. — Two range lights were established on the northern end of Wal-
pole island to lead into this channel. The lights are fixed white, shown from pressed
lens lanterns hoisted on poles. The front pole is 8 and the back pole 20 feet high,
with small shed attached. The work was done by day's labour at a cost of $248.46.

Flowerpot Island. — A fog-alarm was established at this light station. It con-
sists of a 4-h.p. standard li-inch diaphone plant, purchased from the Canadian Fog
Signal Company, of Toronto, for $2,400. A rectangular wooden fog-alarm building
was erected by day's labour, and, with the installation of machinery, cost $2,010.65.

Hope Island. — The 3-inch duplicate diaphone plant, purchased last year, was in-
stalled by day labour, at a cost of $1,647.40.

Parry Sound. — The departmental wharf for the storing of buoys, &c., and berth-
ing of government steamers, in course of construction last year, was completed, the
work being done by contract, by Messrs. Pratt & McDougall, of Midland. Ont., for
$39,700. In addition to above, the ground alongside the departmental agency building
was filled in, the work extending some 50 feet into the water, and a small railroad
track laid for the purpose of transporting material about the wharf and store. The
work was done by day labour at a cost of $6,046.58.

Spruce Shoal. — The reinforced concrete beacon, in course of construction la?t
year, was completed, the work being done by contract, by Mr. T. A. "White, of Parry
Sound, Ont., for $13,373.38. The beacon is octagonal in plan, sloping up from the
water to a central tower which holds a gas tank surmounted by a small steel frame
with lens lantern; the height of gallery of tower above water is 21 feet.

Point Porphyry. — The installation of the new 3-inch duplicate diaphone plant
with two 6-h.p. kerosene engines was completed by day's labour at a cost of $294.84,

Welcome Islands. — The new li-inch diaphone plant was installed by day's labour,
at a cost of $102.85.

LIGHTS DISCOXTIXUED.

Britannia. — The light formerly maintained on the Electric Railway Company's
pier was permanently discontinued.

East Neehish. — The upper range lights formerly maintained in the eastern channel
of River St. Mary were permanently discontinued.

64 MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910

Footes Doch. — The fixed red light formerly maintained on this dock was per-
manently discontinued.

Goderich. — The fixed green light formerly shown on the north pier was per-
manently discontinued.

Meaford. — The fixed white light formerly shown from a lantern on a pole, on
outer end of east pier, was permanently discontinued.

Welter Bay. — The back range light, at southwestern end of Quinte carrying place,
was permanently discontinued.

CHANGES AND lilPROVEMEXTS IX EXISTING AIDS.

Nine-Mile Point. — Alterations were made to the fog alarm boiler room to accom-
modate an extra 25-h.p. Eobb-Mumford boiler, which was installed. A reinforced
concrete chimney was erected at the fog alarm building; repairs made to breakwater,
and drainage improvements executed to dwelling house of fog alarm engineer. The
work was done by day's labour, at a cost of $2,108.11.

Pigeon Island. — The old combined lighthouse and dwelling was pulled down and
replaced by a specially designed 4-section steel skeleton tower, and a separate dwelling.
The new tower is square in plan, with sloping sides, surmounted by an inclosed wooden
watchroom, and has a spiral staircase, inclosed in cylindrical steel form, constructed
from base of tower to watchroom floor. The new dwelling house is a neat wooden
building. A new boathouse was also built, as well as cribwork protection work. The
st€el tower was purchased from the Goold, Shapley & Muir Co., of Brantford, Ont.,
for $1,677, and the construction work was carried out by day's labour at a cost of
$3,591.84.

Wicked Point. — Two hundred feet of cribwork was constructed at the northwest
€nd of breakwater, and the breakwater repaired. Minor repairs were also executed to
lighthouse tower and keeper's dwelling. The work was done by day's labour at a cost
of $788.95.

Toronto. — A wooden dwelling house was erected for the fog alarm engineer at the
East gap station ; the work being done by contract, by Messrs. J. D. Young & Son, of
Toronto, for $3,295.78. Protection work was also executed at the east breakwater to
ensure the safety of the fog alarm building. The work was done by day's labour, at
a cost of $214.75.

Port Dalhousie. — The back light pier was repaired and foundations of lighthouse
towBr renovated. The work was done by day labour, at a cost of $801.25.

Port Colhorn&. — The interior of the fog alarm building was sheathed, and a
wooden floor laid; an oil shed was erected, and some machinery fittings supplied to
the fog alarm plant. The work was done by day labour, at a cost of $713.98,

Stag Island. — A lighthouse tower was erected on the southern end of Stag island
shoal, replacing the pole light formerly exhibited. It is a wooden building, square
in plan, with sloping sides, surmounted by a square wooden lantern, and is 22 feet
high from base to top of ventilator on lantern. The tower stands upon a reinforced
concrete pier, square in plan, with battered sides. The work was done by day's labour,
at a cost of $3,403.06. (See illustration.)

Goderich. — The pole and lantern from which the back range light was formerly
exhibited were replaced by a 3-section steel skeleton tower. It is square in plan,
with sloping sides, surmounted by an inclosed wooden watchroom and square wooden
lantern, and is 64 feet high from base to top of ventilator on lantern. The tower
was purchased from the Goold, Shapley & Muir Co., of Brantford, Ont., for $502.80,

REPORT OF THE CHIEF ENGINEER 65

SESSIONAL PAPER No. 21

and was erected by day's labour, at a cost of $686.11. An oil shed was also erected by
daj-'s labour, at a cost of $97.54.

Cabot Head. — The fog alarm building and plant were destroyed by fire, in August,
1907. A new wooden rectangular fog alarm building was, therefore, erected, and
a duplicate 12-h. p. 3-inch diaphone plant, purchased from the Canadian Fog Signal
Company, of Toronto, for $8,100, installed. The fog alarm building was erected by
contract, by Mr. J. C. Kennedy, of Owen Sound, Ont., for $2,463.

CaTpe Croker. — A new lighthouse tower was erected. It is an octagonal reinforced
concrete structure, surmoim.ted by a circular metal lantern, and is 53 feet high from
base to vane on lantern. The work was done by contract, by The Forest City Paving
and Construction Company, of London, Ont., for $1,820.

Owen Sound. — Two new range lighthouse towers were erected, both towers being
steel skeleton structures, square in plan, with sloping sides, surmounted by inclosed
wooden watchrooms and octagonal iron lanterns. The front tower is 50 feet high
from base to top of vane on lantern, and was formerly in use at Point au Baril. The
back tower (see illustration) is 82 feet high from base to top of vane on lantern, and
was purchased from the Goold, Shapley, Muir Company, of Brantford, Ont., for
$668.50. The towers were erected by day's labour, at a cost of $1,637.86.

Point au Baril. — The old back lighthouse tower was taken down and removed
to Owen Sound, where it now forms the front tower of that range. It was replaced
by a new 4-section steel skeleton tower, square in plan, with sloping sides, surmounted
by an inclosed wooden watchroom and square wooden lantern, and has the side of the
framework facing the channel covered with wooden slatwork. The lantern is painted
white; and the watchnoom and slats are painted white with a vertical black strii)e on
the front face. The height of the tower from its base to the ventilator in the lantern
is 81 feet. The fixed red catoptric light is elevated 93 feet above the water, and
should be visible ten miles. The work was done under contract by ^XTr. Geo. W. White,
of Parry Sound, at a cost of $570. The steel framework of the lighthouse was pro-
vided under contract by the Goold, Shapley, Muir Company, of Brantford, for $668.50.
The total cost of the work to date was $1,237.

The higher tower was erected here because it was difficult to see the old light
when approaching outside the reefs lining the channel in from Georgian bay, and
a higher light could be seen over the point of woods and more easily aligned with the
front light.

Sailors Encampment. — The two range mast lights were replaced by inclosed
wooden towers, square in plan, with sloping sides, surmounted by square wooden lan-
terns, each tower being 33 feet high from base to the tqp of ventilator on lantern. The?
work was done by day's labour, at a cost of $1,686.71.

Coppermine Point. — A new lighthouse tower was erected, replacing the lantern
on open framed pyramid formerly exhibited. It is a wooden building, square in plan,
with sloping sides, surmounted by an octagonal iron lantern, and is 32 feet high from
base to top of ventilator on lantern. The tower was erected by contract, by Mr. J. C.
Kennedy, of Owen Sound, Ont., for $1,200.

In addition to the above, minor repairs were executed at the following stations : —

Buckom Point, new pier $350 00

Collingwood, boathouse 317 58

Fort WiUiam, temporary pole lights 322 02

Lonely Island, tower repairs 351 16

Port Burwell, tower repairs 113 62

21—5

66 MARJNI-J AXD FISHERIES

9-10 EDWARD VII., A. 1910

Hed Rock, tower repairs 243 66

Thessalon, oil store 212 Y9

Victoria Island, tower repairs 284 30

West Sister Rock, repairs to dwelling 298 94

Thames River, boathoiise 250 00

Shoal Point, tower repairs 197 51

BRITISH COLUMBIA.

NEW AIDS TO NAVIGATION.

Estevan Point. — A 5-inch duplicate 12-horse-power diaphone plant, purchased
from the Canadian Fog Signal Company, of Toronto, for $12,500, was installed in the
new fog-alarm building erected last year. A 100-foot reinforced steel concrete light-
house tower will be erected next season, and a portion of the steel and other material
for this have already been purchased. The work is being done by day's labour, and
the expenditure this year, exclusive of cost of diaphone plant, was $5,833.35.

Cape Beale. — The 3-inch duplicate diaphone plant, purchased last year, was in-
stalled, the work being done by day labour, at a cost of $523.44.

West Coast Trails. — Last year a si)ecial appropriation was made in the depart-
mental estimates for establishing and maintaining life saving stations and construct-
ing a pack-horse trail along the west shore of Vancouver Island, between Barkley
sound and Port San Juan, and about twenty-two miles of trail were completed. This
year the work was continued and the trail extended a farther distance of about eight
miles. Owing to the great depth of vegetable matter lying under several portions of
the trail cut last year, the road became so soft in places during wet weather that pack
horses were unable to travel over it. The trail was, therefore, gone over again, and,
wherever necessary, an extra bedding of brush and gravel was laid to remedy the
defect. The route of the trail follows the coast line generally, but occasionally strikes
off inland where necessary to avoid rocky country or ground over which a trail could
not be constructed. The work is being done by day's labour, and the total expendi-
ture to date has been $93,446.65.

Scarlett Point. — A fog-bell was established. It is suspended in a small wooden
tower which was erected by day's labour, at a cost of $269.75.

Ivory Island. — The installation of the l^-inch diaphone plant was completed, and
several extra fittings and spare parts supplied; the work being done by day's labour,
and the total expenditure being $2,222.39.

Gas-lighted Beacons. — Gas-lighted beacons were established by the Commissioner
of Lights' Branch at the following places: — (1) Look-out Island, Halibut channel;
(2) Helen point, Mayne island ; (3) "Walker rock, Trincomali channel ; (4) Coffin islet.
Oyster harbour; (5) First Narrows, Burrard inlet; (6) White islet, Seechelt penin-
sula; (7) Ragged island, Lund; (8) Chatham point. Discovery passage. These bea-
cons consist of steel cylindrical tanks, standing on steel framework, surmounted by
pyramidal steel frames supporting lanterns. The illuminant is acetylene, generated
automatically, and the lights are unwatched lights. No special account was kept of
the actual cost of each of these beacons, as the labour on them was performed by the
crews of the C.G.S. Quadra and the hired steamer Cascade, as opportunity offered, and
took a longer or shorter time as local conditions prevailed. The cost is, therefore,
partly included in the payments made for the steamer Cascade and in the wages of the
crew of the Quadra, but the cost of the materials used in the construction of these
beacons was $1,623.44.

REPORT OF THE CHIEF ENGINEER 67

SESSIONAL PAPER No. 21

CHANGES AND IMPROVEMENTS IN EXISTING AIDS.

Lennard Island. — Repairs and improvements were executed to the fog-alarm
building; the work being done by day's labour, at a cost of $742.58.

Trial Island. — A new lantern platform was erected on the light house tower and
an improved lantern erected, the work being done by day's' labour at a o3st of $356.64.

In addition to the above, minor repairs were executed at the following stations : —

Ballenas Islands, machinery fittings $51 22

Pine Island, clearing land 60 00

Sisters Island, machinery fittings 51 22

Yellow Island, machinery fittings 51 22

The whole respectfully submitted.

WM. P. AXDERSON, M. Inst. C.E.,

Chief Engineer.

Chief Engineer's Office,

Department of Marine and Fisheries,

Ottawa, Canada, April 1, 1909.

21— 5i

68 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 2.
ANNUAL EEPORT OF THE COMMISSIONER OF LIGHTS BRANCH.

To the Acting Deputy Minister of Marine and Fisheries.

Sjr, — I have the honour to submit the sixth annual report of this branch. The
principal work performed has been the substitution of modern dioptric apparatus
in a number of major coast lights, the improvement of minor coast lights by the in-
stallation of petroleum vapour as an illuminant, an extension of the gas buoy and
beacon service throughout the variovis provinces and the maintenance of lights and
other aids to navigation throughout the Dominion, together with the installation of
what new apparatus was required at new stations.

The gas buoys and beacons have given general satisfaction. Two losses have
occurred with regard to gas buoys, one in New Brunswick and one in Ontario. In
the New Brunswick district, a No. 11 gas and whistling buoy, serial No. 575, which
was stationed at Northwest Ledge, Brier island, broke from its moorings and drifted
ashore. The lantern and superstructure were saved, but the buoy sank in three
fathoms of water. It is bDped that the buoy can be recovered and repaired. In On-
tario a No. 11 gas whistling buoy, serial No. 569, which was stationed at Lone Rock,
Georgian bay, disappeared during a storm on November 15, 1908, and has not been
recovered.

The submarine bells have given excellent service. When these aids to navigation
were first established, some difficulty was experienced in obtaining a serviceable bell,
but an improved type of bell was established in the summer of 1907. These bells
have been in service since that time and have not required any attention though
the submarine cable leading to one of the bells at Negro Head, N.B., failed. This
cable will be raised and repaired as soon as weather permits. Four shore stations
are in operation — Negro Head, Yarmouth, Chebucto Head and Louisburg — and five
lightship stations — Lurcher, Anticosti, White island. Red island and Prince Shoal.

In the Nova Scotia agency the Lady Laurier and Aberdeen have been in use in
connection with the lighthouse and buoy service. The buoys on the Bay of Fundy
coast of Nova Scotia, from Cape Sable inward, are under the control of the New
Brunswick agency.

In the New Brunswick agency, it has not yet been possible to provide a permanent
base of operations but it is hoped that this will be accomplished in the near future.
Owing to the large amount of work to be carried out, it was necessary to utilize the
services of the chartered steamer Eestigouche for some time in connection with buoy
work.

In the Prince Edward Island agency the C.G.S. Brant is useful in delivering
lighthouse supplies, but is not large enough to handle the larger buoys. The gas
buoys were placed in the spring by the Stanley and raised in the fall by the Aber-
deen.

In the Quebec agency facilities for handling lighthouse supplies and buoys are
satisfactory. The whistling buoy and bell buoy at the Magdalen islands, which have
hitherto been under the control of the Quebec agency, have been put under the care
of the Prince Edward Island agency, and a suitable derrick has been erected on the
government wharf at Grindstone island for the purpose of handling the buoys.

The Dominion lighthouse depot at Prescott still continues to be an establishment
of great usefulness. From the depot is administered the buoy service between Mon-
treal and Kingston. The depot is also a distributing i>oint for apparatus throughout
tl^e Dominion, likewise a manufacturing centre for lighthouse apparatus of a special
nature. Photometric and other tests are performed fpom time to time in order to.

REPORT OF TEE COMMISSIONER OF LIGHTS 69

SESSIONAL PAPER No. 21

determine the usefulness of new apparatus or to establish a comparison between vari-
ous types of apparatus. In connection with the experimenting and manufacturing
work, an important advance has been made in the development of a revolving mer-
curial joint, which makes possible the use of petroleum vapour as an illuminant
in conjunction with revolving reflectors. By this means a light of as high power as
48,000 candles can be manufactured at a moderate cost. See plates 1 and 2. Plate
1 shows an elevation of a high power catoptric revolving light in a lantern 10 feet
diameter. This arrangement has been rendered successful by the use of the high,
pressure frictionless mercurial joint shown in plate 2. This revolving joint differs
entirely from the familiar mercury seal in that it oonsists of a series of annular
cells containing mercury, the pressure being transmitted outward from one cell to
the next through the medium of another liquid of low specific gravity (oil) until the
pressure is reduced to atmospheric. A * six-series ' joint, two feet long, is approxi-
mately equivalent to an ordinary mercury seal 12 feet long.

The work in the Parry Sound agency consists particularly in the maintenance of
the gas buoys and acetylene lights on the Georgian bay. The service is handled by
the aid of a derrick scow and chartered tug. The construction of a suitable steamer
for this agency is nearing completion in England and it is expected that she will reach
Parry Sound in the course of two months. This steamer will be available for handling
lighthouse supplies for the Ontario district. Hitherto these supplies have been
delivered by chartered vessels..

In the British Columbia agency, there has been considerable development. Hitherto
only one vessel, the C.G.S. Quadra, has been available and owing to the extensive
coast line has proved entirely inadequate. For this reason, it was necessary to charter
other vessels for various periods of time. The derrick scow is a useful auxiliary and
especially so now that the Newington has been purchased for service in this agency.
By reason of the extensive coast line and the rapidly increasing service, the day is
not far distant when it will be necessary to add another steamer to the department's
fleet in British Columbia.

Please find herewith inclosures as follow : —

Inclosure 1. Statement by provinces showing new aids to navigation established
throughout the Dominion, also improvements effected in existing lights in the fiscal
year 1908-9.

Inclosure 2. Statement by provinces showing the number of lightstations, lights,
fog alarms and warning buoys in service during the fiscal year 1908-9.

Inclosure 3. Statement by divisions showing the number of gas buoys in service
throughout the Dominion during the fiscal year 1908-9,

Inclosure 4. Statement giving complete list of stations at which gas buoys were
in operation throughout the Dominion during the fiscal year 1908-9.

Inclosure 5. Outline chart Atlantic coast of Canada showing quick flashing lights
of the hyper-radial, 1st order, 2nd order, 3rd order, 3rd order small model and 4th
order in operation during the fiscal year 1908-9.

In conclusion, I desire to express and record my appreciation of the able assistance
rendered by my staff and the untiring application to duty exhibited by each member.
It would not have been possible to carry out the large and increasing amount of work
which is devolving upon this branch without the co-operation of all the officers con-
nected with it.

I have the honour to be, sir.

Your obedient servant,

J. G. MACPHAIL,

Acting Commissioner of Lights.
Commissioner of Lights Office,

Department of Marine and Fisheries, Canada.

March 31, 1909. *

70 MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

INCLOSURE NO. 1.

Statement by provinces showing new aids to navigation established throughout the
Dominion, also improvements eflfected in existing aids during the fiscal year 1908-9.

NOVA SCOTU.

New Lights.

Amherst Point. — 360° 5th order French lens with brass siard and --ing, duplex
lamp.

Biglow Point, Pvgwash Harbour, Front Light. — 240° Chance lens with brass plate
and support and Diamond gas automatic occulting machine.

Bigloiv Point, Pugwash Harhour, Back Light. — Constant level lamp with 20-inch
silvered copper reflector.

Eatonville. — 5th order 360° French lens with brass stand and ring and duplex
lamp.

Maitland. — 360° Chance anchor lantern.

Ulitchener Point. — 360° 5th order French lens with brass stand and ring, duplex
lamp.

Stevens Point, Pugwash Harhour, Front Light. — Constant level lamp and reflector.

Stevens Point, Pugwash Harhour, Bach Light. — Constant level lamp and 20-inch
silvered copper reflector.

Improvements.

Beach Point, Puhnico Harhour. — A 4th order dioptric occulting white light and
new lantern, visible for six seconds and eclipsed for four seconds, alternately, has been
substituted for the fixed white, 7th order dioptric light. The illuminant is petroleum
vapour burned under an incandescent mantle.

Cape Fourchu. — A 2nd order dioptric single flashing light and lantern, giving one
flash every two and one-half seconds, thus : —

Flash .25 seconds.

Eclipse 2-25 "

replaces the revolving white catoptric light. The illuminant is petroleum vapour
burned under an incandescent mantle. Candle power 270,000.

Cape George, Northumherland Strait. — The Catoptric revolving white light has
been discontinued and replaced by a third order dioptric triple flashing light having the
following characteristic : —

Flash -25 seconds.

Eclipse 100

Flash -25

Eclipse 100

Flash -25

Eclipse .. 4-75

The total period being 7-50 seconds. The illuminant is petroleum vapour burned
under an incandescent mantle. Candle power, 55,000.

Little Hope. — A 2nd order dioptric double flashing light and lantern has been
e^cted in the new tower, replacing the dioptric 6th order occulting white light which

REPORT OF THE COMMISSIONER OF LIGHTS 71

SESSIONAL PAPER No. 21

•was placed temporarily. The light is flashing white, having the following character-
istic : —

Flash -4 seconds.

Eclipse 16 "

Flash -4

Eclipse 7-6 "

The illuminant is petroleum vapour burned under an inoande-seent mantle.
Candle-power 270,000.

St. Paul's Island, S.W. — A 55 mm. Diamond vapour installation and adjustable
brass stand replaces the duplex lamp.

Samhro. — An 85 mm. Chance vapour installation replaces the acetylene light.

Loto Point, Sydney Harbour. — The fixed white catoptric light has been replaced
by a 3rd order double flashing light and lantern, showing two bright flashes of -25
seconds duration, separated by an eclipse of -75 seconds, followed by an eclipse of 3-75
seconds, the total period being 5 seconds, thus : —

Flash -25 seconds.

Eclipse -75 "

Flash -25

Eclipse 3-75

The illuminant is petroleum vapour burned under an incandescent mantle.
Candle power, 100,000.

Westport. — The catoptric fixed white light has been replaced by a 5th order 360°
Chance lens and 25 mm. Diamond vapour installation with bras^ and iron stand.

Wilmot Bluff. — A 5th order fixed white light supersedes the old catoptric light.

Gas Buoy Services.
The following new buoys have been placed: —

Low Point, Liverpool Harbour. — Gas and bell buoy.

Pubnico. — Gas and whistling buoy.

Shelbourne. — Gas and whistling buoy.

Sydney. — Gas and whistling buoy.

South East Bay, Sydney Harbour. — Gas buoy.

Other Aids to Navigation.

Berry Head. — Hand fog horn.

Bon Portage Island. — The bell buoy hitherto maintained at this point has been
superseded by a whistling buoy.

Horseshoe Ledge, .Bt. Mvirgaret Bay. — Bell buoy established.

Fishery Point, Sheet Harbour Passage. — Bell buoy established.

Kingsport. — Hand fog horn.

Loclcwood Bock, South Coast. — Whistling buoy.

McMillan Point. — Hand fog-horn.

Mud Dick Shoal, Main-a-Dieu Bay. — A bell buoy replaces the steel conical buoy
heretofore moored at this point.

M alone Shoal, Spry Bay. — Iron can buoy.

Mad Moll Reef, Spry Bay. — Iron conical buoy.

Miisquodoboit Shoal, off Harbour Island. — Whistling buoy. Iron can buoy has
been established half- mile s. 62 w. from Harbour island.

72 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
Nixonmate Shoal. — ^Bell buoy.
Port Latour. — Fairway bell buoy.
Stonehouse. — Iron can buoy.

' NEW BRUNSWICK.

' New Lights.

Fort Moncton. — 7th order 240° Chance lens and brass stand -with duplex lamp.
Kouchihouguac Ranges. — Front light, anchor lantern; back light, anchor lantern;
front light, anchor lantern; back light, anchor lantern.
Portage Island. — 240° Chance anchor lantern.
Reid Point. — 240° Chance anchor lantern.
Richihucto, Front Light. — 180° Chance anchor lantern.
Eichihucto, Back Light. — 180° Chance anchor lantern.

Improvements.

Escuminac. — A 55 mm. Diamond vapour installation replaces the duplex lamp.

Caraquet. — The catoptric light has been replaced by a 360° 5th order French lens,
and 25 mm. Diamond vapour installation.

Heron Island, Ghaleur Bay. — A new lantern and 5th order 360° French lens
and a petroleum vapour light has been substituted for the catoptric apparatus here-
tofore in use.

McMann Point. — 6th order dioptric illuminating apparatus replaces the catoptric
light.

Machias, Seal Island, near middle of island. — A 55 mm. Diamond vapour installa-
tion replaces the duplex lamp.

Machias, Seal Island, S.E. from North Northwesterly light. — A 55 mm. Diamond
vapour installation replaces the duplex lamp.

Miscou Island, Chaleur Bay. — A 3rd order dioptric double flashing light and lan-
tern superseded the group revolving white catoptric light. The new light gives two
flashes every 7i seconds, thus: —

Flash .5 seconds.

Eclipse 1-00 "

Flash .5 "

Eclipse 5-5 "

The illumination is petroleum vapour burned under an incandescent mantle.
Candle power, 100,000.

Pecks Point, Chicgnecto Channel. — The lighthouse formerly at Wards point has
been moved here and a 7th order dioptric fixed white light has been established.

Portage Island, Miramichi Bay. — A 4th order dioptric occulting white light and
new lantern replaces the old fixed white catoptric light. The new light is visible for
7 seconds with an eclipse of two seconds alternately. The illuminant is petroleum
vapour burned under an incandescent mantle.

Swallowtail, Grand Manan. — The 4th order dioptric fixed white light has been re-
placed with a 4th order dioptric occulting white light, visible for 4 seconds and
eclipsed for 2 seconds alternately. The illuminant is petroleum vapour burned under
an incandescent mantle.

Other Aids to Navigation.

Cranherry Point, Lepri^u Bay. — A bell buoy replaces the spar buoy heretofore
moored at this point.

REPORT OF THE COMMISSIONER OF LIGHTS 73

SESSIONAL PAPER No. 21

Prangle Point, Whitehead Island.— A bell buoy replaces tbe black can buoy
hitherto moored at this point.

Gas Buoy Service.

The following new buoys have been placed: —
Quaco Ledge. — Gas and whistling buoy.
Young's Point, Caraquet River. — Gas buoy.
Grassy Point, Caraquet River. — Gas buoy.

PREsCE EDWARD ISLAKD.

Improvements.

Blockhouse Point.— The catoptric light heretofore in operation has been replaced
by a 360° 4th order French lens, and 35 mm. Diamond vapour installation with adjust-
able brass and iron stand.

Brighton Beach, Front Light. — A 25 mm. Diamond vapour installation replaces
the duplex lamp formerly used.

Brighton Beach, Bad Light.— K 25 mm. Diamond vapour installation replaces the
duplex lamp formerly used.

Cascumpeque. — A 35 mm. Diamond vapour installation and adjustable brass stand
replaces the duplex lamp formerly used.

Fish Island, Main Light. — A 35 mm. Diamond vapour installation and adjustable
brass stand replaces the duplex lamp formerly used.

Indian Point. — A 35 mm. Diamond vapour installation replaces the duplex lamp
formerly used.

Point Prim. — The catoptric light has been superseded by a 4th order 360° Chance
lens and 25 mm. Diamond vapour installation with brass and iron stand.

Souris, East. — A 35 mm. Diamond vapour installation replaces the duplex lamp
formerly used.

QUEBEC.

New Aids.

Bonaventure. — 360° Chance anchor lantern.
Cape Chat Wharf. — 360° Chance anchor lantern.

English Bay. — 5th order 270° French lens, with brass and iron stands, and a 25
mm. Diamond vapour installation.

L'lle, Bonaventure. — 240° Chance anchor lantern.
New Richmond. — 360° Chance anchor lantern.
Perce Wharf. — 180° Chance anchor lantern.
St. Godfrey. — 240° Chance anchor lantern.

Three Rivers, Front Light. — 4th order French lens and capillary lamp.
Three Rivers, Bach Light. — 4th order French lens and capillary lamp.
Cape Anguille, Newfoundland. — 3rd order dioptric double flashing light and lan-
tern has been erected at this point. The light is flashing white, showing a group of two
flashes every ten seconds, thus: —

Flash -525 seconds.

EcUpse 1-350

Flash -525

Eclipse 7-600

The illuminant is i)etroleuni vapour burned under an incandescent mantle. Candle
power 100,000.

74 ilAh'IM'J AXn risllIJRlES

9-10 EDWARD VII., A. 1910
IMPROVKMKNTS.

Batif^can, Bach Light. — Constant level lamp and 20-inch. silvered copper reflector.
Batiscan, Back Light. — Constant level lamp and 20-inch silvered oapper reflector.
Brandy Pots. — A 35 mm. Diamond vapour installation and adjustable brass stand
replaces the duplex lamp heretofore used.

Cap-au-Oies. — The catoptric fixed white light has been replaced by an occulting
white light, visible for ten seconds and eclipsed for five, alternately. The apparatus
is dioptric of the 4th order. The illuminant being petroleum vapour burned under an
incandescent mantle.

Cape Magdalen, Gaspe Co. — A 3rd order dioptric triple flashing light and lantern
has been erected on the new tower, the light is flashing white showing three bright
flashes at intervals of six seconds, followed by an interval of 17^ seconds, thus : —

Flash .5 seconds.

Eclipse 5-5 "

Flash .5 "

Eclipse 5-5 "

Flash .5 "

Eclipse 17-5 "

Complete revolution, 30 seconds. The illuminant is ijetroleum vapour burned
under an incandescent mantle. Candle power, 55,000.

JJeslauriers. — Constant level lamp with 24-inch silvered copper reflector.

Entry Island. — The fixed white light heretofore shown at this point has been
changed to a 4th order dioptric occulting white light, visible for four seconds and
eclipsed for six seconds alternately. The illuminant is petroleum vapour burned
under an incandescent mantle.

Heath Point, Anticosti. — A first order dioptric single flashing light and lantern
has been erected at this point, replacing the catoptric fixed white light heretofore ex-
hibited. The characteristic is as follows: —

Flash .21 seconds.

Eclipse 7-29 "

The illuminant is petroleum vapour burned under an incandescent mantle. Candle
power, 500,000.

Little Metis. — The old alternating red and white catoptric light has been super-
seded by a 3rd order dioptric flashing white light, showing a group of three bright
flashes every 7J seconds, thus : —

Flash -25 seconds.

Eclipse. . . 1-00 "

Flash .' .25 "

Eclipse 1-00 "

Flash .25 "

Eclipse 4. 75 "

The illuminant is petnoleum vapour burned under an incandescent mantle. Candle
power 55,000.

Riviere Valin, Front Light. — A 7th order 120° Chance lens with duplex lamp
replaces the catoptric light formerl;^ exhibited.

Riviere Valin, Back Light. — A constant level lamp with 20-inch silvered copper
reflector.

South Traverse, (Temporary). — 360° Chance anchor lantern.
West Point, Anticosti. — A 55 mm. Diamond vapour installation and adjustable
brass stand replaces the duplex lamp used heretiofore.

REPORT OF THE COilMI^^SIOXER OF LIGHTS 75

SESSIONAL PAPER No. 21

Belle Isle, Newfoundland, High Light. — The fixed white light has been changed
to an occulting white light, visible for five seconds and eclipsed for five seconds alter-
nately. The illuminant is petroleum vapour burned under an incandescent mantle.

Belle Isle, Newfoundland, Low Light. — The fixed catoptric light has been changed
to an occulting white light, visible for 5 seconds and eclipsed for 5 seconds alternately.
The apparatus and lantern being of the 2nd order dioptric. The illuminant is petro-
leum vapour burned under an incandescent mantle.

Cape Bauld, Newfonudland. — A 2nd order dioptric double flashing light and lan-
tern replaces the alternating red and white catoptric light heretofore shown. The
illuminant is petroleum vajwur burned under an incandescent mantle. The character-
istic of the new light is as follows: —

Flash -56 seconds.

Eclipse 1-94 "

Flash -56 •'

Eclipse 11-94 ''

Complete revolution, 15 seconds. Candle-power, 270,000.

Point Bich, Newfoundland. — The revolving white catoptric light heretofore shown
at this point has been superseded by a 3rd order dioptric double flashing light, shewing
two flashes every 5 seconds, thus: —

Flash -25 seconds.

Eclipse -75 "

Flash -25 "

Eclipse 3. 75 ''

The illuminant is petroleum vapour burned under an incandescent mantle.
Candle-power, 100,000.

Ontario.
New Lights.
Argenteuil Bay, Ottawa River, Front Light. — 120^ Chance anchor lantern.
Argenteuil Bay, Ottawa River, Back Light. — 120^ Chance anchor lantern.
Cohourg Range, Front Light. — 360° Chance anchor lantern.
Cohourg Range, Back Light — 360° Chance anchor lantern.
Sheguiandah Range, Front Light — 240° Chance anchor lantern.
Sheguiandah Range, Back Light. — 120° Chance anchor lantern.
Three Mile Point. — 200 mm. special acetylene lighthouse lantern and acetylene
tank.

Walpole Island, Front Light. — Piper lantern with 8" pressed lens.
Walpole Island, Bach Light. — Piper lantern with 8" pressed lens.

Improvements.

Bois Blanc. — The catoptric light has been removed and a 4th order 360° French
lens with a 35 mm. Diamond vapour light installed.

Coppermine Point. — A permanent tower having been erected, a Canadian 5' 6"
lantern with a 5th order French lens with brass and iron stand using duplex lamp
replaces the dioptric 7th order light heretofore shown.

Cove Island. — A 55 mm. Diamond vapour installation and adjustable brass stand
replaces the duplex lamp.

Christian Island. — A .?5 mm. Diamond vapour installation and adjustable bra;::
stand replaces the duplex lamp.

76 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Chantry Island. — A 55 mm. Diamond vapour installation and adjustable iron
stand replaces the duplex lamp.

False Ducks. — A 65 mm. Diamond vapour installation and adjustable iron stand
replaces the duplex lamp.

Fort William. — 120° Chance lantern.

Goderich, Main Light. — The catoptric light has been removed and a 4th order
French lens with a 25 mm. Diamond vapour light installed.

Goderich, Front Light. — A 5th order 270° French lens with duplex lamp replaces
the old catoptric light and the colour changed from fixed red to fixed white.

Goderich, Bach Light. — A new constant level lamp with a 24" reflector has been
installed.

Griffith Island. — A 65 mm. Diamond vapour installation and adjustable brass
stand replaces the duplex lamp heretofore used.

lie Perrot. — The range lights at this point have been changed from fixed white
acetylene lights to fixed white oil lights and are shown from anchor lanterns.

Lamb Island. — The catoptric light heretofore shown has been replaced by a 4th
order 360° French lens and a 35 mm. Diamond vapour installation with adjustable
iron stand.

Meaford. — Owing to the improvements made by the Public "Works Department to
this harbour, which necessitated changing the aids to navigation, they have been re-
arranged as follows: —

1st. A range of fixed incandescent lights on the east side of the harbour, which in
one show the best water in approaching, have been erected. The front light is white
and the back red.

2nd. A fixed red light is shown from an anchor lens lantern on a post on the
outer end of the new extension to the breakwater.

3rd. The hand fog horn will be operated from the west pier, as heretofore.

Mississagi Strait. — A 4th order 240° French lens with a 35 mm. Diamond vapour
installation and adjustable iron stand replaces the old catoptric light.

Nottawasaga. — A 55 mm. Diamond vapour installation with adjustable iron stand
replaces the duplex lamp.

Oha Wharf. — A 7th order 240° Chance lens and brass stand has been installed.

Given Sound, Front Light. — A 35 mm. Diamond vapour installation with brass
and iron stand replaces the duplex lamp.

Owen Sound, Bach Light. — A 35 mm. Diamond vapour installation with brass and
iron stand replaces the duplex lamp.

Pelee Island. — The catoptric light heretofore shown has been replaced by a 5th
order 360° French lens with adjustable iron stand and duplex lamp.

Pelee Passage. — A 66 mm. Diamond vapour installation replaces the duplex lamp.

Point Clark. — A 55 mm. Diamond vapour installation with an iron stand replaces
the duplex lamp heretofore used.

Point Edward, Front Light. — The catoptric light has been replaced by a 5th order
360° French lens with brass stand and duplex lamp.

Point Edward, Bach Light. — A new constant level lamp with an 18-inch silvered
copper reflector has been supplied.

Port Elgin. — A 360° Chance anchor lantern replaces the catoptric light.

Sailors Encampment, Front Light. — A new constant level lamp with 20-inch sil-
vered copper reflector has been supplied.

Sailors Encampment, Bach Light. — A new constant level lamp with 20-inch sil-
vered copper reflector has been supplied.

REPORT OF THE COM.MISSfONER OF LIGHTS 77

SESSIONAL PAPER No. 21

Salmon Point. — A 4th order 360° French lens with a 35 mm. Diamond vapour
installation and iron stand replaces the old catoptric light.

Scotch Bonnet. — A 4th order 360° French lens with a 35 mm. Diamond vapour
installation and adjustable iron stand replaces the old catoptric light.

South Bay Point. — A 4th order 360° French lens with a 35 mm. Diamond vapour
installation and adjustable iron stand replaces the old catoptric light.

Stag Island. — A 360° 7th order Chance lens and brass stand, with duplex lamp
replaces the light shown from the pressed lens.

Stofces Bay. — ^A new constant level lamp with 22-inch silvered copper reflector.

Thames River, Main Light. — A 5th order 360° French lens with iron stand and
brass supports, also duplex lamp replaces the 7th order light.

Thunder Cape. — A 4th order dioptric single flashing light giving one bright flash
every 15 seconds, the illuminant being petroleum vapour burned iinder an incandescent
mantle, supersedes the revolving white catoptric light.

Colchester Reef. — A 55 mm. Diamond vapour installation and adjustable iron
stand replaces the duplex lamp.

Gas Buoy Services.

Two new gas buoys have been placed near the eastern cut from Lake Erie to the
Detroit river.

Courtnrright, St. Clair River. — Gas buoy.
Point Edward, Samia. — Gas buoy.

OTHER AIDS TO NAVIGATION.

Flowerpot Island (temporary). — Hand fog horn.

MANITOBA.

New Lights.

Warrens Island Range, Front Light. — A 7th order 180° Chance lens and brass
stand with duplex lamp.

Warrens Island Range, Bach Light. — 7th order 120° Chance lens and brass stand
with duplex lamp.

Warrens Landing Range, Front Light. — Constant level lamp with 24-inch silvered
copper reflector.

Warrens Landing Range, Bach Light. — Constant level lamp with 24-inch silvered
copi)er reflector.

Westhourne. — Three Wigham lamps have been supplied the Manitoba Gypsum
Company for use on Lake Manitoba.

BRITISH COLUMBIA.

Improvements.

Cape Mudge. — The fixed white dioptric 7th order light has been replaced by a
5th order dioptric apparatus. The illuminant being petroleum vapour burned under
an incandescent mantle.

Discovery Island. — A 4th order 360° Chance lens, Diamond occulting machine
and 35 mm. Diamond vapour installation.

Fisgard. — A 35 mm. Diamond vapour installation replaces the duplex lamp.

Pachena Point. — A 1st order dioptric double flashing light and lantern has been
erected, replacing the temporary light shown from a lantern on a gas tank. The
light is flashing white showing two bright flashes of -44 seconds duration, separated by

78

MARINE AND FIi>UEKIES

9-10 EDWARD VII., A. 1910

an eclipse of 5-36 seconds duration, the total period being 7-44 seconds, thus: Flash,
•44 second; eclipse, 1-2 seconds; flash, -44 second; eclipse, 5-36 seconds. Candle
power, 450,000.

Trial Island. — The temporary fixed white light has been replaced by a double
flashing light of the 4th order, showing a group of two flashes with a short interval
between them ev^ry 10 seconds. Candle power, 25,000.

Oas Buoy Service.
The following new gas bnoys and beacons have been put in service: —
Casey Point, Prince Rupert Harhour. — Gas buoy.
Ball Patch. — Gas and whistling buoy.

Stenhouse Shoal, Browns Passage, Hecate Strait. — Gas and whistling buoy.
LooTcout Island, Halibut Channel. — Gas beacon.
First Narrows, Vancouver Harhour. — Gas beacon.

Holland Rock, Chatham Sound. — The beacon heretofore maintained at Green
Top island has been removed and installed at this point.

Other Aids to Navigation.

Inverness, North Sheena Passage. — Conical steel buoy.

Inverness Cannery, two cables west. — Wooden beacon.

Prince Rupert Harbour Fairway. — The red spar buoy has been removed and
replaced by a conical steel buoy.

Shark Spit, Mary Island, Strait of Georgia. — A steel conical buoy, painted red has
been moored off the end of the spit, replacing a wooden beacon which has disappeared.

INCLOSURE NO. 2.

Statement by provinces showing the number of light stations, lights, fog alarms
and warning buoys in service during the fiscal year 1908-9.

a

s

t£

^

1

s
t

13

w

S

be
o

2

10

•1

.1

-a

09

c

1

i

0)

c
o

"H.
Q

a -S

3

3

1

bo

o

5

o

1=
ffl

38

6c

<2

x

c

OS

W

00

36

C
1

be
.C

.2
IS

15

o
34

XI

.5

1
s
02

4

1
1

7

Xi

b
O
(0

be

i

Nova Scotia

246

274

2

248

10

1

New Bruusw'ick

115

4

146

1

1

125

8

-

6

3

19

1

17

2

14

1

2

-

Prince Edward Island . .

45

-

72

-

-

48

1

-

1

-

-

-

4

-

3

1

-

-

-

Quebec

^»

1

291

5

1

227

17

1

2

-

12

2

95

-

1

1

4

3

b

Above Montreal and

Ontario

244

-

316

2

-

212

18

2

3

2

36

1

65

-

-

4

-

2

-

7
80

2

10

84

1

2

60
923

11
65

3

5

20

10
20

3

108

4

17
234

27
27

2
23

4

58

9

1
15

—

British Columbia

-

946

9

1,193

11

7

REPORT OF THE COMML^f-lIOyEK OF LIGHTS

79

SESSIONAL PAPER No. 21

Besides the above mentioned lights, there are listed in the ' List of Lights,' by-
provinces, the following number under private control : —

Nova Scotia 1

New Brunswick 1

Quebec 3

Ontario. . , 41

British Columbia 4

Total 50

DCCLOSURE XO. 3.

Statement by divisions showing the number of gas buoys in service throughout
the Dominion during the fiscal year 1908-9.

c

District.

Type.

•1

5

5&6

7&8i

9&9i

1

11 14 ! *c

1

1

Total.

1

Nova Scotia

7

n
■ "21"

14
33

1
4

1

1
1
1
1
5

3

3
4

:

15 1 2

27

?

New Bi-ubswick**

2

i

9

25

3

5

4

9
51

30

5

65

fi

7
1

40

7

2

8

Lake Erie

4

11

1

T?

St. Clair River

1

13

1

14

1

In

Southampton

1

Ifi

3

8

17

i

2

1

18

Sault Ste. Marie

2

1<^

Port Arthur

3

7

3

24

British Coluiubia . ...

9

1

17

14

111

19

2S

2

60

234

•Compression.

**Nine buoys on the Nova Scotia coast have been included here, as they are attended to by the New
Brunswick Agency.

***One buoy on the New Brunswick coast has been included here, as it is attended to b}' the Prince
Edward Island Agency.

MARINE AND FISHERIES

INCLOSUBE XO. 4.

9-10 EDWARD VII., A. 1910

Statement giving complete list of stations at which gas buoys were in operation
throughout the Dominion during the fiscal year 1908-9.

UNDER THE NOVA SCOTIA AGENCY. -DISTRICT No. 1.

Station No.

Name of Station.

Description of Buoy.

24
27
29
32
35
37
39
40
45
48
49
54
60
61
62
63
65
67
70
72
76
80
84
86
90
100
102
108
109

Pubnico

Cape Sable, South-west Ledge.

Brazil Rock

Shelburne

Lockeport

Little Hope

Liverpool

Liverpool Fairway

La Have

Lunenburg

Lunenburg, East point Ledges. .

North-east Shoal

Sanibro

Gas and whistling.

Gas,

and bell.

and
and
and

and

Outer Automatic, Halifax Harbour

Inner Automatic, Halifax Harbour

Never fail, Halifax Harbour

Thrumcap

Middle Ground, Halifax Harbour IGas.

Egg Island iGas and

Sheet Harbour

Liscomb

Isaac Harbour

Whitehead

Canso or Grime Shoal :

Cerberus Rock

Guion 1 sland

Louisburg

Sidney Fairway or Low Point

South-east Bar, Sidney

whistling.

bell.

whistlingr.

bell,
whistling.

Gas.

UNDER THE NEW BRUNSWICK AGENCY.— DISTRICT No. 2.

4-S.

6-S.

8-S.
10-S.
12~S
14-S.
16-S.

3

5

7

9
18
20
31
32
34
36
38
40
42
44
40
17

Blonde Rock

South-west Fairway, Yarmouth

Cape Fourchu

Hen and Chickens, Yarmouth

South-west Ledge, Brier Island

North-west Ledge, Brier Island

Avon River

Old Proprietor

North Wolves

Point Lepreau

Partridge Island

Foul Ground, St. John Harbour

Quaco Ledge

Scaumenac, Kestigouche River

Point Lauim, Restigouche River

Point LaGarde, Re.stigouche River' . . .'.

Oak Point, Restijjouche River

Traver.'C, Restigouche River

Busteed, Restisiouche River

Horseshoe Bar East, Miramichi River
Horseshoe Bar West, Miramichi River

Young's Point, Caraquet

Grassy Point, Caraquet

Gas and whistling.

II and bell.

II and

whistling.

Gas.

Gas and

whistling.

Gas.

'•

Gas and

whistling.

Gas.

Gas.

Gas.

Gas.

Gas.

Gas.

Gas.

Gas.

Gas.

Gas.

UNDER THE PRINCE EDWARD ISLAND AGENCY.— DISTRICT No. 3.

Indian Rocks

Point Prim

Fitzroy Rock

Miscouche Shoal

Zephyr Rock, Shediac Bay, N.B.

Gas and whistlinp

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

UNDER THE QUEBEC AGENCY.

District No. 4.

81

Station No.

27-B.

29-B.

38-B.

51-B.

56-B.

58-B.

60-B.

64-B.

65-B.

67-B.

69-B.

70-B.

77-B.

80-B.

86-B.

87-B.

89-B.

96-B.
102-B.
106-B.
110-B.

10-Q.

15-Q.

24-Q.

28-Q.

34-Q.

49-Q.
Temporary

Name of Station.

Father Point

I Rimouski Road

\ Barrett's Ledge

Pilgrim Shoal

jTra verse, Middle Ground

jMiddle Ground Centre, Opposite Lower Traverse Pier.

Middle Ground, Traverse, South-west e.\tremity

Channel Patch

St. .Jean Port Joli

Beaujeu Bank, North-east extremity.

Beaujeu, New Channel, left hand

Beaujeu Bank, South-west of stream

St. Thomas

Quarantine or Grosse Isle

Madame Island Reef .'

Beaumont Reef

Point Levis

Lark Reef, South end .

Morin Shoal .

Grande Pointe

Eastern Narrows, North Traverse.

Fly Bank

St. August in Bar

Pointe aux-Trembles.

I'oint St. Antoine

Ste. Croix.

Point Platon

St. Thomas Bank .

MONTREAL DIVISION.

District No. 5.

Description of Buoy.

Pintsch gas.

II gas and bell.
Gas and beU.
Gas.

Pintsch, gas and bell.
Gas.

II and bell.
Gas.

11 anl bell.
Gas.

Pintsch gas

2-C.

15-C.

20-C.

23-C.

30-C.

39-C.

43-C.

55-C.

59-C.
6-L.

13-L.

17-L.

21-L.

25-L.

35-L.

41-L.

47-L.

57-L.

48-L.

67-L.

79-L.

85-L.

91-L.

97-L.
103-L.
111-L.
123-L.
136-L.
146-L.
1-M.
5-M.

16- M.

20-M.

24-M.
21

Point Citrouille

Champlainor Pouillier Carpentier.

He Bigot

Beeancour, Lower Traverse

Becanco)ir Bend

Beeancour, Upper Traverse

Cap Madeleine

lie aux Cochons

Three Rivers Shoal

Pouillier Laf orce

English Bay

Curve No. 3

Gas.

Pointe du Lac course.

Yamachicbe Bend .

Curve No. 2 to White Buoy.

Curve No. 1 to Curve No. 2.

I lie aux Raisins

Pointe aux Soldats

He de Grace

Nepigon Shoal

Hay Island or He aux Foins

St. Ours Traverse

IBellmouth Curve

—6

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

MONTREAL DIVISION— Cort.

District No. 5 — Con. ■

Station No.

Name of Station.

Description of Buoy.

31-Af.
4VM.
82-M.

Contrecipur Bend

Coutrecceur Junction

Plum Island

Gas.

89- M.

Vercheres

103-M.
117 M.

Pouillier des Trois Bouees

Cap St. Michf 1

"

124-M.

He des Lauriers

129-M.

Varennes Curve

133-M.

Varennes Curve

149-M.

Pointe aux Trembles Bend

167-M.
174-M.
177-M.

Pointe aux Trembles Curve

Longue Pointe ,.

Pouillier a Gagnon

"

181-M.

Longueuil

191-M.

Longueuil

19.3-M.
194-M.
195-M.

Longueuil

Maisonneuve

He Ronde

"

196-M.

Longueuil

52 -Q.
68-Q.
73-Q.

Portneuf

Batture Simon

Batture du Chene

77-Q.

Batture a Cadieux

80-Q.

Cap Charle.s

90-Q.

97-Q.

Upper Cap a la Roche

105 Q.

"ap Levrard

IIO-Q.

Cap Levrard

115-Q.

Batiscan Traverse

119-Q.

Batture St. Pierre

123-Q. 1

Bat scan Anchorage

129-Q. 1

Batture Perron

UNDER THE PRESCOTT AGENCY.

District No. 6.

25-F.
30-F.
36-F.
40-F.
43-F.
46-F.
48-F.
64-F.

ea-F.

69-F.
76-F.
78-F.
84-F.
88-F.
96-F.
16- S.
18-S.
38-S.
48-S.
53-S.
76-S.
86-S.
98-S.
lOO-S.
102-S.
104-S.

2-T.

4-T.

6-T.

8-T.
12-T.
38-T.
46-T.

Grosse Point IGaa.

Soulanges Canal, entrance

Coteau I^anding

Hay Point

Wt St end of Middle Ground

Port Lewis

Point Mouille Flats

Lancaster

Island Bank

East Lancaster Bar

Lancaster Bar

Squaw Island

Clark's Island

Colquhoun Island

St. Regis Dyke, West end

Four-fifth mile above Lachine

Foot of dredged cut above Lachine

Lachine Cut, upper entrance

East of Lightship No. 2

Off Brown's Point '. .

Between Light No. 2 and Light No. 3

Between top light and He Perrot

Windmill Point

Entrance to Soulanges Canal, East

Entrance to Soulanges Canal, East

Soulanges Canal, East

Brock ville Narrows

Hillcrest

Cole Shoal, Middle Ground '...'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.

Fiddlers Elbow

Gananoque Narrows

Wolf Island

Cold Bath Shoal " ' . .

REPORT OF THE COMMISSIONER OF LIGHTS

83

SESSIONAL PAPER No. 21

UNDER THK PRESCOTT AGEiiCY—Conci tided.

Station No.

Name of Station.

Description of Buoy.

69-T. West end of Middle Ground, between Snake Island and Seven
Acre Shoal
102-T. Northport Shoal
106 Trenton

6-U.
8-U.
40-U.
54-U.
127-U.
136-U.

Delaney's Shoal

Archibald Shoal

Farran Point

Prunner Shoal

Dixon Island

Upper entrance, Iroquois Canal.

ONTARIO DIVISION.
Lake Erie, District iVb. 8.

1 Bar Point ...

2 jGrubReef

5 jEastem Cut, Lake Erie

6 Eastern Cut, Lake Erie

Gas.

Thames River, District No. 11.

\

Thames River

Gas.

St. Clair River, District No. 12.

1

Courtwright

Gas.

Samia, District No. IS.

1

Point Edward

Gas.

Ooderich, District No. 14.

2

Goderioh Fairway

Gas.

Southampton, District No. 15.

4

Chantry Island, North

Gas.

Georgian Bay, District No. 16.

IP

2-P
3-P
4-P
5-P
6-P
7-P
8-P

Spruce Shoal. . . .
Hooper Island . . .
Middle Ground . .
Three Star Shoal.

Sepfuin Bank

Lone Rock

Lockerbie Rock. .
Surprise Shoal.. .

Gas.

Gas and whistling.

Gas.

Gas and whistling.

21— 6i

84

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

ONTARIO DIVISION— Cort(!;«rf€d.
Sturgeon River, District No. 11.

Station No.

1-N

Name of Station.

Sturgeon Bar

Description of Buoy.

Gas.

Sault Ste. Marie, District No. 18.

1

1

Vidal Shoal

Gas.

2

Upper Turning Buoy..

Port Arthur, District No. 19.

1

Port Arthur . .

Gas.

2

Southeast Dredged Channel, Fort William ' h

3

Northeast Dredged Channel, Fort William. ...... n

BRITISH COLUMBIA DIVISION.

District No. 24.

1

2
17
19
23
24
25
27

29
30
31
32
33
35
37
40
42
43
45
49
52
53
54

58

64

67

70

72

74

84

86

89

92

93

94

95

96

97

101

103

105

107

110

112

Lookout Island.

Kyuquot

Swdftsure Bank

San Juan

Lewis Reef

Kelp Reef

Dock Island . . . .
Helen Point

Walker Rock.

Coffin Islet

Danger Reef

Joan Point

Gabrola Reef

Sand Head

First Narrows, Vancouver Harbour.

Sechelt

Gallows, Point, Nanaimo Harbour . ,

West Rocks

Kelp Bar

Lund

Gillard Island

Maud Island

Chatham Point

Haddington Reef

Zero Rock

Fog Rocks

Dall Patch

Vancouver Rock

BoatBlufiF

Klewnuggit

Watson R.ock

Holland Rock

Casey Point

Kestrel Rock

Spire ijedge

Barrett Rock

Coast Island

Ridley Island

Alford Rock

Hodgson Reef

Pointers

Stenhouse Shoal

Skidegate or Lawn Point .
New England Rock .....

Gas beacon.
Gas and whistling.
Ga?, whistling and bell.
Gas and whistling.
Gas beacon.

Gas and explosive fog

bell beacon.
Gas beacon.

Gas beacon.

Gas, whistle and bell.
Gas beacon.

Gas and bell.
Gas beacon.

Gas and explosive fog

bell beacon,
(iras.
Gas beacon.

Gas and whistle.

Gas beacon.

Gas.

Gaa beacon.

Gas.

Gas and whistling.

Gas beacon.

Gas and whistling.

Gas and bell.

Gas and whistling.

REPORT OF TEE COMMISSIONER OF LIGHTS 85

SESSIONAL PAPER No. 21

INCLOSURE NO. 5.

*Outline chart Atlantic coast of Canada showing quick flashing lights of the hyper-
radial, 1st order, 2nd order, 3rd order, 3rd order small model and 4th order in operation
during the fiscal year 1908-9.

The whole respectfully submitted.

J. G. MACPHAIL,
Acting Commissioner of Lights.

Commissioner of Lights Office,

3Iarine and Fisheries, Canada.
March 31, 1909.

Note.— The outline chart will be found with the illustrations at the end of the Report.

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 3.

RIVEK ST. LAWRENCE SHIP CHANNEL.

Sm, — I have the honour to present the following annual report on the operations
for the improvement of the River St. Lawrence Ship Channel during the fiscal year
ending March 31, 1909.

While every effort has been made to urge forward the work, it is necessary to take
very great care to so arrange the operations that navigation is not interrupted, nor
dredge vessels put in more than the usual danger.

The success of the operations is due in a very large measure to the skill and
energy of the staff in charge, and also to the untiring and careful work of the various
captains, engineers, and crews of the different vessels.

I have the honour to be, sir.

Yours obediently,

V. W. FORNERET, B.A.Sc.

Superintending Engineer.

G. J. Desbarats, Esq.,

Acting Deputy Minister, Marine and Fisheries,
Ottawa.

HISTORY OP THE SHIP CHANNEL.

The St. Lawrence, owing to its situation, is the natural route from the Atlantic
to the northern and northwestern half of the North American continent.

The opening of the Laehine canal, connecting Montreal with the great lakes in
1825, established the route commercially.

The light draught sailing vessels could then reach Montreal without trouble,
except during a few weeks in the autumn when they resorted to lightering.

In 1844, it was in an effort to give navigation up to Montreal for vessels of 500
tons, that the first work of dredging was undertaken.

The first proposals for improvements were discussed in 1825, the national char-
acter of the work being then recognized. Surveys were made and reported upon in
1831, and again in 1838.

In 1841, during an investigation, the committee proposed a tonnage duty suffi-
cient to provide for the cost of the improved channel, which it was considered would
be less than that of lighterage. It was, however, agreed that ' in order to draw the
produce of the west down the St. Lawrence, it was exx)edient to make the transit
charges as light as possible.'

Operations were commenced by the ' Board of Works ' in 1844 and continued until
1847, when owing to opposition as to the location of the channel the work was aban-
doned. This work was in Lake St. Peter, in what was known as the Straight channel.
After sixty years, it is now considered that the straight channel as commenced, would
have been preferable in many ways.

In 1850, the Harbour Commissioners of Montreal proposed that they could do
the work more economically and expeditiously. They asked for authority to under-

RIVER ST. LAWRENCE SHIP CHANNEL 87

SESSIONAL PAPER No. 21

take the work and to charge a tonnage duty to pay for the 8 per cent interest and 2

per cent sinking fund.

This plan was adopted in August, 1850, and the commissioners were authorized to
proceed in such a manner as they should deem best, the government plant being trans-
ferred to them.

The Harbour Commissioners, after examination and the best advice obtainable,
adopted the location of the deepest natural channel in Lake St. Peter. This results
in the present channel with five tangents, instead of two long straight courses as at
first commenced.

The original depth through Lake St. Peter, was 10 feet 6 inches.

From 1850, the channel was deepened from stage to stage until in 1888, when tho
debt amounted to somewhat over three million dollars, the government decided to
complete the channel as a national work, and to assume the debt, and from that day
the channel has been open free to the commerce of the world.

At that date the channel had been deepened to 27i feet at ordinary low water from
Montreal to Cap a la Eoche, and from there to Quebec the tide was available.

Nearly 20,000,000 cubic yards had been dredged at an average cost of about 20
cents per yard, including the cost of the plant.

A dredge of the type of 1846, excavated in Lake St. Peter in one day 1,200 cubic
yards. By wi^nderful improvements, in 1888, the dredge of that time could make
7,200 yards without trouble. At the present time, working day and night, the Lake
St. Peter dredge removes at a fairly average rate 20,000 cubic yards per day.

This work was conducted by the Department of Public Works of Canada from
1889 until 1904, when the management and control of the river together with the shops
and dredges, were handed over to the Department of Marine and Fisheries, which de-
partment had general charge lof navigation.

At the present time a splendid channel of 30 feet at extreme low water exists
from Montreal to Cap a la Roche, and to Quebec, by taking advantage of the tide.

The success of the work is in a great measure due to the geographical situation of
the route, the physical features of the river favourable for improvement, the deter-
mination and public spirit of the business men and industrial corporations of Mont-
real, and to the recognition by the government of Canada of the national character
of the project.

PROGRESS OF THE OPERATIONS.

From. 1850 to 1888 the work was conducted by the Harbour Commissioners of
Montreal.

The first dredging plant was designed and engined on the Clyde in 1840.

It is interesting to note that in 1906 the designs for the latest dtedge for the
Clyde, were made by Mr. John Kennedy, C.E., then Chief Engineer of the Montreal
Harbour Commissioners.

The St. Lawrence dredging operations have always been conducted departmentally.
The extent and continuity of the work have resulted in a staff, and an organization
of men and plant, which is one of the subjects of interest in the commercial and
engineering circles of the world. The engineers who have been connected with the
St. Lawrence ship channel comprise the best known men in the profession in Canada.

The names of Bayfield, Gzowski, Keefer, Forsyth, Nish and Kennedy, who were
the chief engineers at various times between 1840 and 1888, will go a long way to
explain the success of the efforts for obtaining the improvements as plann-ed by the
government and the commissioners.

The Superintendents Vaughan, Bell, Armstrong, McKenzie and Howden have
from time to time improved methods and plant, until the operations on the St. Law-
rence are considered 'examples for other and older ports.

The rule has been to thoroughly understand the conditions and requirements and
then to design dredging machines for the special work they are expected to perform.

88 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

The St. Lawrence dredging plant comprises a wide range of types: —

Two elevator dredges for soft clay,
Four elevator dredges for hard-pan and shale rock,
One hydraulic dredge for soft mud, discharged by pipe.
One sand pump hopper sea-going dredge,
One hydraulic hopper sea-going dredge.

In every case these machines are actually doing their work as well or better than
it could be dredged by any other existing type in the world.

With the staff for designing the channel and a plant specially suitable for the
work proposed, the next consideration is the organization for keeping the machines
constantly at work.

The St. Lawrence dredges work for seven months each season. They have then
five months in winter quarters. The object of the working staff is to keep the dredge
going as constantly as possible during the seven-month's season. Owing to the very
hard character of the material, and the necessity of not interrupting traific, breakag'es
and stoppages are frequent. The endeavour is, however, to keep as near to 70 per
cent of the full working time as possible.

The working hours with double crews, are 132 hours per week, i.e., from mid-
night on Sunday, without stops for meals, until noon on Saturday. The m.en were
glad to work during twelve hours on condition of their receiving about 10 per cent
increase of wages.

The crews of the dredges, tugs, barges, &c., are almost exclusively French Cana-
dians, born and brought up on the banks of the St. Lawrence. For skill, patience,
sobriety and fitness for the work, it would be quite impossible to find their equal.
Most of them make it their life work. They are trained to every phase of operating
a dredge to the limit of its strength, to being resourceful and to quickly making
repairs.

By order from the minister conducting the department, owing to the faithful
discharge of continuous duties, the men are taken to Sorel every second Sunday.

The repair and construction shipyard and shops at Sorel also add very materially
to the success. The rule is to drive the machinery to its limit, to expect breakdowns,
and to have spares or the equipment for speedy repairs.

The strain on the men, and machinery is very great. At the end of seven months
a rest is inevitable.

The whole work being in the interest of navigation, the channel is periodically
examined and swept, to be sure that there are no obstructions. The depth of water
is given daily. In the first part of the season, the depth of the 30-foot chaimel ranges
from 36 to 42 feet. It lowers in September, and usually the lowest stage is reached
in October. The highest in 1908 was 42 feet 4 inches, and the lowest 30 feet.

In the long experienc-e of design and usage, the machinery has been brought to
a state of perfection and strength, the shale-rock merging into soft limestone is
dredged, at a speed and cheapness most extraordinary.

As a government organization the ship channel is well known, as being able to
compete in every way wdth operations by contract. This is due to the fact that an
eflicient staff, good men, and the best plant are provided.

The aims which have resulted in marked success are briefly as follow: —

(1) To keep the plant up to the best standard of design and suitability for the
work.

(2) To provide first-class officers and crews.

(3) To design the improvements with careful consideration.

(4) To keep down costs by a thorough system of comparative statistics.

(5) To keep up the quality by a regular and systematic inspection.

(6) As a public work to keep the confidence of the public by consultation with
those who are interested and make use of the inaprovements.

RIVER ST. LAWRENCE SHIP CHANNEL 89

SESSIONAL PAPER No. 21

THE PRESENT PROJECT.

The present project for a 30-foot channel between Montreal and Quebec was
aciopted in 1889, while the improvements below Quebec were decided upon in 1906.

The estimate of 1899 was for ten years' work. The plant was only partially avail-
able until 1903.

The project for the channel between Montreal and Quebec had in view a channel
of 30 feet depth, at the extreme low water of 1897, from Montreal to tide water at
Batiscan, and from Batiscan to Quebec at extreme low tide. The width contemplated
was a minimum of 450 feet in the straight portions, and from 550 to 750 feet at the
bends. An anchorage was to be provided for Lake St. Peter.

Of this work, the 30-foot channel from Montreal to tide water at Batiscan, wa.5
completed in 1906. This is now in use, deep draught vessels in the autumn waiting
for tide, to pass cap a la Eoche and St. Augustin bar.

The work remaining to be done is about two miles of shale rock at Cap a la Koche ;
about one mile at Grondines, about one mile at St. Augustin bar, and also about one
mile of widening at Ste. Croix, and 5^ miles of widening in Lake St. Peter.

Cap a la Eoche will probably take from three to four years to complete, while the
remainder to Quebec should be completed at the same time or in one year longer.

The widening of Lake St. Peter it is expected will be done in 1909.

The project of work below Quebec, had in view a 30-foot channel at low tide at
St. Thomas flats, and at Beaujeu banks everywhere 1,000 feet wide.

The Beaujeu bank will be completed in 1909.

The St. Thomas flats, where the material is clay and sand, and covering nearly
four miles of channel should be finished in about three years.

THE PLANS FOR THE FUTURE.

The completion of the 30-foot project being in sight, it is not too soon to look for-
ward to the next step.

The 30-foot channel was designed and laid out so as to be easy of navigation for
the largest ships that could pass with the available depth. The widths and curves were
designed for a much greater available depth than 30 feet.

A new depth may therefore be commenced without changing the lines of the
channel, or the aids to navigation.

With the ship channel dredges a face of 4 feet is preferable as being a full
economical cut. As, however, 35 feet would give easy navigation to the largest present
New York steamships, it has been considered the best proposal for the next project. ^

The plant available at present for between Montreal and Quebec, consists of six
elevator dredges, one hydraulic dredge, two stone lifters, and a complement of tugs,
scows, &c.

For below Quebec there are two splendid seagoing hopper dredges.

Por the upper reach one large size spoon dredge is under construction. A steel
hull elevator dredge, capable of dredging to a greater depth is authorized, as well as a
new stone-lifter.

At least two of the present elevator dredges having wooden hulls will not last many
more years, and the construction should be commenced of one each year. They take
about two years to build.

Two or three additional tugs and several scows will also be required.

The plant for below Quebec is in every way suitable for the work, except that a
larger tug should be connected with it.

The present progress is excellent, the plant is unique in fitness and economy, and
the extent and importance of the operations would be considered remarkable any-
where in the world.

so MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
ACCIDENTS IN THE ST. LAWRENCE RIVER BETWEEN MONTREAL AND FATHER POINT.

Not one accident of importance took place in the ship channel proper during the
season of 1908, and those which did occur were of minor character. This speaks well
for those in charge of the vessels, the season being an exceptional one for heavy fogs
and thick smoke, which completely paralyzed navigation for days at a time.

The only accidents in the St. Lawrence river, between Montreal and Quebec, were
as follows : —

SS. Marina, Donaldson line, went aground at Varennes on September 18, in thick
fog. Was refloated. No damage.

SS. Fimerite, went ashore at Longue Pointe, on October 15, during fog. Was re-
floated. No apparent damage.

C.G.S. Montcalm and C.P.R. steamer Milwaukee, collision in Quebec harbour.
The C.G.S. Montcalm sank in Custom House basin, where she had gone for refuge.
Milwaukee had her bow badly damaged.

SS. Inishowen Head, Head line, went ashore, Union cove, Quebec, October 1. Re-
floated. No damage.

BETWEEN QUEBEC AND FATHER POINT.

SS. Amethyst went ashore at Green island, near Saguenay river, on June 30.
Refloated. No damage.

SS. Catalone, British steamer, grounded at Red island on August 12. Refloated
No damage.

SS. Gustav Adolph, Swedish steamer, went ashore at Goose island on September
5. Refloated, repaired.

SS. Corinthian (Allan line), and SS. Malin Head (Head line).' Collision near
Grosse Isle on September 13. Both vessels badly damaged. Malin Head beached at
St. Laurent to prevent sinking. Collision due to haze, caused by smoke from forest
fires.

SS. Ashanti, British steamer, went ashore at Madame reef, opposite Island of
Orleans, on October 20, during fog. Refloated, repaired.

MARINE SIGNAL SERVICE.

The commencement of night navigation, and the increase in size of ships, as well
as general improvement on all sides, called for a system of signal service.

It was frequently found that by prompt action serious results from accidents
could have been avoided, and sometimes signals of danger could have prevented bad
accidents.

The government of Canada, therefore, through the Minister of Marine and Fish-
eries took up the matter and established in connection with the River St. Lawrence
Ship Channel a telephone service extending from Montreal to Crane island below
Quebec.

RIVER ST. LAWRENCE SHIP CHANNEL

91

SESSIONAL PAPER No. 21

There are twelve stations, established at the following places: —

Montreal

Longne Pointe.

Verch^res

Sorel

Three Rivers

Batiscan

St. Jean des Chaillons

Portneuf

St. Nicholas

Cap Rouge

Quebec

Crane island

In operation.

Day and night.

During daylight.
Day and night.

During daylight.
Day and night.
During daylight.
Day and night.
During daylight.
Day and night.

The above stations are connected by a private through telephone system, termi-
nating at Quebec and Montreal.

Crane island station communicates with Quebec via the Bell Telephone Company's
system.

The telephone service was started September 1, 1907, but the system of signals
was officially inaugurated by the Honourable the Minister K)f Marine and Fisheries on
November 5, 1908.

The value of the combined system of telephone and signals, is such, that expres-
sions of satisfaction are received every day during the season of navigation, when
orders may be given, information as to whereabauts of vessels obtained, and signals to
passing boats recorded.

The service has also been very useful in connection with the dredging operations,
as communications can be made immediately with the officials at the shops at Sorel,
where orders can be given for repairs, and owing to the promptness of the service a
great deal of valuable time has been saved.

KEW STEEL SPOON DREDGE.

The new steel spoon dredge now nearing completion at the Sorel shipyard, will
be the most powerful dredge of this type afloat. She was designed by Mr. John
Kennedy, Consulting Engineer of the Montreal Harbour Commissioners.

This dredgB is intended for work at Cap a la Roche. It will tear out the bank
quickly, and afterwards an elevator dredge will go over the ground to clean up, and
make a smooth bottom.

The completion of this dredge has been greatly delayed owing to necessary altera-
tions in the design.

The following are her dimensions: —

^ Feet.

Length moulded 108

Breadth moulded 42

Depth at bow 11

Depth at st«m 9

Length of boom (centre to centre) 55

Length of spuds 74

Main engines, 2 compound

Swinging engines, simples

Capstan engines, simples

T, , -^ (1 14-cub.yd., for soft material.

Bucket capacity ^^ g-oub.yd.. for hard

Inches.

0

0

6

9

3

0
16 and 30 x 22.
10 X 14
10 X 14

92 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

The pull on the bucket rope will equal 180,000 lbs. The dredge will be able to
work to 50 feet, and will be equipped with electric light.

One marine boiler 12 feet in diameter by 10 feet long will furnish, steam for the
machinery^ The boiler will have a working pressure of 160 lbs. per square inch.

NEW ELEVATOR DREDGE.

In order to expedite the work at Cap a la Roche, the department has decided to
build a new elevator dredge for working in rock. This dredge is to be modeled after
the Baldwin (No. G) but will be able to dredge to 52 feet, and the hull is to be built
of steel.

An appropriation for this vessel has been placed in the estimates for 1909-10.
The following are her dimensions: —

Feet.

Length between perpendiculars 180

Breadth of beam (moulded) 40

Depth of hold 14

Draught (loaded) 9

CO. ICE-BREAKER ' MONTCALM/

Operations 1908-9.

The opening of St. Lawrence navigation last spring, ten days earlier than the
previous year was very much hastened by the operations of the steamer Montcalm
at the Cap Rouge ice-bridge, and also by the successful operating of the steamer
Lady Grey in breaking up ice- jams at the head of Lake St. Peter amongst the islands.

Under the command of Captain Gagnon, the Montcalm began attacking the
Cap Rouge ice-bridge on January 12, 1909. The bridge was found to be exceptionally
strong, and composed of from 35 to 40 feet in depth, of heavy packed ice, for about
three miles, extending from abreast of the Chaudiere river up to a short distance
above Pointe a Bazile low light. Above this, there was an open area of water about
six miles long, and from 1,000 to 2,500 feet in width, containing more or less floating
ice which, moved up and down with the wind and tide.

After strenuous work during the whole winter, the ice-breaker succeeded in
cutting a wide channel through the ice and attained the open water by March 30.
She then worked for a few days enlarging this cut, to allow a free i>assage for ice
coming down, to increase the discharge, and thereby help to lower the river level in
the upper reaches. This effect on the water level is generally conceded, by information
obtained at different points.

Captain Gagnon and his officers deserve a great deal of credit for the capable
manner in which they conducted this work, this being the first year on record that
an attempt to break up the Cap Rouge ice-bridge has proved a complete success.

After the Cap Rouge ice-bridge was completely destroyed, the Montcalm worked
her way with fair progress up the river, breaking ice averaging a thickness of 20 inches,
as far as Portneuf, where she arrived on April 10.

At Portneuf a ship channel officer was sent on board with one of our best pilots
to conduct the operations in the upper part of the river. Here heavy packed ice from.
3 to 4 feet in thickness somewhat checked the steamer's advance, but she finally suc-
ceeded in forcing her way through to clear water on April 13. On this day it was
reported that the ice up as far as Port St. Francis was on the move,. so that it was
considered advisable to return to Quebec to be on hand in case of a jam occurring
at Cap Rouge narrows.

By the 15th, there being no more danger of a jam at Cap Rouge, most of the
ice having passed down, the Montcalm started up for Port St. Francis to break up
any jams which might form when the lake ice started down.

RIYER ST. LAWRENCE SHIP CHAXXEL 93

SESSIONAL PAPER No. 21

She reached as far as St. Jean at 11.20 a.m., and was obliged to tie v.p on ac-
count of a very heavy snow storm.

ISText day, the 16th, she proceeded up, meeting very little ice, as far as Nicolet
Traverse, at the foot of Lake St. Peter.

On her arrival at Nicolet Traverse the Montcalm immediately commenced opera-
tions, and soon succeeded in starting the lake ice to move down. This jammed at
Port St. Francis the following morning, but was easily broken up again, and the ice
commenced to move and continued down steadily all that day and during the next
night.

On Sunday, April 18, the Lady Grey was met at Port St. Francis after she had
successfully broken up several jams amongst the islands at the head of Lake St. Peter.
This steamer reported the lake practically clear.

There being no more ice in sight, instructions were given for the Montcalm to
return to Quebec, and the Lady Grey to proceed to Montreal, the former arriving at
Quebec on the same day and the latter reaching Montreal at 1.30 p.m. after running
in clear water the whole way up.

From April 19 to the 21st, while in Montreal, the Lady Grey rendered great help
in clearing out the ice around the upper piers in the Montreal harbour. She then
returned to Sorel.

The results obtained by the operations of the steamers Montcalm and Lady Grey
have not only pleased shipping interests by hastening the opening of navigation, but
have also given much satisfaction to riparian residents on both banks of the St. Law-
rence between Montreal and Quebec, as it is generally claimed that the work per-
formed by the ice-breakers has prevented floods and thus saved much suffering and
damage to property.

GENERAL INFORMATION.

At the end of the season of 1908 there was a completed channel to a depth of 30
feet at extreme low water, from Montreal to Cap Levrard, 4 miles below Batiscan, a
distance of 104i miles below Montreal. Below Cap Levrard advantage is taken of the
tide during the low water season to obtain this depth to pass Cap a la Roche and St.
Augustin bar.

The available depth in the Cap a la Eoche dredged channel is indicated by the
St. Jean des Chaillons semaphore, which was put in operation for the season on June
17, 1908.

The available depth over the undredged St. Augustin bar is indicated by the sema-
phore at St. Nicholas, which was started for the season on June 24, 1908.

With the exception of some minor shoals at Champlain, there is practically no
filling in, in the ship channel, and, although, since its commencement no actual bould-
ers have been known to have been carried into the dredged channel, such conditions
are possible, and it has been decided, therefore, that once a year the dredged and
shallow channels shall be swept.

Mr. N. B. McLean, C.E., with an assistant, are specially detailed for this im-
portant work. A twin-screw steamer and a testing scow make up the present sweep-
ing plant.

The additional dredging which has been done below Quebec has increased the
amount of sweeping to such an extent that one testing scow is not adequate, and a
second outfit will soon have to be procured.

During the course of the sweeping in 1908 no obstruction of any serious nature
was found. Two or three vessels were reported to have touched, but the most care-
ful examination failed to reveal anything in the channel.

The work of deepening the St. Thomas channel below Quebec was commenced
late in the autumn of 1907, and by the close of the season of 1908, good progress had
been made.

94 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

The Beaujeu channel below Quebec, was commenced in 1906. On June 29, 1908,
fi channel 600 feet wide, and to 30 feet in depth at extreme low tide, was officially
opened. It is expected that the full width of 1,000 feet will be completed during the
season of 1909.

The exceedingly dry spell of weather during the latter part of the summer of
1908 had the effect of lowering the level of the water in the St. Lawrence to the datum
adopted for low water, viz., the low water of the year 1897, which was the lowest on
record, except for the extraordinary low water of 1895, which for a few days reached
a stage 6 inches lower.

The annual trip of inspection of the ship channel and the works connected there-
with, was made by the Honourable the Minister of Marine and Fisheries on November
5, 1908.

The steamer Lady Grey left Victoria pier, Montreal, at 8.30 a.m., and the inspec-
tion occupied two days and a half, covering various works between Montreal, and
Crane island, below Quebec.

The minister, the Honourable Mr. Brodeur, was accompanied by his officials,
lepresent-atives of the Shipping Federation, Montreal Board of Trade, La Chambre
de Commerce, the mayor of Quebec, representatives of the Montreal and Quebec
Harbour Commissioners, and the Montreal and Quebec pilots.

Much satisfaction was expressed, at the progress made, especially in dredging,
at the various points, and also at the good organization of the Marine Signal Service
which was established in 1907. This service was especially useful during the latter
part of the season of 1908 when so much smoke and fog prevailed.

Another feature of the trip was the inauguration of a new code of signals, to
be used between signal stations and passing steamers, by means of flags by day and
lights by night.

The total cost from 1851 to the end of the fiscal year of the ship channel, includ-
ing plant, shops, survey, &c., is as follows: —

Dredging $7,208,543 50

Plant, shops, surveys, &c 3,501,449 96

$10,709,993 46

The total number of cubic yards dredged, the material varying from very hard
shale rock, to soft blue clay, amounted to 61,767.292. .

RITER ST. LAWRENCE SHIP CHANNEL
SESSIONAL PAPER No. 21

95

Fbom Sobel Gauge

Average

DEPTH FOR EACH MONTH

DURING

IN THE 27h FOOT ChaXSEI.

EACH

YEAR

(27i feet

in Ordinary Low Water.)

May to >

OVKMBER.

Year.

May.

June.

July.

August.

Sept.

Oct.

Nov.

Highest.

Lowest.

Ft. In.

Ft. In.

Ft. In.

Ft. In.

Ft. In.

Ft.

In.

Ft.

In.

Ft. In.

Ft. In.

1890

35 6

35 3

31 9

30 6

30 9

29

9

30

6

37 0

29 0

1891

34 6

31 3

29 9

29 9

30 0

28

3

28

3

36 9

27 3

1892

31 0

31 9

31 6

30 6

28 9

28

3

28

3

33 6

27 3

1893

36 0

34 3

30 9

29 9

29 6

28

6

28

0

37 6

27 6

1894

34 6

31 9

31 0

29 2

28 3

28

9

29

0

36 0

27 7

1895

33 3

31 3

28 3

28 3

27 6

26

9

26

9

34 6

25 10

1896

33 6

30 6

28 9

28 0

27 6

27

9

29

0

37 0

27 4

1897

35 6

32 6

30 3

29 3

28 0 1 27

0

27

6

37 0

26 5

1898

31 6

30 9

29 8

28 6

28 2 1 28

3

28

6

32 1

26 9

1899

36 2

31 9

30 3

28 6

27 6 28

0

27

9

37 9

26 9

1900

33 6

30 9

30 G

29 6

28 1 ! 28

9

29

2

35 9

27 4

1901

34 3

31 10

29 2

28 3

27 7 i 27

4

27

3

36 3

26 6

1902

32 2

32 2

32 2

29 4

28 1 28

1

29

0

34 1

27 6

1903

33 0
36 3

30 11
34 5

30 5
30 9

29 5
29 5

28 4 29

29 5 :w

0
4

27
29

11
3

32 8
37 4

26 11

1904

28 1

1905

31 10

30 8

29 7

29 0

28 0 28

5

28

1

33 6

27 1

1906

32 4

31 5

29 3

27 il

27 3 27

4

27

6

33 3

26 9

Average

Depth fo

R EACH Month

(30 f

IN T

eet at th

aK 30 ¥XK)T

i Extreme

Channel.
Low Water of 189

7.

May.

June.

July.

August.

Sept.

Oct.

Nov.

Highest.

Lowe-8t

1907

37 1

35 9

34 3

32 10

32 4

32

9

.33

7

38 3

31 10

1908

41 5

37 10

33 10

32 10

32 0

31

0

30

6

42 4

30 0

96

harixl: and fisheries

9-10 EDWARD VII., A. 1910

COST OF SHIP CHANNEL TO DATE.

Table showing th© Total Cost of the Dredging and Plant, and the Quantities dredged

to March 31, 1909.

Montreal Harbour Commissionkrs, 1851 to 1888.

Dredging Montreal to Cap k la Roche to 27h feet at
ordinary low water, and from Cap k la Iloche to
Quebec to 27^ feet at half tide

Department of Public Works.

Dredging consisting of widening and cleaning up of
channel : deei^ening Cap a la Roche to Cap Charles
to 27^ feet at ordinary low water, and dredginsr at
Grondines, Lotbiniere and Ste. Croix, 1889 to June
30, 1899

Project of 1899 :—

Dredging channel between Montreal and Quebec to
30 feet at lowest water of 1897, also widening to a
minimum width of 450 feet, and straightening.

Fiscal year 1899-1900

1900-1901

1901-1902

1902-1903

1903-1904

Department of Marine and Fisheries.

Fiscal year 1904-1905

1905-1906

1906-1907, (July 1, '06, to March 31, '07)

1907-1908

1908-1809

Cost of
Dredging.

$ cts.

3,402,494 35

829,583 08

100,191 01
136,680 83
185,429 80
25.5,776 55
276,958 59

311,087 93
431,768 30
302,677 37
478,209 66
497,686 03

Expenditure

for Plant, Shops,

Surveys, &c.

7.208,543 50

S cts.

534,809 65

486,971 79

265,270 78
287,040 04
479,731 47
277,703 50
308,765 44

266,460 33
125,107 37
80,613 26
179,339 78
209,636 55

Quantities
dredged.

3,501,449 96

Cubic Yards.

19,865,693

3,558,733

1,107,894
2,479,385
3,098,350
6,544,605
4,619,260

2,716,220
4,047,530
3,001,010
4,831,875
5,896,737

61,767,292

DREDGES.

Laval (No. 1). — Of the fleet of ship channel dredges this is the oldest. The hull
is of wood, constructed in Ottawa in 1894. The buckets are made of cast-steel for
work in rock and other hard material.

The dredge was hauled out on the slipway as soon as she came into winter quarters
in the autumn of 1907 to have repairs made to her hull, which was also thoroughly
caulked and tarred. The machinery was given a complete overhauling and put in
good condition for the next season's work.

The details of the operation of this dredge for the fiscal year beginning April 1,
1908, were as follows : —

At the opening of the season of 1908 the dredge was taken down to Cap Levrard
and laid out on May 12 where the Baldivin (No. 6) had left off the previous season,
to widen and deepen the curve, the material consisting of clay and stones.

The Laval completed the work at the curve on August 1. She was then laid out
on the south half of the Cap Levrard channel opposite the upper brick yards, below
Cap Levrard, to widen and deepen the channel, the material being hard clay, stones
.-nd some sand. The dredge continued working there until November 10, when she

RIVER ST. LAWRENCE SHIP CHANNEL 97

SESSIONAL PAPER No. 21

was taken up to Varennes and laid out on the upper part of the curve to deepen
the channel to 35 feet at L.W. of 1897, the material being soft clay.

On November 25 the Laval was taken down to Sorel to go into winter quarters.

In a total of 1G7 days during which this dredge was at work, her machinery was
in actual operation 65 per cent of the full working time.

The percentage of full working time for all the dredges would have been higher
but for the unavoidable delays caused during the autumn by fog and smoke, which
was the worst experienced, on record, and suspended all operations on the river for
days at a time.

The total number of cubic yards removed amounted to 285,200 at a total cost of
^45,768.08, or le^fioo cents per cubic yard.

Laurier (No. 2).— The hull of this dredge is also of wood, having been constructed
at the government ship-yard at Sorel in 1897. Her buckets are made of cast-steel,
especially designed for work in rock and other hard material.

During the winter of 1907-8 this dredge was thoroughly overhauled and her
machinery put in good order for the next season's work.

The details of the operations of this dredge for the fiscal year beginning April
1, 1908, were as follows: —

Dredge No. 2 left Sorel on May 4, and was laid out at Champlain to clean up
some lumps found in the channel by testing, the material being fine sand. She finished
her work at Champlain on June 5, and was then taken down to Cap a la Koche and
laid out on the curve where she had left off the previous season fo widen and deepen
the channel, the material being shale rock and very difiicult to remove.

During the months of September and October the dredge lost a great deal of time
owing to smoke and fog.

On November 10 No. 2 was taken up to Varennes, where she commenced to deepen
the channel to 35 feet at L.W. of 1897.

On November 23 the dredge broke down and was taken to Sorel and put into
winter quarters.

The number of days during which this dredge was in operation was 172, and the
percentage of time at actual work 62.

During the fiscal year she removed 132,650 cubic yards at a total cost of $45,-
596.77, or 34^vioo cents per cubic yard.

Lady Aherdeen (No. 3). — The hull of this dredge is of steel, the vessel complete,
having been constructed at the Sorel works in 1900. The buckets are of cast-steel,
specially designed for working in rock and other hard material.

During the winter, the dredge was given the usual overhauling.

The details of the operations of this dredge for the fiscal year beginning April
1, 1908, were as follows: —

On April 28 dredge No. 3 left Sorel for Pointe aux Trembles to clean up a few
lumps which had been foimd in the channel by testing, the material being sand and
clay. She finished this work on May 27, and was taken down to Cap Charles and
laid out on the curve on May 28, where she had left off the previous season, to widen
and deepen the curve to 30 feet at L.W. of 1897, the material being shale rock and
very difficult to remove. The progress was slower than during the previous season
as the material was a great deal harder.

This dredge was very unfortunate in the way of accidents.

On June 3 she had a bad break in her main engine, which caused a delay of a
few days.

On July 15 the upper tumbler shaft broke, which necessitated bringing up the
dredge to Sorel for repairs. These were completed on the 22nd, and she was taken
back to Cap Charles.

21—7

98 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Dredge No. 3 met with another bad accident on July 25, when her buckets came
ofP the frame, which, on being lifted, was found to bo very much bent and twisted. This
made it absolutely necessary to bring the dredge up to Sorel. The damage was caused
by the swell of passing steamers while the lower end of the frame was still resting
on the river bottom.

On her arrival at Sorel on July 29, day and night shifts were put on to rush
the repairs, the frame having to be practically rebuilt. These repairs were completed,
on August 20, and the dredge taken down to Cap Charles, where she continued workr
ing until November 6. The dredge was then taken up to Sorel to go into winter
quarters and to be hauled up on the ways.

In a total of 137 days during which this dredge was at work, her machinery was
in actual operation 58 per cent of the full working time.

The total quantity of material dredged amounted to 122,200 cubic yards, )at a cost
of $52,238.42 or 42'^%oo cents per cubic yard.

Lady Minto (No. U). — This dredge is of the same type and design as the Lady
Aberdeen, her hull being also of steel, and her buckets of cast-steel for working in.
rock and other hard material.

During the winter of 1907-8, this dredge was given a thorough overhauling, and
her machinery put in good' order for the next season's work.

The details of the operations of this dredge for the fiscal year were as follows : —

The dredge left Sorel on April 28 for* Pointe aux Trembles (en %aut) where she
was laid out to clean up some lumps found in the channel by testing, the material
being clay and sand. When this was finished the Lady Minto was taken down to
work at Cap Charles channel and laid out where she had left oif the previous season,
the material to be removed consisting of shale rock, hard clay, and stones. The
dredge continued to work there until November 11, when she was taken up to Sorel
and set to work to dredge a shoal which had formed opposite the new coal dock, at the
shipyard, St. Joseph de Sorel. The dredging of this shoal was completed on Nov-
ember 14, and the Minto was taken down to work in the channel opposite Stone
Island light to clean up some lumps found by testing. No. I^ was taken into winter
quarters on November 25.

Like all the other dredges of the fleet. No. Jf. lost a great deal of time during the
autumn on account of smoke and fog*.

In the 173 days of work, the actual operations were carried on for 67 per cent of
the full working time, and 267,950 cubic yards were removed at a cost of $48,458.96
or 18%oo cents per cubic yard.

Lafontaine (No. 5). — The hull of this dredge is of wood, the work of the Sorel
shipyard, completed in 1901. Her buckets are made of cast-steel for working in rock
and other hard material.

During the winter of 1907-8 she was given a thorough overhauling, and put in
good shape for the next season's work. The details of the operations of this dredge
for the fiscal year beginning April 1, 1908, were as follows: —

No. 5 left Sorel on May 4, and was taken down and laid out at Batiscan channel
to remove some lumps found there and at the anchorage. The dredged material con-
sisted of sand and stones.

The work at Batiscan was finished' on May 21, when the dredge was taken to
Cap a la Roche, and laid out to work on the curve where she continued' operations
until November 9, the material being shale rock. This dredge was then towed up
river, and placed to work at Varennes curve, deej)eniag the channel to 35 feet at L.W.
of 1897, the material removed being soft clay.

The working time of Dredge No. 5 was 173 days, the dredge being in actual
operation 65 per cent of the full working time.

The total number of cubic yards removed, amounted to 160,500 at a cost of
$49,056.65 or 30^%oo cents per cubic yard.

Rl\ER ST. LAWRENCE SHIP CHAyyEL 99

SESSIONAL PAPER No. 21

Baldwin (Xo. 6). — The hull of this dredge is of wood, constructed at the Sorel
shipyard in 1902. She has large built-up buckets for work in soft material, but with
sufficient teeth to enable the dredge to work in hard-pan, &c.

During the winter of 1907-8 the boilers of this dredge were thoroughly repaired,
and her machinery was given a good overhauling.

The BaldiL-in left Sorel on May 4, and was laid out to work on Champlain channel
the same day, to clean up sand bars which had formed.

This dredge continued, working at Champlain channel until October 6, when she
was taken down to Cap Levrard and laid out to straighten, deepen, and widen the
Cap Levrard channel, the material consisting of clay and stones.

The Baldwin worked at Cap Levrard until November 13, when she was taken up
to Ste. Anne de Sorel, and set to work on the traverse to deepen the channel to 3o
feet at L.W. of 1897, the dredge material being soft clay.

No. 6 was taken into winter quarters on Xov^mber 25.

The number of days during which this dredge was in operation was 173, and the
percentage of time of actual work, 68.

The total number of cubic yards removed amounted to 390,500, at a cost of
$49,157.43 or 12^%oo cents per cubic yard.

/. Israel Tarte (Xo. 7). — This hydraulic dredge was constructed by the Poison
Iron "Works Company, of Toronto, Canada, in 1902.

The hull is of steel, of the same type and general design as the steel hulls of
the elevator dredges.

During the winter of 1907-8 the dredge was given a good overhauling and repairs
were made to her four boilers. Fifteen of the discharge-pipe pontoons were hauled
out for caulking and painting.

At the commencement of the season of 1908, the •/. Israel Tarte was placed at
the mouth of the Richelieu river to do some filling at the new ship-yard coal wharf.
This work she completed on May 9, and was then put into shape for work on Lake
St. Peter. The dredge was laid out to begin operations on May 11 between the
White buoy and Xo. 2 curves where she left off the previous season. Her work con-
sisted of widening and deepening the channel, the dredge material being soft clay.

As with all other dredges of the fleet, unavoidable delays were caused during the
autumn by fog and smoke.

After completing the widening and deepening between the White buoy and Xo.
2 curves. No. 7 was laid out to widen and deepen the channel between Xo. 2 and Xo.
1 curves, the material also being soft clay. She completed this work on Xovember
3, and as it was then too late in the season to consider placing the dredge to work
above No, 3 curve, this part of the lake being very much exposed to bad weather, it
was decided to start deepening Xo. 1 curve to 35 feet at L.W. of 1897.

No. 7 continued working at Xo. 1 curve xmtil Xovember 14. She was then given
a thorough cleaning out before being put into winter quarters.

Xotwithstanding the lost time on account of smoke and fog, the season's work
was the most successful on record.

In a total of 163 days during which this dredge was at work, her machinery was
in actual operation 70 per cent of the full working time.

The total number of cubic yards removed amounted to 3,209,237, at a total cost
of $101,548.47, or S^^oo cents per cubic yard.

The total number of cubic yards removed by the dredging fleet between Mon-
treal and Quebec during the fiscal year ending March 31, 1909, amounted to 4,568,237,
at a total cost of $391,824.78, or 8^%oo cents per cubic yard.

Xew Hopper-Hydraulic Dredge Beaujeu (No. 8), Steel Hull Twin-Screw, — The
construction of this dredge was commenced at the Sorel ship yard in 1905. She was
21— 7i

100 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

launched in 1906, and delivered to the operating branch of the department on Novem-
ber 1, 1907.

The dredge was taken down to St. Thomas de Montmagny and placed to work
on the St. Thomas channel, where she remained until November 15, 1907, when she
was brought back to Sorel to go into winter quarters.

During the winter, alterations were made to the bow anchor winch, to give a
quicker motion when winding up chain.

The machinery was given a thorough overhauling and put in good working order
for the next season.

The Beaujeu left Sorel to begin her 1908 season's work on May 4. She was laid
out to work on St. Thomas channel on May 6. On commencing, the dredge unfor-
tunately broke her cutter-head shaft, which necessitated taking her up to Quebec
for repairs. These having been completed by the 11th, she coaled up and returned
to work at St. Thomas channel on the 13th, but on starting work the cutter-head shaft
again broke. It was then decided to take the dredge up to Sorel and have repairs
and certain alterations made.

No. 8 arrived at Sorel on the 18th of May, and the necessary repairs were com-
pleted by the 25th, when the Beaujeu left Sorel for St. Thomas channel, where she
arrived the following day and immediately resumed work.

On June 3 this dredge was taken down to Beaujeu channel to remove some lumps
composed of sand and clay which were found too difficult for the Galveston to pump.

No. 8 continued working at Beaujeu channel until June 13, when she returned
to St. Thomas channel and worked very satisfactorily.

From August 12 to 19 the dredge was delayed for repairs to her cutter-head
engine, and while these were being made her turbines had new lining put in.

From the 19th August until the 22nd of October the Beaujeu worked satisfac-
torily at St. Thomas channel, except for three short periods, when, on one occasion,
she went down the Beaujeu channel to remove some material consisting of sand and
clay which was found too difficult for No. 9 to pump.

On October 22 No. 8 was found to be making water; she was, therefore, taken
up to Levis to go into the dry dock for the necessary repairs to her hull. While in
dock her boilers and machinery were given a thorough overhauling.

The BeaiLJeu came out of dry dock on November 5, and, after coaling, proceeded
down to Beaujeu channel and resumed her work cleaning iip lumps which were too
hard for No. 9. The weather, however, became very unfavourable on account of the
late season, and it was decided to put the dredge into winter quarters.

She left on the 6th November and reached Sorel the following day, when she was
immediately laid up for the winter.

Notwithstanding the fact that 1908 was the first season for dredge Beaujeu, with
an inexperienced crew, new machinery, &c., the results obtained have been most satis-
factory, and the dredge has proved herself a credit to the Sorel shipyard.

The TR-orking time of No. 8 was from daylight to dark, and the dredge was in
actual operation 44 per cent of the full working time.

During the season the dredge worked 108 days at St. Thomas channel, and made
332 loads, which amounted to 651,800 cubic yards, the material consisting of clay and
stones.

The dredge also worked twenty-seven days at Beaujeu channel, and made sixty-
five loads, which amounted to 126,000 cubic yards, the material being sand, clay and
stones.

The total nimiber ,of days during which the dredge (worked was 135, making 398
loads, or a total of 777,800 cubic yards, at a total cost of $57,801.88 or 7^%oo cents per
cubic yard.

Suction hopper dredge Galveston (No. 9) steel hull, twin screw. — During the
winter lof 1907-8, this dredge was given a thorough overhauling, and her machinery
put in good order for the next season's work.

RIYER ST. LAWRENCE SHIP CHAXyEL

101

SESSIONAL PAPER No. 21

The details of the operations of this dredge for the j&scal year beginning April 1,
1908, were as follows: —

The Galveston left Sorel on May 5, for Quebec, where she arrived on the same
day. She started for Beaujeu channel, Crane island, on the following morning, to
commence operations.

During the season, the dredge was beached several times for repairs.

The Galveston worked at Beaujeu channel until November 7, when orders were
received to proceed to Sorel to lay up for the winter.

No. 9 left Quebec on November 9, for Sorel. On the way up, the dredge was
laid out at St. Croix Bar to make a trial load. The material was found to be very
difficult to pump, being composed oi very hard sand, with many stones.

No. 9 reached Sorel on November 12, and was immediately laid up for the
winter.

During the season, the Galveston worked 159 days, her hours of operation being
from daylight until dark. She was in actual operation 60 per cent of the full work-
ing time, and made 437 loads, amounting to 550,700 cubic yards, the material being
sand, some soft blue clay and stones, at a total cost of $48,059.37, or S'tIoo cents per
cubic yard.

The total number of cubic yards removed by the Beaujeau (No. 8) and the Galves-
ton (No. 9) below Quebec, during the fiscal year ending March 31, 1909, amounted to
1,328,500 at a total cost of $105,861.25 or 79%oo cents per cubic yard.

The total niunber of cubic yards removed by the whole of the dredging fleet
amounted to 5,896,737, at a total cost of $479,686.03 or 8*fioo cents per cubic yard.

Progress of dredging operations at the date of writing, the close of the season, 1908.

Locality.

Distance Total length

English requiring

miles. dredging.

1

Length

dredged in

1908.

Total

length of

30 foot

channel

dredged.

Length
yet to be
dredged.

Division 1 ; —

Montreal to Sorel

45
36
20
59
60

Miles.
22-90

Miles.

Miles.

22-90

12-45

*5-38
tl2-62

5-25
200

Miles.
All completed.
All completed.

All completed.

5-38
to be widened.

4-75

4-65

Division 2 : —
Sorel to Batiscan

12-45

Division 3 : —
Lake St. Peter .•

Division 4 : —
Batiscan to Quebec

Division 5 : —
Quebec to The Traverse

1800

10 00

6 65

4-22
0-80
1-25

Total

220

7000

6-27

60 60

9-40

* Not widened.

t Widened.

102

MARINE AND FISHERIES

9-10 EDWARD VII.. A. 1910
Progress of Dredging Operations at date of writing, the close of the season, 1908.

Locality.

Lkngth of

Dredging.

Cubic yards

yet required

to be done.

Required.

Done.

Division 1 : —

Miles.

Miles.

110
505
0-40
300
4-50
1 10
1-70
605

Longue Pte. to Pte. aux Trembles (e . H. )

He Ste. Theresa

Vercheres to Contrecoeur .

Contrecoeur Channel

Total

22-90

Division 2 : —
Sorel to He de Grace

4-40
110
0 25

Stone Island

Lake St. Peter (see Div. 3) . . . . .

0-50
0-50
1-55
2-25
1 ,30
0-60

Three Rivers

Cap. Madeleine to Becancour

Becancour to Champlain

Champlain to Pte. Citrouille

Batture Perron ...

Total

12 45

Division 3 :—
Lake St. Peter

*5-38
tl2-62

3,300,000

Total

1»00

3,300,000

Division 4 : —
Batiscan to Cap Levrard

0 20
110
0-80
0 65
0-80

2 80
0-9U
0 40
0 25

6'46'
0-20
0-30

50,000
500,000
175,000

Pouiller Rayer

Cap Charles

Grondines . .

210,000
200,000

Lotbiniere

Cap Sante

Ste. Croix

0-60
0-60

150,000

St. Augustin

150,000

Total

4-75

5-25

1,435,000

Division 5 : —
Quebec to the Traverse . .

4-65

200

3,200,000

Total

4 65

2-00

3,200,000

Totals

940

60-60

7,935,000

7,935,000

Cubic yards done

61,767,292

Total

69,702,292

* Not widened.

t Widened.

RIVER ST. LAWREXCE SHIP CHA:S'NEL

103

SESSIONAL PAPER No. 21

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MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

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RIVER ST. LAWRENCE SHIP CH.iyXEL

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MARINE AXD FISHERIES

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110 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

DKEDGING PLANT.

The following is a description of the dredging plant in November, 1908, owned
and operated by the Department of Marine and Fisheries in connection with the River
St. Lawrence ship channel: —

DREDGES.

The Elevator Dredge ' Laval ' (No. 1), wooden hull.

Length over all, 150 feet.

Breadth of beam, 30 feet.

Depth of hold, 14 feet.

Average draught, 11 feet.

Greatest working depth, 42 feet.

Hull built in Ottawa in 1894.

Steel buckets.

Working capacity per day in hard material, 1,000 or 2,000 c. yds.

The Elevator Dredge ' Laurier' (No. 2), wooden hull.

Length over all, 163 feet.

Breadth of beam, 32 feet.

Depth of hold, 14 feet.

Average draught, 10 feet.

Greatest working depth, 45 feet.

Built at Sorel shipyard in 1897.

Steel buckets.

Working capacity per day in hard material, 1,000 to 2,000 c. yds.

The Elevator Dredge 'Lady Aberdeen' (No. 3), steel hull.

Length over all, 148 feet.

Breadth of beam, 32 feet.

Depth of hold, 13 feet.

Average draught, 8-5 feet. -•

Greatest working depth, 42-5 feet.

Built at Sorel shipyard in 1900.

Steel buckets.

Working capacity per day in hard material, 1,000 to 2,000 c. yds.

The Elevator Dredge ' Lady Minto ' (No. J^), steel hull.

Length over all, 148 feet.

Breadth of beam, 32 feet.

Depth of hold, 13 feet.

Average draught, 8-5 feet.

Greatest working depth, 42-5 feet.

Built at Sorel shipyard in 1900.

Steel buckets.

Working capacity per day in hard material, 1,000 to 2,000 c. yds.

RIVER ST. LAWRENCE SHIP CHANNEL HI

SESSIONAL PAPER No. 21

The Elevator Dredge ' Lafontaine' (No. 5), wooden hull.

Length over all, 168 feet.
Breadth of beam, 32 feet.
Depth of hold, 14 feet.
Average draught, 9 feet.
Greatest working depth, 45 feet
Built at Sorel shipyard in 1901.
Steel buckets.

Working capacity per day in hard material, 1,000 to 2,000 c. yds.

The Elevator Dredge 'Baldwin' (No. 6), wooden hull.

Length over all, 165 feet.

Breadth of beam, 34 feet.

Depth of hold, 14 feet.

Average draught, 8 feet.

Greatest working depth, 42-5 feet.

Built at Sorel shipyard in 1902.

1 cubic yard buckets strengthened for fairly hard material.

Working capacity per day in medium material, 2,500 to 3,500 c. yds.

The Hydraulic Dredge ' J. Israel Tarte ' (No. 1), steel hull.

Length over all, 160 feet.

Breadth of beam, 42 feet.

Depth of hold, 12-5 feet.

Average draught, 6 feet.

Length of suction frame, 80 feet.

Greatest working depth, 50 feet.

Built at the Poison Iron Works, Toronto, in 1902.

Working capacity per day in soft material, 12,000 to 20,000 c, yds.

Discharge Pipe and Pontoons of Dredge 'J. Israel Tarte' (No. 7).

23 lengths of pipe, 30 ins. diameter by 100 feet long.

1 length of pipe, 36 ins. diameter by 35 feet long.

23 pairs of pontoons for floating pipes, 42 ins. diam. by 90 ft. long.

Winch Scow 'No. 3' for Dredge 'J. Israel Tarte' (wooden hull).

Length over all, 60 feet.
Breadth of beam, 18 feet.
Depth of hold, 6 feet.
Built at Sorel shipyard in 1902.

Winch Spow (wooden hull) for Dredge 'J. Israel Tarte' (with steam hoiler and

steam winch).

Length over all, Y5 feet.
Breadth of beam, 25 feet.
Depth of hold, 5-5 feet.
Built at Sorel shipyard in 1902.

lia MARIXE AXD FISHERIEi^

9-10 EDWARD VII., A. 1910

The Suction Hopper Dredge 'Galveston' (No. 9), steel hull, twin-screw.

Length over all, 233 feet.

Breadth of beam, 39 feet.

Depth of hold, 15 feet 5 inches.

Draught when loaded with 1,800 tons, 14 ft. 9 in. aft. 13 ft. 1 in. fwd.

Greatest working depth, 55 feet. Built in 1904.

Two suction pumps, Dutch type 8 ft. 6 ins. outside diameter.

Working capacity, 1,350 cubic yards in 45 minutes.

Hopper capacity, 1,400 cubic yards.

Sea-going Suction Hopper Dredge ' Beaujeu' (No. 8), steel hull twin screw

Length between perpendiculars, 264 feet.

Breadth of beam, 45 feet.

Depth of hull, 20 feet.

Capacity of hoppers, 2,000 cubic yards in 45 minutes.

Greatest working depth, 65 feet.

Draught when loaded, 15 feet.

Ordinary speed, 9 statute miles.

Built at Sorel shipyard in 1907.

TUGS.

The Ice-hreahing and Sioeeping Tug 'Lady Grey' (steel hull, twin screw).

Length between perpendiculars, 172 feet.

Length over all, 183 feet 6 inches.

Breadth moulded, 32 feet.

Breadth extreme, 32 feet 3 inches.

Depth moulded, 18 feet.

Draft mean to bottom of flat plate keel (normal) 12 feet.

Draft when ice-breaking, about 13 feet.

Displacement in tons at 12 foot draught, 1,070.

Mean speed at 12 foot draft on 6 runs over measured mile base, 14 knots.

Built by Vickers Sons & Maxim, Ltd., Barrow-in-Furness in 1906.

The Tug ' Frontenac' (composite hull).

Length over all, 113 feet.
Breadth of beam, 23 feet.
Depth of hold, 10 feet.
Average draught, 9 feet.
Built at Sorel shipyard in 1902.

The Tug ' De Levis' (wooden hull).

Length over all, 104 feet.
Breadth of beam, 20 feet.
Depth of hold, 10 feet.
Average draught, 8 feet.
Built at Sorel shipyard in 1902.

The Tug 'James Howden' (wooden hull).

Length over all, 100 feet.
Breadth of beam, 21 feet.
Depth of hold, 10 feet.
Average draught, 7-5 feet.
Built at Sorel shipyard in 1903.

lUVEIi ST. LAWIiEXVE SHH' CHAXXEL 113

SESSIONAL PAPER No. 21

llie Tug 'St. Jean d' Iberville ' (steel hull).

Length over all, 90 feet.
Breadth of beam, IS feet.
Depth of hold, 12 feet.
Average draught, 10 feet.
Built at Sorel shipyard in 1897.

The Tug 'Lac St. Pierre' (wooden hull).

Length over all, 100 feet.
Breadth of beam, 21 feet.
Depth of hold, 10 feet.
Average draught, 7-6 feet.
Built at Sorel shipyard in 1901.

The Tug ' Porlneuf ' (wooden hull).

Length over all, S-i feet.
Breadth of beam, 17 feet.
Depth of hold, 9 feet.
Average draught, 8 feet.
Built in 1875.

The Tiig ' Cartier' (ivooden hull).

Length over all, 84 feet.
Breadth of beam, 18 feet.
Depth of hold, 9-5 feet.
Average draught, 8 feet.
Built at Sorel shipyard in 1893.

The Tug 'Emilia' (wooden hull).

Length over all, 84 feet.
Breadth of beam, 17 feet.
Depth of hold, 9 feet.
Average draught, 8 feet.
Bviilt at Sorel shipyard in 1898.

The Tug ' Champlain ' (wooden hull).

Length over all, 84 feet.
Breadth of beam, 17 feet.
Depth of hold, 9 feet.
Average draught, 8 feet.
Built at Sorel shipyard in 1901.

The Tug 'Jessie Hume' (wooden hull).

Length over all, 72 feet.
Breadth of beam, 17-3 feet.
Depth of hold, 10 feet.
Average draught, 8-5 feet.
Built in Bufialo in 1878.
>1— S

114 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
The Tug ' Montcalm ' (wooden hull).

Length over all, 80 feet.
Breadth of beam, 23 feet.
Depth of hold, 8 feet.
Average draught, 7 feet.
Built at Sorel shipyard in 1903.

The Tug ' Carmelia' (wooden hull).

Length over all, 84 feet.
Breadth of beam, 17 feet.
Depth of hold, 9 feet.
Average draught, 8 feet.
Purchased in 1903.

COAL BARGES.

The Coal Barge ' No. 1 ' (wooden hull).

Length over all, 120 feet.
Breadth of beam, 2-i feet.
Depth of hold, 10 feet.
Built in Sorel shipyard in 1898.

The Coal Barge 'No. 2' (wooden hull).

Length over all, 125 feet.
Breadth of beam, 25 feet.
Depth of hold, 11 feet.
Built at Sorel shipyard in 1900.

The Coal Barge ' No. 3 ' (wooden hull).

Length over all, 98 feet.
Breadth of beam, 28 feet.
Depth of hold, 12 feet.
Built at Sorel shipyard in 1902.

The Coal Barge 'No. J^' (wooden hull).

Length over all, 98 feet.
Breadth of beam, 28 feet.
Depth of hold, 12 feet.
Built at Sorel shipyard in 1903.

Stone-lifter 'No. 2' (wooden hull).

Length over all, 80 feet.
Breadth of beam, 25 feet.
Depth of hold, 9-8 feet.
Eebuilt at Sorel shipyard in 1897.

Stone-lifter 'No. 3' (wooden hull).

Length over all, 108 feet.
Breadth of beam, 34 feet.
Depth of hold, 14 feet.
Built at Sorel shipyard in 1903.

RIVER ST. LAWRENCE SHIP CHAXyEL 115

SESSIONAL PAPER No. 21

Sounding Scow (wooden hull).

Length over all, 60 feet.
Breadth of beam. 25 feet.
Depth of hold, 6 feet.
Built at Sorel shipyard in 1898.

Floating Shop (wooden hull).

Length over all, 90 feet, 4 inches.

Breadth of beam, 25 feet.

Depth of hull, 9 feet.

1 forge, 1 shaper, 1 emery wheel, 1 drill, 1 lathe, 1 gasoline, 6 h.p. engine.

Living quarters for 4.

Built in 1908 at Sorel shipyard.

Tu'o Boarding Scoivs (wooden hulls).

Length over all. 60 feet.
Breadth of beam, 18 feet.
Depth of hull, 7 feet.
Built in 1908, at Sorel shipyard.

One Boarding Scow (wooden hull).

Old dump scow.
Rebuilt in 1899.

Two Hopper Scows (wooden hulls) with hydraulic power for closing gates.

Length over all, 97 feet.
Breadth of beam, 24-5 feet.
Depth of hold, 9 feet.
Capacity, 200 cubic yards.
Built at Sorel shipyard in 1897.

Two Hopper Scoics (wooden hulls) ivith hydraulic power for closing gates.

Length over all, 90 feet.
Breadth lof beam, 18 feet.
Depth of hold, 7 feet.
Capacity, 150 cubic yards.
Built at Sorel shipyard in 1898.

Four Hopper Scoics (wooden hulls) with hydraulic power for closing gates.

Length over all, 97 feet.

Breadth of beam, 24 feet.

Depth of hold, 9 feet.

Capacity, 200 cubic yards.

Built at Sorel shipyard in 1899 and 1901.

Five Hopper Scows (wooden hulls) with hydraulic power for closing gates.

Length over all, 98 feet.
Breadth of beam, 24 feet.
Depth of hold, 9-5 feet.
Capacity, 300 cubic yards.

Built at Sorel shipyard, two in 1901, three in 1902.
21— «^

116 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
2\vo Hopper Scows (wooden hulls) with hydraulic power for closing gates.

Length over all, 97 feet.
Breadth of beam, 24-5 feet.
Depth of hold, 9 feet.
Capacity, 300 cubic yards.
Built at Sorel shipyard in 1903.

Two Small Flat Scoivs (wooden hulls) used at the Sorel Shipyard.

20 feet by 40 feet.

One of these with a derrick of five tons lifting capacity.

RIVER ST. LAWRENCE SHIP CHANNEL 117

SESSIONAL PAPER No. 21

APPENDIX No. 4.

SOREL SHIPYARD.

G. J. Desbarats, Esq.,

Acting Deputy Minister of Marine and Fisheries,
Ottawa.

Sir,— I have the honour to report on the work performed at the Sorel shipyard
during the twelve months of year 1908-9, ended March 31 last.

SPRING WORK, 1908.

The opening of the fiscal year finds the shipyard busy to its full capacit5^ The
wintering of a large dredging fl.eet aijd many other vessels is over. Most of the im-
portant repairs have been completed in the various shops and the new pieces of
machinery or old ones repaired are put on board.

April is devoted to outfitting the several vessels of the dredging fleet, overhauling
all the machinery, cleaning and painting, and then to putting on board all necessary
supplies and, in the meantime, taking on the crews with their belongings.

In April, 1908, there were at the shipyard the following craft: —

Six elevator dredges, numbered from one to six.

One suction dredge, known as No. 7, with cutter head and discharge pipes.

One suction dredge, known as No. 8, with cutter head, carrying her own load and
self-propelling.

One suction hopx)er dredge, known as No. 9, also self-propelling.

Nine tugs employed as tenders for the above mentioned dredges: —
The Lac St. Pierre, Si. Jean Iberville, Montcalm, Portneuf, Champlain, Cartier,
Emilia, Carmelia, Jessie Hume.

Three other twin screw wooden boats, to da towing, as well as survey work, sweep-
ing of the channel, and official duty: the De Levis, the James Howden and Frontenac.

Fifteen dumping scows, numbered from one to fifteen, to serve the elevator
dredges.

The discharge pipe of dredge No. 1, consisting of 2,200 feet of pontoons in 100
feet lengths.

Two stone lifters, used as a complement to the dredging fleet and capable of haul-
ing the largest boulders.

Four coal barges, Nos. 1 to 4, of about 375 tons capacity each, continually busy
distributing coal to the dredges and tugs, during the season of navigation.

One floating shop kept within reach of the group of dredges for minor repairs.

Three scows with housing on them, serve to lodge the spare crews of the boats,
where accommodation is scarce.

Besides the above mentioned craft which had wintered at the Sorel yard, there
were also: —

La Canadienne, a vessel of the Hydrographic Survey; the Shamroch and Acety-
lene, of the Maintenance of Lights branch; the Vercheres, Hosanna and Alpha, three
vessels employed in the construction-of -lights branch; the Maisonneuve of the Hydro-
graphic Survey.

118 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

In April, 1908, all of the above vessels were, as I said, being outlitted, overhauled
and made ready for the season's work.

Tho ice of the Richelien river went, on April 8, and that of the St. Lawrence on
April 17. The first dredge to leave the shipyard was the No. 3 on May 6.

CONSTRUCTION.

In addition to the work required on the vessels of the fleet, there was also the
work on the new constructions.

Those on hand at the beginning of the fiscal year were dredge No. 19, dipper
dredge ; tug No. 22, for the upper lakes ; one floating shop.

Work on the dipper dredge was continued through the whole fiscal year. The
vessel was launched in July, 1908, and then the installation of her machinery was
begun.

At the same time as the machinery of No. 19 was being completed, that of No.
24, which is to be a duplicate of the first, was kept in hand.

At the end of the fiscal year the main hoisting engine on No. 19 had been in-
stalled, as well as the spud-lifting engines, swinging engine, Wheeler condenser, feed
pump and dynamo.

Tug No. 22, by April 1, 1908, had her hull almost completed and her woodwork
well advanced. The machinery was installed on board, her propeller shafts lined
and put in place, her propellers shipped, and on September 25 she was successfully
launched. Her installation continued, and in December was far enough advanced to
have a trial of her engines in place. By the end of March the vessel was nearing
completion.

The name chosen for the new craft known hitherto as No. 22 was Lamhton, from
the family name of Lord Durham of historical fame.

The floating shop was equipped with a 6-horse power Foos gasoline engine, station-
ary type, and with shafting and belting, lathe, shaper, drill, emery wheel, smith's
forge, blower and necessary tools.

The floating shop was put to actual work in the month of August, 1908, and is
found a great convenience for urgent ordinary repairs. One end is set apart as
living room for the foreman, a blacksmith.

NEW CONSTRUCTIONS.

Construction No. 20, a stone lifter. Material was received, machinery prepared.
Lighthouse Tender No. 21, although begun in previous year, was, properly speaking,
put in hand in 1908, her keel being laid in July of that year.

Dimensions.

\ The length is 222 feet over all.

Beam moulded, 34 feet 8 inches.
Depth moulded, to upper deck 22 feet.
Draught, when loaded, 15 feet.
Estimated speed, 11^ knots.

The vessel is of steel throughout, has a double bottom 3 feet deep extending
through machinery space and bunker, subdivided in three water-tight compartments,
that under the boilers forming the reserve feed tank. There are six water-tight bulk-
heads.

The No. 21 will be propelled by twin triple expansion engines with cylinders
15 in. 24 in. and 39 in. diameter, respectively, and a common stroke of 24 inches.

The steam is supplied by two marine boilers of the return tube type, 14 feet
diameter by 10 feet long.

SOREL SHIPYARD ' 119

SESSIONAL PAPER No. 21

There is also a donkey boiler of the vertical type, 5 feet diameter by 9 ft. 2 in.
high.

Two flat scows under No. 27 were begun in ^lay, 190S; these scows are 63 feet
by 27 by 8.

Construction No. 28 consisted of two wooden scows, capacity 200 c. yds. One is
equipped with the government pattern of hopper doors and hinges, the other has the
same design as the Harbour Commissioners' scows, the doors being reinforced by an
I-beam and the hinges somewhat different.

In both these scows, as in the whole fifteen others already in commission, the
doors are operated by means of hydraulic pressure supplied by a pump on board the
tug, and carried through a hose to the ram located within the hold of the scow. This
works a shaft and opens or shuts the four pairs of doors at the bottom of the hoppers.

Construction No. 29 is a wooden tug of light draft. A model was worked out
in September, 190S. The framing was begvm in November.

This tug is to have twin-screws and double expansion engines of the type of the
Emilia. At the end of the fiscal year, the framing of the hull was completed and
the planking fairly advanced. The engine frames, cylinders, and several other pieces
of the machine were cast.

Construction No. 30. This is a derrick scow for work on the Ottawa river. The
scow is 40 feet by 16 feet by 4 feet, carries a stiff leg derrick, with boom of 25 feet
and a hand winch. There is a cabin on deck of S feet by 10. This scow was built
during winter of 1909 for the Maisonneuve. At the beginning of April of this year,
there remained some painting to be done and a few items of outfitting.

SUMMER ^yol^K, 1908.

Eeverting to the vessels of the dredging fleet, these were as usual, kept in efficient
working order throughout the season of navigation.

The De Levis was hauled on the slipway for repairs to her rudder.

Dredge No. 3 was brought to the shipyard to have a new upper tumbler installed.
Some weeks later, the same dredge through an accident, had her frame broken, which
called for extensive repairs.

The tug Jessie Hume was also hauled out for painting, and securing the
iron sheeting at water line.

VESSELS HAULED OUT, ETC.

The following vessels were also hauled out on the slip-way in the course of season
1908: — tug Montcalm, tug Hosanna, scow No. 9, tug Alpha, scow No. 14, tug Ottawa,
tug Reserve, tug Champlain, tug Emilia, scow of St. Ours lock, tug FrontenaCj tug
Vercheres, scow No. 10, barge AcetyUne, for repairs either to their propellers, rudders,
shafting or hulls.

The stone lifter of the Public Works Department was brought to the shipyard
and received a final coat of paint. The piping was overhauled, and two cleats added
to the deck equipment.

N.B. — This is outside of the ordinary work of the Marine and Fisheries, but the
facilities at the shipyard and central location of Sorel, make it convenient for other
departments to have some of their work done hera

MAINTENANCE AND IMPROVEMENTS TO SHIPYARD BUILDES'GS AND PLANT.

The buildings of the different shops were kept in repair. The machine shop
foundation had to be examined, and as a consequonee, the ground plates and base.5
of studding were renewed; some additional ventilation was provided, the confined
spaces underneath being apt to induce rotting of the timbers.

120 MARIXt: AXD FISHKRIKS

9-10 EDWARD VII., A. 1910

At the blacksmith shop a crane of 15 feet radius, and 1,500 11 s. capacity was added
to the plant.

At the boiler shop, some broken sections of the iron floor were renewed. The
furnace was lelined with fire brick, A set of powerful bending rolls were purchased
and received during the winter. These will be capable of bending boiler plates 11-
inch thick and roll boiler halves 14 feet diameter and 12 feet 6 inches wide.

Building Nos. 2 and 3 had ordinary repairs and painting.

Building Xo. 4- — Contains offices and stores. Alterations were made to increase
space available for offices ; in summer 190S, th\3 foundation was repaired ; the bottom
stringer being rotten, had to be renewed.

Building No. 5, Machine shop. — Repairs were made to soil plate, as the woodwork
was decaying.

Buildings Nos. 6, 7, 8, 9, 10 11, 12, 13, U, 15, 17, 18 and 19 weiB all painted
during the summer of 1908.

Shipyard railway. — The narrow gauge track received new extensions, one line
being built from the saw-mill to the boiler house, No. 2, to carry the slabs from the
mill to the fire. One line of track was also laid alongside of the standard gauge
railway siding and extended to the wharf No. 4. These two new lines were connected
with the previously existing lines, and also with the new dry kiln, and the shed for
dry lumb'er.

Six new switches, two right angle crossings and about 2,000 feet of new track
were laid. Planking was renewed and crossings added on the old track, wherever
necessary.

Wharf No. 4- — Which is the newest and largest of the four at the shipyard, was
filled at the rear, with material dredged at high water, by Dredge No. 7, and dis-
charged through its floating pipe.

The anchorage of the cribwork was added to by driving groups of piles and bind-
ing same with chains and rods to the loaded platform of the wharf. The earth filling
was levelled, and a wooden floor laid on top. The first cargo of coal was placed there
in November, 1908.

XEW BUILDIXGS.

Four new buildings were erected in the course of the year in order to meet the
growing requirements. One Imown as No. 22 is a store house for castings large and
small; there are two floors 50 by 32 feet.

In connection with this store-room, there is a plank platform 100 feet by 36 feet,
where heavy castings are stored, while waiting to be brought to the machine shop
near by. The whole is inclosed by a wire fence 100 by 80 feet, with gates under lock
and key, so as to ensure correct distribution of all castings issued to the several con-
structions.

Another new building is No. 23. The dry kiln, which existed before, had become
unequal to the needs of the shipyard. A new one was built in 1908. There are two
compartments, 10 feet by 60 feet, with 1,600 feet in each, of Ij-inch piping. The
kiln is capable of taking alternately or at same time 18,000 feet of lumber. It is
equipped with necessary ventilators and means of regulating the heat and evapor-
ation.

Building No. 20 is a double pitched roof building 51 feet long by 25 feet, with
wide sliding doors . on either side, and serves for storing lumber after it has been
dried in the kiln, or dressed at the mill, and is wanted as a reserve. The narrow
gauge track runs along tlie doors on the south side.

Building No. 21, or boiler-room No. 2, also erected in 1908, is a sort of temporary
housing for two boilers of the locomotive type. These are used to consume the slabs

SOREL SHIPYARD 121

SESSIONAL PAPER No. 21

and sawdust ; the steam generated serving to heat the dry kilu, and also for the heat-
ing, in winter time, of the sawmill, paint shop, asbestos shop and mould loft.

The boilers rest on a concrete foundation which has been made permanent from
the first and will allow the saperstructure, now of rough boards only, to be lined with
brick or concrete, at some future time.

This boiler-room No. 2 is connected with tlie sawmill by a square wooden box,
carried on posts, through which the sawdust and shavings are blown into a large bin
in the boiler-room. It is also connected by st<^am pipes with asbestos shop and
adjoining buildings.

The northern end of the grounds is gradually being occupied by new buildings.
As a consequence the extension of the narrow gauge track, mentioned above, and also
the increasing of the fire protection were necessary.

WATER WOUKS.

One main line 6 inches in diameter, ruiming along the railway track and branch-
ing out with 4 inch pipes to wharf Ko. 4 and to wharf No. 3, with one hydrant on
each branch, were laid. One hydrant was placed northwest of boiler-room No. 2, and
a fourth one at a short distance from buildings No. 15 and 19, where the patterns are
stored, as well as the movable equipment of vessels in winter time. Seven himdred
feet of pipe were laid and four hydrants, as mentioned above, and two others repaired.

DRAIN.

An earthenware drain pipe was laid from the centre of the space between the
mould loft and dry kiln and lumber store to the water's edge, at wharf No. 4. The
area between the above mentioned buildings has since been quite free of water, even
during the spring thaw and heavy rains.

WLN'TER WORK, 1908-9.

At the end of the season of 1908, the whole of the dredging fleet enumerated
above, together with the new constructions laimched during the summer, were at the
shipyard as their winter quarters.

In addition to this, were the following: La Canadienne, the Lady Grey, the
Maisonneuve, the International, of the Public Works Department; as well as the
vessels of the construction of lights branch: Yercheres, Hosanna, Alpha, and
several scows. The Shamrock and Acetylene also had their repair work done at the
yard; and finally the Constance was brought here in the fall, to have a new boiler
installed.

Following in alphabetical order, are the principal items of repairs executed in
the course of the winter : —

Acetylene. — This vessel of the maintenance of lights branch, met with an acci-
dent at the close of navigation of 1908, while lifting buoys. The vessel had a load of
gas buoys on board and was being towed to Sorel, when she capsized and turned
turtle.

The wrecked vessel was towed in that position to Sorel harbour, and an attempt
to right her was made by means of the crane of dredge International, but was not
successful. As the ice was fast forming, and vessels had to go into winter quarters,
the operations were postponed uutil the ice was strong enough to serve as base.
Finally on December 29, the vessel was turned right side up and afterwards removed
from its position in th3 channel, a road having to be cut through ice almost two feet
thick. The vessel was found to have lost her boiler, and all movable things on deck.
The crane was broken by dragging on the bottom, and many connections burst through
freezing. The woodwork was out of plumb and partly broken.

The Acetylene received a general overhauling, all machinery being dismounted
and refitted. A new boiler was installed, new piping laid ; the crane was repaired ; the

122 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

woodwork was altered so as to include the compressors in the main room of the barge;
the roof was repaired, windows and doors touched up or renewed; the sides and hull of
the vessel were painted.

Alpha. — Changes to steering apparatus, caulking deck and painting.

Coal hcirges No. 1, 2, 3 and If. were caullced and painted. No. 8 was given a new
life boat.

Bronx, a gasoline launch, hauled out for repairs.

Building No. 16, or power house, received coat of paint, during week following
Christmas.

Building No. 17, saw-mill. — A circular saw was added, also a saw setting machine.

Tug Champlain was hauled out in November and wintered on the ways.

The position of the shaft was straightened and some repairs were made to the
boiler. The vessel was scraped and painted and let down in the spring.

Tug Carmelia had a new smokestack.

Tug Cartier. — The boiler had to be raised for inspection, and was found to need
repairs to lower front part and water pan. New plates had to be flanged, the old
ones renewed, and of course, connections overhauled, asbestos relaid, &c.

C.G.S. Constance. — Had a new boiler built at the yard and installed. This neces-
sitated cutting through deck, and through roof of boiler room. A wheel house was
added to the vessel. The machinery and equipment received at the same time a
thorough overhauling.

CONSTRUCTION OF LIGHTS.

Vessel Vercheres. — In order to secure a clear view from pilot house astern, two
ventilators were shifted to each side. A new life boat was supplied to the Vercheres.

Pile Driver Scow was caulked and painted during winter 1909.

Barge Davis — Had a new boom, repairs to mast, painting and caulking part of
deck.

De Levis. — The boiler had to be raised for inspection and needed new plates at
lower front and new water pan. The repairs were of the same nature as those on
the Cartier.

Dredge No. 3 was hauled out in November. The hull was thoroughly scraped
and painted in the fall; an additional coat was given after the winter. The vessel
was launched only in the spring of 1909.

Dredge No. 7. — There were new water ends fitted on two feed pumps. Repairs
to the breasting winches, new cast-iron nipple on the suction pipe of dredge, 3 feet
long X 3 feet square.

Jet blowers were installed on boiler, making two boilers so equipped. The pipe
pontoons were hauled out and repaired, scraped and painted. The winch scow was
hauled out for repairs. The special pontoon connected at the angle of dredge was
repaired pending the construction of a new one.

Dredge No. 8 had ordinary repairs and painting.

Dredge No. 9 also had ordinary repairs; a new pair of davits was installed and
another repaired. There were also repairs to the crane of the suction pipe; a new
gear for the stern winch and strengthening of deck forward.

Tug Emilia had repairs to her deck, guards and stanchions.

Tug Frontenac had ordinary repairs; was supplied with a new flat-bottomed boat
15 feet X 3 feet. The hull was painted and the gasoline launch was equipped with a
new Bellfuss engine.

Hosanna. — Main deck was caulked, spring of 1909, besides painting.

Iberville. — The boiler had to be lifted from its place and repairs to bottom angle
and water pan were made. To make the above repairs the woodwork had to be cut
and connections, asbestos covering, &c., made anew after boiler was reinstalled.

SOREL SHIPYARD 123

SESSIONAL PAPER No. 21

International (a spoon dredge of the Public Works Department) wintered here.
The three spuds and dipper arm were taken down for repairs.

The spuds were refitted and put in position by means of the shear legs. A new
spider for bucket crane was forged and fitted. Foundations of one engine were re-
built of steel instead of wood, and two dumping scows were repaired.

James Howden. — ^Boiler had to be lifted for examination and repairs; the front
bottom plates had to be renewed. In order to repair the boiler and re-insert the tubes
the cylinder engine had to be taken out. As in the case of the other two boilers be-
fore mentioned, connections and covering had to be overhauled.

Jessie Hume had a steam steering gear installed; this was taken from the De-
Levis, where a stronger machine was placed last year in view of work below Quebec.

Lady Grey wintered at the yard. There were ordinary repairs; some ventila-
tors added. A 24' x 6' x 26" Clinker built boat was built for her.

The tank was cleaned and painted; the double bottom spaces were cleaned and
received a cement wash.

Lalce St. Pierre. — The boiler had to be raised for inspection. It was necessary
to repair the lower front and water pan. This is the fourth of the series of boilers
which had to be repaired in the same manner. There is considerable labour in re-
pair of this kind, the old plates having to be cut in place, the new ones adjusted and
tried, and then drilled and riveted, all in the cramped space in the hold of the tugs.

Maintenance of Lights. — Repairs were made to 3 floating lightships of Lake St.
Peter channel, 1, 2 and 3. The No. 2 had a new deck, new guards, stanchions, wind-
lass; the other two had minor repairs of the same nature; decks were caulked, wood-
work painted.

A mast to carry a light was built and shipped to wharf, Longueuil ferry, near
Bellerive Park, Montreal.

Boiler makers, smiths and painters were supplied for repairs to gas buoys.

Maisonneuve wintered at the yard; was hauled on slipway, the boiler was re-
constructed; a new rudder made, woodwork repaired and painted, deck was caulked.

Montcalm had repairs toi her boiler, which had to be raised in the same manner
as described for the Lac St. Pierre and Iherville.

SlKimroch had six new stay tubes fitted ; some alterations to woodwork of
chart-room, \and some repairs to main hoisting winch.

Sounding Scow wintered at shipyard, was hauled out on the slipway, repaired,
caulked and painted.

A number of pressing jobs accomplished throughout the year for vessels of the
dredging fleet, or auxiliaries, are not detailed in the foregoing report, but form together
a considerable total.

The readiness of the shipyard to handle these emergency jobs on short notice, with
trained mechanics, is of vital importance to the efficiency of the channel dredging
fleet.

General. — All the buildings of the shipyard were painted during the year 1908.
The machinery was kept in good order, as well as the water-works system for fire pro-
tection. In winter, the roads were maintained, ice was cut around the vessels, and
special watch kept over the fleet wintering here. The telephone exchange and electric
light lines were kept in constant wf^rking order. The compressed air distribution
and air compressor were also kept in constant efficiency.

Force Employed. — The force employed varied from 623 to 920 and averaged 729
for the twelve months.

The financial statement herewith, shows the total amount expended at the Sorcl
shipyard diiring the fiscal year ending March 31, 1909, t ohave been $1,132,279.40.

I have the honour to be, sir,

Your obedient servant,

L. G. PAPmEAU.
Asststa7it Director of Shipya<rd.

124

MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910

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SESSIONAL PAPER No. 21

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126

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 5.

Statement of Expenditure for the Year 1908-9.

Service.

Vote. Expenditure.

Ocean and river service —

Dominion steamers and icebreakers

Examination of ma,sters and mates

Rewards for saving life

Investigation into wrecks

Schof)ls of navigation

Registration of shipping . .

Removal of obstructions

Tidal service

Winter mail service

Cattle inspection

Wrecking plants

Unforeseen expenses

Naval Militia

Patrolling waters in northern portion of Canada and

Hudson bay

New icebreaking steamer

New steamer to replace Lansdowne

To recoup P. E. Island Government re transportation of
hay

Public Works — chargeable to capital —

Ship channel

Permanent piers in Lake St. Peter, &c

Dredging plant, River St. Lawrence

Purchase of yai'd propertj' at Sorel

Compensation to Wm. Paul, jr

Gratuity to tlie mother of the late J. Carbonneau ...

Lighthouse and coast service —

Agencies, rents and contingencies

Salaries and allowances to lightkeepers

Maintenance and repairs to lighthouses ,

Repairs to lightships ,

Construction of lighthouses and aids to navigation \

M apparatus J '

Wireless stations

Signal service

Administration of pilotage

Pensions to retired pilots

Maintenance and repairs to wharfs

Maintenance and upkeep of dockyards

Breaking ice in Thunder bay and Lake Superior ....

Salaries of temporary clerks, &c ,

Telephone stations

Telephonic reporting stations (signal service) Montreal

and Father Point

New steamer for the great lakes and Georgian Bay. . .

Repairs to maritime road, Gaspe

Charter of steamers.. Lime Kiln Crossing

Improvements at Parry Sound ,

Purcha.se of land at St. John, N.B

Pension to Pilot F. X. Lamarre

New lightship at Point Pelee, Lake Erie

Signal service for Grosse He

Scientific Institutions and hydrographic survej's —

Meteorological service

Magnetic observatory

Montreal .,

Kingston .. .

Hydrographic surveys

11 survey steamer for Pacific coast

" 11 II for Gulf of St. Lawrence .

Carried forward

$ cts.

635,000 00
12,600 00
39,600 00
12,000 00
10,000 00

2,000 00
20,000 00
32,000 00
16,000 00

3,600 00
30,0f»0 00

5,000 00
10,000 00

5(^000 00

365,000 00

75,000 00

4,000 00

760,000 00

100,000 00

21.S,000 00

30,(XK) 00

7,000 00

500 00

3.3,000 00
330,000 00
730,000 00

20,000 CO

1,300,000 00

131,550 00

9,000 00

31.550 00

3,600 00

3,000 00

50,000 00

40,000 00

17,000 00

10,000 00

23,500 00

150,000 00

2,000 00

12,000 00

30,750 00

50,000 00

150 00

30,000 00

1,000 00

122,300 00

3,200 00

500 00

500 00

170,000 00

45,750 00

50,000 00

S cts.

634,919 76
8,244 .50

35,586 13
8,569 02
3,599 23
1,471 92
2,450 27

31,271 67
6,509 97
3,555 99

30,000 00
4,166 78
8,652 33

55,733 94
363,073 19

4,000 00

730,728 10

94,185 84

131,370 64

7,000 00
500 00

31,403 17
321,218 91
725,013 05

16,606 14

1,223,713 29

66,2,38 07
8,939 35

31,546 00
3,400 00
2,338 47

45,061 98

33,692 00
7,720 09

20,273 60

147,186 94

1,696 59

11,650 00

23,978 93

125 00

120,604 59

3,052 47

500 00

500 00

130,229 83

41,104 45

527 96

Totals.

1,201,804 76

963,784 58

2,721,801 58

296,579 30

5,183,970 22

EXPEXDITURE FOR FISCAL YEAR 1908-1909

127

SESSIONAL PAPER No. 21

Statement of Expenditure for the Year 1908-9 — Concluded.

Service.

Vote.

Expenditure.

Brought forward .

Scientific Institutions and hj'drographic surveys —

Marine hospitals

Shipwrecked and distressed seamen

$ cts.

Steamboat inspection

Inspection of Dominion Steamers and fog alarms.

Fisheries-
Salaries and disbursements of Fishery oflScers

Fish breeding

Fisheries p.xitection service

Oyster culture

Cold storage

Dog-fish reduct'on works

Souris fish curing establishments

Canadian Fisheries exhibits

Distributing fishing bounty

Building fishways ....

Legal and incidental expenses

Georgian Baj' laboratory

Fisheries protection service cruiser for Pacific coast . . .

Marine Ijiological stations

Transportation of fresh fish

Fishery commissions

New steamer to replace Oapreii

II M Georgia

Gasoline launches for British Columbia

Inquiries into fisheries rights (Federal & Provl. Gov'ts)
Services of customs officers issuing licenses to U. S. F.

vessels

International Fisheries commissions

Miscellaneous —

To repav A. Gushing & Co., re seizure of schr. Evolution

in 1893

Investigation, Marine and Fisheries Department

Returns to Parliament

Contingencies

Civil government salaries

Totals.

5.5,000 00
3.000 00

46,600 00
4,500 00

192,900 00

322,300 00

270,500 00

7,0C0 00

60,000 00

75,000 00

12,000 00

16.000 00

5,600 00

10,000 00

2,000 GO

1,500 00

225,000 00

20,000 00

25,000 00

15,000 00

25,000 00

20,000 00

4,000 00

10,000 00

700 00
5,400 00

800 00
55,000 00

500 00

21,150 00

122,250 00

S cts.

54,989 85
2,004 02

41,226 47

161,756 .34

190,563 19

242,601 14

3,635 36

32,688 58

45,223 88

2,324 78

4,300 01

5,598 09

6,764 22

1,970 51

1,500 00

8, .354 21

20,099 70

4,232 00

7,337 73

25,000 00

18,000 00

3,998 85

748 12

486 60
4,545 38

800 00

31,316 90

681 02

20,320 92

163,222 36

Totals.

S cts.
5,183,970 22

56,993 87
41,226 47

791,728 69

800 00
31,316 90

681 02

20,320 92

163,222 36

6,290,260 45

128

MARIXE AND FI^SHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 6

Statement of Revenue of Marine and Fisheries Department for Fiscal Year Ended

March 31, 1909.

Service.

Harbours, piers and wharfs.
Dominion steamers —

Ckamplain.

Freight, 1,127.86; passengers, 5,699.85; meals, 275. 75 ; berths. ....

Miiito.

Freight, 6,171.99; passengers, 3,275.50; meals, 277.10; berths,
487.00 ; miscellaneous, ^2.25

I Amount.

! $ cts.
. i 18,288 25

7,103 46

10,543 84

Stanlei/.

Freight, 6,443.97; passengers, 2,887.00; meals, 334.10; berths,

589.00; extra, 1.00 I

Winter mail ser^-ice i

Examination, ma.-^ters and mates i

Fines and forfeitures

Steamboat inspection fund

11 engineers certificates. '

Sick mariners fund ;

Signal station dues

Decayed pilots fund

Pilots expense account

Marine register fees . -. ....

Pilots licenses

Casual revenue marine

11 fisheries

Total.

10,255 07

123 30

4,192 50

418 00

5,952 96

2,014 50

67,483 46

663 00

5,485 88

140 00

44 42

35 00

35,584 37

3,481 48

171,809 49

Fisheries revenue.
Modus Vivendi . . .

75,011 31
9,794 70

Refunds.

S cts.
484 00

13 52

1,234 13

575 46

2,307 11

2,109 75

Total.

$ cts.
17,804 25

2i7.888 a5

123 30

4,192 50

418 00

5,952 t;6

2,014 .50

66,LM9 33

663 00

5,485 88

140 00

44 42

35 00

38,490 39

169,502 38

72,901 56
9,794 70

REVENUE FOR FISCAL YEAR 1908-1909

129

SESSIONAL PAPER No. 21

Fisheries Eevenue for Fiscal Year Ended March 31, 1909.

Ontario Sales and Fines 8 760 78

Quebec Licenses and Fine.s 6,787 91

iNova Scotia 5,394 70

New Brunswick 12,385 89

Prince Edward Island 2,393 66

Manitoba 3,237 22

Saskatchewan 1,185 50

Alberta 1,296 00

Hudson Bay 20 00

British Columbia 41,321 65

Yukon 228 00

$75,011 31 . $75,011 31

Less Refunds : —

Nova .Scotia. 25 00

New Brunswick 75

Manitoba 14 00

British Columbia 2,070 00

$2,109 75 $2,109 75

$72,901 56
Modus Vivendi -. 9,794 00

Grand total $82,695 56

For the Year Ended March 31, 1909, Minor Public Works-

and Harbours.

-Revenue — -Wharfs, Piers

Locality.

Date

Wharfinger. of

{ Appointment.

Remuneration
Allowed.

Amount.

Ontario.

Blind River

Bronte

W. H. McGauley

J.J. Wilson

W. Fleming

April 14, 1908.
Oct. 26,1905..
April 15, 1902..
Oct. 9, 1908..
Feb. 14, 1894..

May 8,

June 20, 1894 .
Oct. 26, 1905..
Aug. 1, 1902..
May 23, 1904..
May 23, 1906..
Oct. 26, 1905..
June 30, 1905. .
Aug. 10, 1904..
Feb. 2, 1907..
April 27, 1906..
June 29, 1908..
Jime 10, 1907..
Dec. 17, 1883..
Aug. 6, 1908..
April 9, 1897..

Aug. 16, 1906..
Aug. 16, 1895..
May 6, 1907..
April 22, 1902. .
Nov. 13, 1907..

p.c.

50
25
25
25
25
25
50
25
25
25
25
25
25
25

$ cts.

646 42

58 77
145 41

Echo Bay

T. W. Trotter

W. Marlton

49 79

Goderich

58 60

Haileybury

R. B. Jessup

324 30

Hilton

E. Stubbs

182 51

Honora

D. Hay

W. H.' Black

13 87

Kingsville

66 20

L'Ori^al

Leammgton

Midland

E. A. Hall

J. E. Johnson

J. Yates

202 66
119 27
462 63

North Bay

P. Kinsella

W. T. Henry

8 60

1 42

Pelee Island

Pembroke

H. Henderson

T. Anderson. .

25 I 167 59
50 100 00

Providence Bay

J. McKechnie

R. Annstrong

W. R. Fellows

A. Monteith

G. S. Boyd

F. G. R. Bradbury

Geo. McVittie

50 1 16 50

Richards Landing

50 1 171 64

Rondeau

25 33 30

Rosseau

Sault Ste. Marie

Sheguiandah

Southampton

50
$100 per month
during naviga-
tion season ....

25

25

25

50

25

$84 75
35 00

147 49

668 89
106 19
147 73

J. D. Perron

121 41

Thessalon

D. J. Saudie .

170 77

Wiarton

W. Gilbert

184 20

Harbour dues -

Fort William

4,376 16

Port Arthur

119 75

Total

4,495 91

21—9

130

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

For the Year Ended March 31, 1909, Minor Public Works — Revenue — Wharfs, Piers

and Harbours.

Locality.

Wharfinger.

Quebec.

Anse aiix Gascons S Chapados

Anse St. Jean 1 . liavoie

Bale St. Paul iE. Cunningham

Beauport jUnder lease

Berthier J. Blais

Cap a I'Aigle A. Dufour

Caileton B. Leclerc

Chicoutimi T. Treniblay

Coteau Landing E. de Chantal

Urand River Geo. Beaudin

Hudson '. E. \V. Mullan ....

He aux Grues D. Vezina

LaooUe R. J. Robinson . . .

Les Eboulements AV. Bouchard

Longueuil Eusebe Denicourt .

Magog [). Peters

Matane Louis Durette

Murray Bay J. Gagnon

New Carlisle J. Chisholm

Paspebiac Ijulien de Caen ...

Peel Head Bay jS. N. Ray

Perce |E. Bourget

Port Daniel .

Rigaud.

Rimouski

Riviere du Loup

St. Anicet

Ste. Anne de Bellevue

St. Alphonse de Bagotville. .

St. Jean d'Orleans

St. Jean Port Joli

Ste. Cecile du Bic

St. Laurent d'Orleans

St. N icholas

St. Simeon

St. Thomas de Montraagny .

St. Zotique

Tadousac

Refunds . . .

Harbour Dues—

St. John's ....

Sorel

Date of Remuneration

Apfwintment. Allowed.

Eeb.
May
Oct.

190(J.
1905.
1903.

Nov.

May

June

May

Feb.

Nov.

July

June

Mar.

May

May

June

Aug.

May

April

Feb.

F. X. Gagnon

O. Mallette

A. I^avoie

L. J. Puize

S. Dupuis

M. C. Rezner

Thos. Fortier ...

L. Lachance

J. Ouellette

O. Ouellette

J. Godbout

Under lease

H. Savard jMay

L. L. Dionne Oct.

A. Bissonnette {May

A. Gingras May

190o.
190f).
1905.
1901.
1909.
18%.
1904.
1904.
1894.
1906.
1901
1906
1900.
1906.
1902.
1908.

p.c.

25
per annum .
25

Amount.

Mar.

Feb.

Oct.

Mar.

Nov.

Sept.

May

April

Sept.

Nov.

Aug.

May

1903.
1907.
1907.
1905.
1905.
1896.
1908.
1909.
1896.
1908.
IPOO.
1904.

50

25

50
$122 per annum.

25

25

50

25

25
) per annum .

25

50

25
) per annum .

50

50

25

25
) per annum .

50

50
$146 per annum

25

50
i per annum .

50

2r>

25
50

1908.
1896.
1906.
1906.

25

25

25

$30 per annum .

$118 00
163 00

$ cts.

89 27

46 54
36 90
20 00
87 53
22 00

1 82

200 00

22 51

199 93

47 83
23

13 37

33 00
127 41

49 27
206 24

59 85

62 22
12 61

6 53
233 20

56 74
33 69

118 55

192 39

11 00

180 08

63 35
15 08

19 26
94 42

20 15
25 00

1 46

75

9 48

57 20

2,477 26
484 00

281 00
.3,242 26

REVENUE FOR FISCAL YEAR 1908-1909

131

SESSIONAL PAPER No. 21

For the Year Ended March 31, 1909, Minor Public Works— Eevenu€

and Harbours.

-Wharfs, Piers

Locality.

Wharfinger.

Date of
Appointment.

Remuneration
Allowed.

Amount.

Nova Scotw.

Babin's Cove Alex. Thomas lOct.

Barrington J. H. Christie Aug.

Battery Point ' J. W. Ellis Nov.

Bayfield jR. Grant lApril

Bear Point ! J. Small . .... May

Belli veau Cove.
Black Point . . .
Brooklyn .

St. C. Theriault Nov.

J. P. Littlewood Jan.

Jas. McLeod Aug.

Brule. .' jAlex. Craig Dec.

Canada Creek |H. Dickey Aug.

Centerville Alf. Ward May

L. Belli veau March

R. W. McCaul Nov.

L. N. Poirier Mav

W. W. Haden Apfil

T. W. Brooks Nov.

H. Roney July

T. A. Neuville Jan.

C. H. Harvey i Agent

Dec.

Church Point . . .

Delaps Cove

Descousse

Digby

Freeport

Grandville Centre,
HaU's Harbovu:. . . ,

Halifax ,

Hampton jC. E. Dunn :

Harbourville jL. D. Curry ! ..

Honon's Landing F. G. Curry April

Jordan Bay J. Fredericks Feb.

Kelly's Cove. . . .
MargaretsvUle .
Meteghan Cove.
Meteghan River
Morden

J. B. Huskins April

D. H. McLean July

H. F. Robichaud May

D. D'Entremont ; t.

J. Redgate JNov.

Oak Point, Kingsport lUnder lease

Ogil vie j J. L. Sw-indle [March

Parker's Cove iS. Anderson ! July

Pickett's Wharf F. A. Eaton ;Aug.

Plympton W. K. Smith .>

Port Dufiferin j A. Balcon Feb.

Port George , O. Douglas Jime

Port Hawkesbury , F. Mclnnis iMarch

Port LaTour....". |C. D. Cook Aug.

Port Lome jF. Beardsley June

Port Mouton IGeo. Cook .Oct.

Port Morien |D. F. Macualey iNov

1897.
1896.
1907.
1902.
1896.
1892.
1894.
1904.
1898.
1899.
1897.
1907.
1889.
1906.
1897.
1907.
1903.
1897.
Dept.
1906.
1906.
189».
1900.
1899.
1907.
1897.
1897.
1893.

Port Wade J. D. Apt.

Sandford jAlex. Shaw .

Saulnierville ; Jn. T. Saulnier

Shag Harbour .
Swims Point. . .

Victoria

West Pubnico .

WolfeviUe

Whyc-ocomagh .

Harbour Dues —

Bridge water, N.S ..... .

International Pier, N.S.

R. Nickerson.

J. F. Duncan

A. West

C. C. D'Entremont.
J. L. Franklin

D. Livingstone

Grand total.

Sept.

May

Aug.

Oct.

Jan.

Dec.

March

Oct.

Dec.

1007.
1903.
1S99.
1890.
1899.
1900.
1907.
1904.
1897.
1905.
1906.
1907.
1903.
1888.
1905.
1902.
1900.
1898.
1901.
1906.

p. c.

25
25
25
25
25
25
25
25
25
25
23
25
25
25
25
25
25
25

25
25
25
25
25
25
25
25

25
25
25
25
25
25
25
25
25
25
7h
25
25
25
25
25
25
25
25

39 00
121 50

S CtR.

31 09

198 74

0 62

24 27

0 43

126 43

21 75

41 29
3 35

3 03
87 58
62 41

8 52

36 49

2,586 88

51 05

67 05

68 31

100 00

18 35
36 57

8 87

17 77

0 30

101 62
57 46
23 39

6 69
200 00

19 27
40 23
75 45
14 90

16 96
54 65

377 13
23 22

42 24

7 32
461 09

43 02

8 85

9 29

4 07

17 90

5 38
23 22
30 97
83 03

160 50
5,519 00

21— 9i

132

.][ ARISE AXD FISHERIES

9-10 EDWARD VII., A. 1910

For the Year Ended ^larch 31. 1909, Minor Public Works — Revenue — Wharfs, Piers

and Harbours.

Locality.

Wharfiiiofer.

Date of
Apix)intment.

Neir Brunswick.

Anderson's Hollow W. C. Anderson Feb.

Campljellton. Geo. E. Asker {May

Caraquf t Henri Friolet Sept.

Cape Tormentine N. B. Riley June

Dalhousie W. J. Smith

Hopewell Cape Geo. D. Wilson .

Tracadie Pros])er Savoy. .

Two Rivers iW. Wilbur

June
April
Sept.
Jan.

13, 1899.
11, 1904.
11, 1906.
25, 1905.
27' 1891.
10, 1899.
23, 1889.
8, 1894.

Prince Edward Island.

Annandale W. C. Jenkins May 4, 1897 .

Bay View |J. Harrington Oct. 2, 1885.

Belfast Jas. F. Halliday 'May 1,1901..

Chapel Point IR. McCormack Sept. 18, 1885. .

China Point I W. S. N. Crane |Sept. 18, 1885. .

Chariot tetown

Clifton .

Crap>aud and Victoria . . ,

Georgetown

Haggerty's ^\^la^f

Hickey's

Higg^in's Shore

Hurd's Point

Kier's Shore

Laml >ert and Stevens . . .
Murray Harbour, North.
Murray Harbour, South.

North Cardigan

Pownal

A. Lord Agt. of Dept.

Jn. Gunn May 24, 1900. . .

E. McKinnon July 7, 1897 . . .

R. R. Jenkins Oct". 14,1892...

C. Fisher March 27, 1908.

M. Webster Oct. 22, 189(5 . . .

Nov. 9, 1891 . . .

Aug. 16, 1901 . . .

June 10, 1895...

May 3,1900...

J. J. Henry

T. Montgomery .

W. Hodgson

W. Johnston

J. McKinnon [Jan. 27. 1896.

JohnBuU I

R. J. Steele May 1, 1901. .

M.M.Haley Oct. 13,1896..

Red Point A. Smith. . .' ;April 3, 1900. .

Sturgeon Pier N. Randall ;Dec. 31. 1908. .

TignLh A. G. Gaudet Aug. 23, 1898..

W. M. Forbes ; April 22, 1902 . .

Jas. Young April 10, 1899. .

Vernon River
Wood Island.

Remuneration
Allowed.

Amount.

25
25
25
25
25
25
25
25

S cts.

108 13

1,970 01

30 21

599 OS

264 67

51 59

.51 13

1 84

3,082 66

25

82 53

25

1 61

25

62 03

25

17 88

25

39 47

730 32

25

26 25

25

220 16

25

10 23

25

32 71

25

43 65

25

1 77

25

63 78

25

136 42

25

7 50

25

4 99

25

3 00

25

63 6S

25

31 33

25

16 73

25

32 -22

25

28 74

25

48 65

25

5 27

1,710 92

For the Year Ended March 31, 1909, Minor Public Works-

and Harbours.

-Revenue — Wharfs, Pier-

Locality.

Amount.

Britissk Cohimhia.

Comox (Harbour dues) ....
Ladysmith (Harbour dues).
NanainiD m m

$ cts.

139 00

1 00

97 50

Total.

237 50

REVEyUE FOR FISCAL YEAR 190S-1909 133

SESSIONAL PAPER No. 21

List of United States Fishing Vessels to which Licenses were issued under the Act,
intituled, " An Act respecting Fishing Vessels of the United States of America,"
during the fiscal year ended Maxch 31, 1909.

Vessel .

Port of Registrj'.

^'iola Beverly, Me

Maxime Elliot Gloucester, Mass.

(.Juickstej) Boston, Mass. . . .

Marjorie Turner Portland, Me

Elector Gloucester, Mass .

Indigin «

Dickerson Southwest

Ella M. Goodwin j Gloucester, Mass.

J. W. Parker Bo.ston, Mass

Susan & Mary « . . . .

Tattler Gloucester, Mass.

Lizzie Maud Vinal Haven

Senator Gloucester, Mass .

Margaret n

Yakima j ti

Cavalier i i>

Richard ' m

A. R. Lawson j .i

Georgiana Boston, Mass

Harvard Gloucester, MadS .

Waldo L. Stream i.

Arbutus II

Selma . ! Boston, Mass

Vera Gloucester, Mass .

Dictator ■.

Cath. Burke Boston, Mass

Mystery Plymouth, Me . . .

Gossip Gloucester, Mass .

John Hays Hammond <•

Tacoma u

Arcadia «

Moornam Boston, Mass ....

Mildred Robinson n

Thos. S. Gorton Gloucester, Mass

Dora A. Lawdon m

Valkj'rie ..

Onata Boston, Mass

Jas. R. Clark : Beverly, Me

Preceptor Gloucester, Mass.

Gladiator i n

Titania ' h

Atlanta : «

Mooween 'Duxburg

Jas. A. Garfield jGloucester, Mass .

Mary Edith iBoston, Mass

John R. Bradley , iGloucester, Mass.

Fannie A. Smith i i.

•Jennie B. Hodgden I n

Elizabeth N Bucksport

Agnes jGloucester, Mass.

Paragon i ,,

Lillian iBoston, Mass ....

M. U. Nunan Cape Porpoise . . . .

H. P. Curtis Gloucester, Mass .

T. M. Nicholson Bucksport, Me. . .

Metamora Boston, Mass

Patriot Gloucester, Mass .

Oliver F. Kilham Salem, Mass

Gladys & Sabra Beverly, Mass

Teazar j Gloucester, Mass .

Susan & Mary jBoston, Mass

Atalanto 'Gloucester, Mass.

Waldo L. Stream

James R. Clark Beverly, Mass

Smuggler Gloucester, Mass.

Hazel R. Hines n

Theodore Roosevelt h

Senator Gardner I h

Viola Beverlj', Mass . . . ,

Tonnage.

Port of Issue.

14
75
75
44
84
89
23
86
96
83

125
48
74
79
71
96
90
85

. 87
76
81
86
87
77
92
92
78
91
92
71
90
82
86
92
93

104

105
43
89
75
77
75
83
50
51
80
87
85

153
75
80
95
43
85
90
81
58
43
50
61
85
74
81
43
91
79
90
94
14

Amount.

Yarmouth, X. S

Shelburne, N. S

Digby, X. S

Yarmouth, N. S

Pubnico, X. S

Shelburne, X. S

Yarmouth, X. S

Sand Point, N. S,

Halifax, X.' S . . . . '.'.'.'.

Lockeport, N. S

Yarmouth, N. S

Pt. Mulgrave

Canso, N. S

Port Hawkesbury.X.S,

Lockeix)rt, N. S

Pubnico, X. S

Liverpool, X. S

Port Hawkesbury,X.S.
Liverpool, N. S . . . .
Port Hawkesbury,X.S.

Canso, X. S

Port Hawkesbury,X.S.
House Harbour, P. Q .

Pubnico, X. S

Canso, X. S

Arichat, X. S

Yarmouth, X. S . ...
Shelburne, N. S. ..... .

Xorth Sydney

Yarmouth, X. S

White Haven, N.S....

Canso, X. S

Shelburne, X. S

Canso, X. S

Arichat, X. S

Port Hawkesbury . . . .

Liverpool, X. S

Tusket Village

Amherst, Mag. Is

Yarmouth, X. S

St. Peters, P. E. I....
Xorth Head, N. S . . . .

St. John, X^. B

X^orth Sydney

Liverpool, X. S

Shelburne, X. S

Arichat, X. S

Canso, X. S

Lunenburg, X. S

Liverpool, N. S

Shelburne, X. S. .'.'.'.'.'.

Sand Point, X\ S

Louisburg, X. S

Halifax, N. S

Yarmouth, X^. S

Lockeport, X. S

Pubnico, N. S

Yarmouth, N. S

S cts.

2i 00
112 50
112 50

66 00

126 00
133 50

34 50

129 00
144 00
124 50
202 50

72 00

111 00
118 50
100 50
144 00

135 00

127 50

130 50

114 00

121 50

122 00

130 50

115 50
138 00
138 00

117 00

136 50
138 00
106 62
135 21

123 00
129 00

138 00

139 50

156 00

157 50
64 50

133 50

112 50
115 50
112 50

124 50

75 00

76 50
120 00

131 37
127 50
153 00
112 50

120 00
142 60

64 50
127 50

135 00

121 50
87 00
64 50
75 00
91 50

124 50

111 00

121 50

64 50

136 50

118 50
135 00
141 00

134

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
List of Untited States Fishing Vessels to which Lioeiiscs were issued, &c. — C^on.

Vessel,

Port of Registry.

J. R. Bradlej' iGloucester, Mass.

Arkona

Mabel D. Hines

Athelete

Orinoco '

Bohemia

Blanche '

Effie M. Morrissey

J. J. Flaherty ,

Claudia

Tattler

Anne M. Parker

Maxine Elliot

Tonnage.

80
97
92
96

88

86

78

83

124

79

205

206

75

Port of Issue.

Tusket Wedge, N. S.

Liverpool, N. S

Tusket. X. S

Digbv, N. S

Tusket Wedge, N. S.

Liverpool, N. S

Shelbume, N. S

Lockeport, N. S

Amount.

$ cts.
120 00

145 50

138 00

144 00

132 00

129 00

117 00
124 50
186 00

118 50
202 50
150 00
112 50

9,794 70

Statement of Minor Revenue collected during the Year ended March 31. 1909— Sick

Mariners Dues.

PROVINCE OF QUEBEC.

Gaspe $ li: 2i

Montreal 8,036 27

Paspebiac 253 66

Perce 109 24

Quebec 6,226 80

Rimouski 300 35

St. Armand 1 96

St. Johns 1.638 23

Sorel 17 88

Three Rivers 370 47

$17,072 10

PROVINCE OF NEW BRUNSWICK.

Bathurst $ 76 60

Campbellton 750 90

Chatham 1.181 19

Dalhousie 426 02

Fredericton 8 16

Moncton 539 00

Newcastle 396 42

Sackville 211 91

St. John 6,506 45

St. Stephen 161 72

$10,258 31

REVENUE FOR FISCAL YEAR 1908-1909 135

SESSIONAL PAPER No. 21

Statement of Minor Eeveaue collected during the Year ended March 31, 1909 — Sick

Mariners Dues — Concluded.

PROVINCE OF NOVA SCOTIA.

Amherst $ 366 84

Annapolis 209 05

Antigonish 0 54

Arichat 25 92

Baddeck 112 81

Barrington 28 37

Glace Bay 3 00

Oanso • ; "202 59

Digby Ill 19

Halifax 11,091 89

Kentville 50 30

Liverpool 155 64

Lockeport 5 30

Lunenburg 581 91

North Sydney 1,066 36

Parrsboro 621 19

Pictou 243 90

Port Hawkesbury 292 08

Port Hood 55 80

Shelburne 70 14

Sydney 2,993 42

Truro • • 1 88

Weymouth 199 24

Windsor 1,106 04

Yarmouth 512 56

$20,108 06

BRITISH COLUMBIA.

Nanaimo 7,445 60

New Westminster 94 58

Prince Eupert 238 98

Vancouver . . . . 2,967 65

Victoria 8,978 28

$19,725 09

PROVINCE OF PRINCE EDWARD ISLAND.

Charlottetown 238 35

Summerside. 81 49

$319 84

GRAND TOTALS BY PROVINCES.

Quebec $17,072 10

New Brunswick 10,258 37

Nova Scotia 20,108 06

British Columbia 19,725 09

Prince Edward Island 319 84

C4rand Total 07.4^3 46

136 MARIXE AyO FISHERIES

9-10 EDWARD VII., A. 1910

Statement of Steamboat luspeetiou Dues Collected for the Fiscal Year Ended

March 31, 1909.

PROVINCE OF ONTARIO.
Xame of Port. Amount.

Sault Ste. Mavie $ 45 68

Windsor 138 40

Total $ 1S4 08

PROVINCE OF QUEBEC.

Montreal $ 30 40

Quebec 498 32

Total $ 528 72

PROVINCE OF NEW BRUNSWICK.

Xew Brunswick Xil.

PROVINCE OF NOVA SCOTIA.

Halifax $ 2,572 08

Kentville 582 40

Xorth Sydney 92 40

Total $ 3,246 88

PROVINCE OF BRITISH COLUMBU.

Vancouver .$ 1,546 24

Victoria 447 04

Total , . , $ 19,932 28

Grand Total $ 5,952 96

Statement of Marine Register Fees collected for the Fiscal Year ended March 31,

1909.

PROVINCE OF ONTARIO.
Name of Port. Amount.

Hamilton $ 0 20

Kingston 1 68

Picton 1 64

St. Catharines 150

Toronto 1 64

Total $ 6 30

REVENUE FOR FISCAL TEAR 190S-1909 137

SESSIONAL PAPER No. 21

Statement of ]\Iarine Kegister Fees collected for the Fiscal Year ended !March 31,

1909— Concluded.

PROVINCE OF QUEBEC.

Montreal $ 7 00

Quebec 11 02

Total $ 18 02

PROVINCE OF NEW BRUNSWICK.

St. Stephen $ 0 25

Total $ 0 25

PROVINCE OF NOVA SCOTU.

Halifax $ 3 08

Liverpool 0 45

Lunenburg- 4 80

Shelburne 1 08

Yarmouth 1 52

Total $ 10 93

PROVINCE OF MANITOBA.

Winnipeg $ 5 20

PROVINCE OF BRITISH COLUMBIA.

Victoria 2 12

PROVINCE OF PRINCE EDWARD ISLAND.

Charlottetown 1 60

Grand total $ 44 42

Statement of Lighthouse and Coast Dues collected for the Fiscal Year ended March

31, 1909.

PROVINCE OF NOVA SCOTL\.
Name of Port. Amount.

Hahfax $ 663 00

RESUME OF MINOR REVENUE.

Sick Mariners' Fund $67,483 46

Steamboat Inspection Fund 5,952 96

Marine Eegister Fees 44 42

Signal Station Dues 663 00

Grand total $74,143 84

138 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 7.
METEOROLOGICAL SERVICE.

MAGNETIC OBSERVATORY.

Acting Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit the annual report of the Magnetic Observatory,
Agincourt.

Mr. Menzies has continued as observer in charge of this observatory and his
zealous attention to duty has resulted as in past years in an almost unbroken record
of magnetic changes and he has act^d as instructor to many survey officers who have
visited the observatory.

The magnetic variometers have been kept in constant operation and the hourly
ordinates of declination and horizontal force obtained from the photographical traces
have been reduced and tabulated. \Yeekly absolute determinations of the declination
and dip of the needle and fortnightly of the horizontal force have been made in order
to check the base line values and determine any changes occurring from loss of mag-
netism and other instrumental alternations. The magnetic declination has increased
in the year by 5'-6 from 5° 52'-6 to 5° 58'-2 -west. The horizontal component has
decreased slightly while the dip has remained almost stationary at 74° 37' -4. Fiiom
April to the close of August there were no pronounced magnetic disturbances but a
period of disturbance then set in and during September the magnets were almost con-
stantly in motion and large magnetic storms were registered on the 11th and 12th and
from the 28th to 30th. From October and through the winter months the magnets at
times showed abnormal movements, but the only pronounced disturbances occurred on
the last two days of January and from tho 26th to 28th of March. Many surveyors
and other observers have visited the observatory in order to obtain either base station
values for their instruments or to obtain instruction in the use of instruments.

In July last, an observer, Mr. W. E. JacksiDn, who has been attached to the cen-
tral office staff for some years was assigned for duty as magnetic and meteorological
observer on the D.G.S. Arctic, which has been wintering in high latitudes. His
instructions were to build a small observatory ashore and devote as mxvich time as
possible to magnetic observations.

I have the honour to be.

Your obedient servant,

R. F. STUPART.

Director.

meterological ser^^ce.

Meteorological Office,

Toronto, June 19, 1909.
Acting Deputy Minister of Marine and Fisheries,
"^ Ottawa.

Sir, — I have the honour to submit the thirty-eighth annual report of the meteoro-
logical service, this report being for tli^e fiscal year ended March 31, 1909, with
Appendices A and B, reports of the St. John and Quebec observatories.

METEOROLOGICAL REPORT 139

SESSIONAL PAPER No. 21

The number of persons in receipt of pay from the meteorological service during
the year for various services performed in connection therewith was 238. Of this
number, 24 are employed permanently in the Central office, and with a few others at
outside stations have devoted their whole time to the work of the service; others are
employed in observing during only a portion of each day, and others again are
employed only to attend to the display of storm signals when notified.

There are now in the Dominion -445 stations supplied with more or less com-
plete equipment for meteorological observations, and during the year 410 observers
have furnished either daily, weekly or monthly reports to the Central office. At 39
stations where the observers are paid salaries, two or more observations axe taken
daily, and those taken in the morning and evening are reported by telegraph to
Toronto. At 58 other points, chiefly in outlying districts, the observers also receive
some remuneration for a more or less extended series of observations. Special obser-
vations during the summer months are collected at Winnii)eg by telegraph from 25
stations in the western provinces, and together with other information sent from
Toronto are embodied in a weather bulletin which is widely disseminated from
Winnipeg westward; for this bulletin service remuneration is allowed. Eighty-five
persons are paid as storm signal agents, and seven for special duties in c-onnectiou
with the time service.

Over 200 observers report voluntarily, and the thanks of the service are due to
these persons who contribute so much valuable information regai"ding the climate of
the Dominion.

CEXTRAL OFFICE.

During the past year the work of the central office has been carried on under
somewhat unfavourable conditions in temporary quarters, pending the completion of
the new meteorological building. The records have been kept in a university build-
ing, the workshop and instrmuient supply department in a building near the old
observatory site, and the meteorological reference library has been mostly packed
away in boxes. The staff has been increased by the addition of one clerk, Mr. Arthur
Ough, and during the summer months several university undergraduates were
employed to assist in preparing the annual climatologieal report.

WEATHER FORECASTIXG

Weather forecasts covering 36 hours m advance and sometimes a longer interval
are issued twice daily throughout the year. The weather charts on which the fore-
casts are based, have entered on them, information obtained by telegraph from 37
stations in Canada and 64 stations in the United States, also from St. John's, New-
foundland and from Bermuda. The forenoon chart is ready for inspection ordinarily
about 9.45, a.m., and the forecast official having drawn the isobars, first issues a
bulletin for the maritime provinces, including forecasts for the current and following
day for Nova Scotia, Xew Brunswick and Prince Edward Island and also for vessels
leaving for the Grand Banks and for Anrei'ican ports. Then follows a forecast for
the western provinces which is telegraphed without delay to Winnipeg, where a local
agent who has meanwhile received weather telegrams from some 25 x>oints additional
to those received in Toronto, prepares a bulletin, giving a general synopsis of existing
weather conditions and also includes all weather reports received, together with the
forecasts from Toronto. This bulletin is then distributed in Winnipeg and tele-
graphed to the more important centres in the prairie provinces. The central office
forecast official lastly prepares a bulletin for Ontario and Quebec which is usually
despatched about 10.10 and is published veiy widely by the afternoon press as well
as being posted at telegraph offices, iwst offices and other frequented places. At all
the larger towns in these provinces a special effort has been made to have these bullet-
ins exposed on wharfs and docks within easy reach of shipping people and fishermen.

140 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

The evening- weatlier chart like that of the morning is usually ready for inspec-
tion about 9.45 and with as little delay as possible a bulletin is prepared for the press
and forecasts are issued for all parts of the Dominion exclusiv>e of British Columbia,
in which province a local officer under the direction of the superintendent at Toronto
issues the forecasts for the Pacific coast. The forecasts are distributed by the tele-
graph companies to most of the telegraph offices in the Dominion and by arrange-
ment are posted up in a frame hung in a conspicuous place, and nearly ev^ry morning
journal publishes them, generally ou the front page.

During the winter montlis a vei*y large number of special forecasts were made
for shippers of perishable goods, inquiries being received by both telephone and tele-
graph. Indeed it is certain that a majority of the shippers of such goods in the
Dominion now consult the weather service before sending forth consignments.

Special warnings of snow and drift were issued to all Canadian railways when-
ever it was deemed advisable to do so and various electric railways have made a
practice of consulting the central office as to the weather of the coming night, the
information supplied enabling them to reduce the working staff on duty to a mini-
mum or on the other hand to take unusual measures to prevent snow blockade.

During the late autumn many telegrams were received from vessel masters
wishing to cross the lakes, requesting special forecasts as to probable winds and weather
and indeed in some cases asking as to the advisability of starting; also during the
autumn several dredges and unseaworthy tows were safely taken from port to port
under advice by telephone and telegraph from the Meterological Office, the captains
remaining in shelter until advised that the windo for a definite i)eriod would be light
or moderate.

Between April 1, 1908, and March 31, 1909, 1,555 warnings were issued to Cana-
dian ports and of these 89 -S per cent verified. The number of storm signal stations
increases annually and applications are being continually received for still more
stations. There vrere fewer storms during the year than the preceding one, but many-
gales of more or less severity were of course experienced; 102 of the total of 131
being credited to the months of November. December, January, February and March.
Tbe warnings were for the ni/ost part eminently satisfactory, and few storms occurred
without ample notice of their approach being given.

The accompanying table shows the number of weather forfjcasts issued for each
of the variaus districts and the percentage of verification.

METEOROLOGICAL REPORT

141

SESSIONAL PAPER No. 21

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METEOROLOGICAL REPORT

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METEOROLOGICAL REPORT 145

SESSIONAL PAPER No. 21

During the past few months at the request of the government of Xewfoundland
arrangements have been completed whereby that colony will shortly receive st-onn
warnings and forecasts from the central office of the Canadian service, special bi-daily
bulletins being issued daily to that colony by telegraph from Toronto to a distributing
agent in St. Johns.

Last summer a full meteorological equipment was furnished to each of six stations
between the Athabaska river and the Arctic sea, namely, Fort McMurray, Hay river,
Fort iSTorman, Fort Good Hope, Fort Simpson and Fort Macpherson, and from reports
received recently by winter mail from the north it is evident that these outlying posts
will furnish most valuable data not only as regards the path of storms across America,
but also as regards the mean distribution of pressure in high latitudes.

The publications issued have been a daily weather map; a monthly weather map;
the monthly Weather Review and an annual climatological report, which latter is a
volume of 633 pages and represents an enormous amount of computation is the cent-
ral office.

Reports and exchanges have been received with regularity from the meteorologi-
cal bureaus of all countries, but owing to the temporary removal of the meteorological
office last year and the prospective removal to the new building during the present
summer, our library arrangements are much disarranged and in a thoroughly unsatis-
factory condition.

IXSPECTIOX.

As many stations as possible were inspected during the year but many others
again had to remain without the requisite inspection.

The director visited certain portions of the Dominion more especially in the
interests of the time service at St. John and Halifax, also that of Quebec.

The assistant director installed the new pattern electrical wind gauges at desir-
able points in the western provinces and in British Columbia, also at Pelee island on
Lake Erie and instructed the provincial officers for Saskatchewan and Alberta. At
the commencement of the pre&ent year he was deputed to proceed to Newfoundland
and inaugurate the meteorological service for the Xewfoundland government.

Inspectors Allan and H. V. Payne visited stations in the Gulf of St. Lawrenee
and in Ontario respectively and Mr. W. E. Jackson was selected to accompany the
Arctic on her long cruise to the far north.

SOLAR WORK.

Owing to the demolition of the old magnetic observatory at Toronto early last
spring, the 6-inch equatorial telescope was dismounted and the daily record of solar
disturbance as indicated by sun spots had to be discontinued. The instruments
will shortly be again mounted and a much more systematic and closer study of solar
disturbance by telescope and si^ectroscope will be commenced and carried on, together
with measurements of solar radiation as registered by an Angstrom pyrheliometer.

Investigation as to the more direct causes leading to variations in the character
of corresponding seasons in different years, has led to a conviction that in order to
obtain results the circulation of the atmosphere must be studied as a whole as there
is strong indication of inter-relationship between the intensity and position of the
extra-tropical belts of high pressure and the formation of anticyclones in high lati-
tudes. It does not appear improbable that tropical barometric gradients may be the
pulse which first responds to a varying solar radiation and reacts on pressure distri-
bution.

The Milne seismographs at Victoria and Toronto have been kept in oi)eration
throughout the year, 55 disturbances being recorded by the former and 46 by the

21—10

146 ^f^^rxE wn fi:^ni:r!es

9-10 EDWARD VII., A. 1910

latter. The Calabrian quakv3 was recorded by both instruments, the preliminary
tremors arriving at Toronto two minutes earlier than at Victoria, while, however, the
latter showed somewhat the larger movement. It is proposed to install very shortly
improved oiyen scale recorders for the seismograph.^, in place of the old pattern now'
in use,^ it having been shown by Dr. Milne tbnt witirthe newer type of instruments,
minute preliminary tremors are recorded which with the more slowly moving surface
ar^ frequently lost by halation. The seismograph in use by the Meteorological Ser-
vif*e are of the type approved and adopted by the B.A.A.S. Committee of Seismology.

TIME SERVICE.

The time service in connection with the Meteorological Service has been main-
tained most satisfactorily and time balls have been dropped daily, except Sundays,
during the season of navigation at Montreal, Quebec and Halifax; a time gun has
been fired at Vancouver and the fire alarm bells struck at Toronto. A new time ball
tower has been erected at Halifax.

At Toronto during the year ending March 31, 1909, 95 obsv^rvations for time were
made in the meridian with the transit instrument; of these 78 were stellar and 17
solar observations. The positions of the stars were as usual those given in the
' Berliner Jahrbuch.'

Preparations for the removal of the transit instrument — chronograph and clocks
— to their new quarters in the transit and clock building adjoining the new observa-
tory on Bloor street was made in December, 1908. The Sidereal clock was stopped
on the 16th, dismounted, thoroughly overhauled, cleaned and placed in its new posi-
tion on December 23, the mean time clock being kept in its old position until tliie
sidereal clock had been mounted and brought to its normal rate.

The transit instrument was dismounted on December 18 and put on its new pier
in the transit room adjoining the clock room the same day, and finally adjusted into
position by the 29th. The mean time clock was then dismounted, cleaned and put on
its pier in the same room with the sidereal clock.

Both these clocks are on separate brick piers on concrete foundations down to
the clay and welled in from the surrounding soil and building.

The transit pier has been carefully put up, being a stone cylinder 19 inches in
diameter and about 6 feet long, embedded in concrete foundation built several feet
in the clay and welled similar to the clock piers. The transit instrument is bolted
to an oval slate slab, IJ inches thick, placed on top of the pier.

The new transit and clock building has proved to be a great improvem-ent upon
the old building.

The 6-inch equatorial telescope was dismounted early in April, 1908, to allow the
v)Id tower to be pulled down. This instrument has been packed away awaiting the
completion of the new tower in the new building on Bloor street.

The difference in latitude and longitude between the transit piers of the old and
new observatories has been determined by triangulation, the new pier being 24-9
seconds north and 0-95 seconds west of the old pier, the new latitude and longitude
being: Latitude, 43° 40' 0-8" X.; longitude, 5 hrs., 17 mins., 35-60 sees. "W.

A large amount of transit work has been done in the new position, the clocks
being gradually brought into their normal rates. The time exchanges with Quebec,
Montreal and St. John, N. B., have been continued, also the time given to the Agin-
court observatory and generally when required. A new improved switch-board, with
r.ll the necessary electrical connections on the clock, has been installed, as has also
riic fire-alarm time signal.

METEOROLOGICAL REPORT

147

SESSIONAL PAPER No. 21

Tjie following Table shows the difference between the Times at Quebec, Montreal
and St. John at the various time exchanges compared with that at Toronto.
The sign + indicates that Toronto is slow of the other observatories.

Yeai;.

Quebec.

Montreal.

St. John.

\pril 24

1908.

Seconds.
+0 21

Second.s.

^0-58
^0 77
-0-32
—0-30
—0 69
—0-62
—0 63
—0-52
—002

Seconds.
+ 015

Alay 22

1?

—0
+ 0

—1

-1

-0

—1

92
26
47
92
8S
40
16
15
48
06

-0-76

June 5

—107

„ 19

July 10

.1 24 ...

—0-39
-0-58

August 7

.. 21

—0 32
—0-51

October IG

1909.

+0o6

-rl-28

* March 13

+ 0-21

-rO-73

Exebange from the new transit building. The Latitude and Longitude of the new transit pier is
Latitude 43« 40' OS" X.
Longitude 5h. 17m. 35s. 60 VV.

All of which is respectfully submitted.

E. F. STUPAET,

Director.

K.

APPENDIX A.

Meteorological Service. St. Johx Observatory,
St. Johx, X.B., July 1909.
F. Stlpart, F.E.S.C,

Director, Meteorological Service,
Toronto, Ont.

Sir. — I have the honour to present my annual report on the St. John observatory
for the fiscal year ending March 31, 1909.

Meteorological Service. — The usual meteorological observations, records and re-
ports have been continued without interruption. The various eye-reading and self-
registering instruments, including electric rainfall register and wind recording appar-
atus, are in excellent condition. Xo change has been made either in equipment or
method of work. The interest taken by the general public in the information fiirnished
from the observations and records continues. This is evidenced by the largely in-
creased demand individually and from the press.

Weather Bulletin. — As heretofore the morning weather bulletin has been promptly
issued each week day, upon receipt of the telegraphic report from Toronto. It is
published by the afternoon papers, distributed through the mail and posted in public
places. This information of weather conditions, along with the forecasts and warn-
ings of dangerous storms, is a necessity to mariners, shipi)ers of perishable goods, con-
tractors and numerous other interests affected by weather changes. The warnings and
forecasts frequently requested through telephone are received and answered at all
hours.

21— lOi

148 MARIXE AXD FL^HERIES

9-10 EDWARD VII., A. 1910

The morning forecasts are repeated to St. Martins. Storms warning messages are
telephoned to St. ^Martins and Point Lepreau and signals displayed for use of mariners
in those parts of the Bay of Fundy.

Ti7ne Service of the Maritime Provinces. — Observations of standard stars with
the meridian telescope were made nearly every clear night and with the clock compari-
sons recorded on the chronograph as previously reported. The time balls at St. John
and Halifax have been dropped each week day at 1 p.m., 60th meridian time, except-
ing at Halifax during the period of erecting new tiDwer and improved apparatus. Daily
signals have been sent automatically, direct from our transmitting clock over the
Western Union wires, throughout the maritime provinces, for the two minutes ending
at 10 a.m^. and continue tt> be most useful to iiavigaturs, railways and the public gen-
erally. Practically all the time pieces in eastern. Canada are regulated by the time
of this observatory. At other times than 10 a.m., time signals are frequently asked
for by telegraph and telephone, beats from the relay in connection with the transmit-
ting clock being audible locally and through long distance telephones.

Wireless Time Signals. — The apparatus at Camperdown, X.S., Marconi Station,
which automatically repeats our time signal from land line to wireless has been main-
tained in operation throughout the year. Navigators find this method of checking
ships' chronometers at sea most practical and useful.

ClocTcs. — The standard sidereal clock Riefler, No. 94, is mounted in the basement
clock room where it is run under constant pressure and temperature. It has been in
use oontinuously throughout the year and gives most satisfactory results. The Kull-
berg sidereal clock is also mounted in the clock room on a separate pier. The mean
time transmitting clock, the chronograph, electrical and other apparatus used in con-
nection with the time service are in the office. The mean time master clock, used for
hourly synchronizing clocks on circuit in different parts of the city, is also mounted
in the office. There has been considerable extension of this service. Clocks have been
installed in public, banking institutions, &c.

The electric clock, in charge of the manager of the "Western Union office at Hali-
fax, for use in connection with the time ball service there, was cleaned while the time
ball was dismantled. This clock is synchronized daily from the observatory and
automatically sends the signal to drop the ball at 1 p.m. It is fitted with a break
circuit attachment for sending a return signal to St. John and comparisons on our
chronograph vith standard rarely show an appreciable difference.

Halifax Time Ball. — In accordance with your instructions to arrange for the con-
struction and installation of a new time ball for Halifax to replace the temporary
apparatus which had been in operation since October 1, 1904, I at once proceeded
with the plans and specifications for tower and machinery. Towards the end of April
the tempvorary apparatus was dismantled and construction of new tower commenced.
The ball, outside guides and mackinery, were contracted for, constructed and set up by
W. W. Howell & Company, of Halifax. The electric release was made by the Vaughn
Electric Company, St. John and the tower built under contract by Walter LowTids of
Halifax. The whole apparatus was finally completed on July 31, and put in oi)eration
on August 1. The time ball machinery was patterned after that for many years in
use at St. John, it being more suitable to the climatic conditions prevailing during
winter months than a ball moving on a staff which frequently failed, owing to sleet,
snow or ice.

The ball is 3 feet 8 inches in diameter, constructed of 16-oz. copper, with a rein-
forcing band of copper |-inch thick and 6 inches wide riveted and soldered aroimd the
centre. It is firmly attached to a piston head which drops into an iron cylinder of 15
inches internal diameter and 12 feet in length. Whon the ball is hoisted full elevat'ou.
it is held by a brake. At the instant of 1 o'clock brake is electrically released and ball

METEOROLOGICAL REPORT 149

SESSIONAL PAPER No. 21

drops rapidly at first, then gradually settles down as the air compresses in bottom of

cylinder, which is fitted with air valves to control the drop. During the past winter

little or no trouble was experienced and the frequent failures of the old appartus

avoided.

I have the honour t© be, sir,

Your obedient servant.

D. L. HUTCHINSON,

Director^ St. John Olservatory.

APPENDIX B.

Quebec, April 26, 1909.
The Director, ^

Meteorological Service,
Toronto.

Sir, — I have the honour to transmit my annual report for the fiscal year ending
March 31, 1909.

All the meteorological observations have been taken three times daily as hereto-
fore, and the bi-hourly temperatures continued at the Citadel.

Standard stars were observed on every fine night, and the correct time given to
the city by means of the noon gun, and by telephone. The number of calls, which'
has increased constantly during the past few years, has reacehd the enormous number
of nearly 8,000 in 1908, and on many occasions interfered with my daily work.

The time ball was dropped in a satisfactory manner during navigation season.

During my inspection in the month of November last, I found that certain!
repairs were necessary to keep the whole apparatus in good working order, and a
special report was sent accordingly.

These repairs were made as authorized, before the opening of navigation thi^
year.

All the meteorological instrmnents are in good order, but the sunshine recorder
would require a new jwst, the old one being rotten.

The transit instrument is now rather old, and the foundations are not properly
fixed to the ground. I often noticed considerable changes in deviation and inclina-
tion, especially at the beginning of winter and during the spring. ■

The equatorial telescope, which was purchased from Alvan Clarke, of Boston, in
1864, would require some repairs, but, before putting it in good order the tower should
also be repaired and the old dome replaced, to protect the instrument.

The whole respectfully submitted.

AETHUR SMITH,

Director.

150 MARIXE AND FI.'^HERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 8.
HYDROGRAPIIIC SFUVKY.

Ottawa, July 20. 1909.

Sir, — I have the lionour to resiiectfully submit the following report upon the
operations of the Hydrographic Survey for the fiscal year 1908-9.

During the period above mentioned the following parties were actively engaged
in the field: on the great lakes, under Captain F. Anderson; on the Atlantic coast,
under Captain Irving Miles; on tlie Pacific coast, under Captain P. C. ^fusgravc;
t'.pon Lake of Two Mountains, under Mr. A. J. Pinet, and in Cumberland Basin, under
1\[r. Chas. McGreevy. The survey of the St. Lawrence river between Montreal and
(Juebec being completed, only such field work was performed as was found necessary
to obtain information regarding recent changes or improvements.

Great Lakes: the steamer Bayfield under command of Captain F. Anderson,
assisted by Messrs. A. G. Bachand, A. E. Humphrey and R. J. Fraser, left Owen
Sound on May 10 and proceeded to Lake Superior to take up work in the eastern
approaches to Xipigon bay, and continued thei-e until August 1, when a move was
made to carry on the triangulation and the traverse of the shore from Simmons har-
bour to Isacor point to obtain a more correct delineation than is shown on the existing
charts. This was completed and the vessel laid up at Owen Sound on Xovember 23.

The north shore of Lake Superior from Pigeon river (the boundary line between
Canada and the United States) to the eastern entrance of Nipigon bay, with the
exception of Xipigon and Black bays, has now been carefully and accurately surveyed
and charted; that between Simmons harbour and Isacor point, a distance of fifty*
miles has been traversed and plotted in detail, but no sounding has been done off it.
There still remain eighty miles between Wilson island and Simmons harbour and
fifty miles between Isacor ]K>int and Cape Gargantua as well as Slate islands, Michi-
picoten and Caribou islands yet to be completed.

During the winter of 1908-9. the staff was employed in plotting the season's work
and preparing it for the engraver.

I regret to report that upon Jmie 23, the steamer ran upon a well known wck in
the eastern channel into Xipigon bay and sustained damage to the extent of $5,884.13.
An investigation was held in Collingwood and the blame was found to rest upon the
sailing master and he was discharged and replaced by Captain J. F. Lunan.

Atlantic Coast. — The steamer La Canadienne under command of Captain Irving
Miles, assisted by Messrs. Chas. Savary, G. C. Venn and W, R. McGee, left Sorel on
May 18, and took up the survey of the mouth of Saguenay river, and the St. Law-
rence river, between Red island and Razade islands.

A large scale plan of the mouth of Saguenay river was undertaken and completed
showing accurately the many shoals and banks obstructing the navigation of this im-
portant river. The general work of charting the St. Lawrence river was proceeded
with and carried out as far as Razade islands on a scale of two inches to the nautical
mile. Xo important discoveries were made, biit with the greater accuracy of detail,
the new chart of this important locality cannot fail to be of vast benefit to mariners.

Work is very m!uch delay.ed in this locality by the strong tides which La Oan-
ad'ienne is unable to stem.

The staff was fully occupied during the winter of 190S-9, in plotting the season's
work and in preparing sheets for the engraver, two of which will be issued before the
spring of 1910.

inDROGRAPHIC SURVEY 151

SESSIONAL PAPER No. 21

Pacific Coast. — On April 3, the party under command of Captain P. C. Musgrave,
assisted by Messrs. H. D. Parizeau, and L. R, Davies left Victoria by passenger
steamer for the Skeena river to take up quarters in camp at Inverness and continue
the survey of the southern approach to Prince Rupert harbour and the mouth of
Skeena river.

On May 11, Captain Musgrave left camp and returned tu Victoria to take over
and commission the new steamer Lillooet. This was done and the steamer left for
her station on June 10. The camp party was moved on board and the survey of
Chatham sound, east of Lucy and Rachel islands and from Tree Bluff to Island point,
undertaken and completed. This will give two charts on scales of three inches to the
nautical mile.

One important result of this survey has been the finding of a shoal head of eleven
feet upon Alexandra patch where not less than ten fathoms was supposed to exist and
nearly on a direct line between Brown passage and the Coast island range for entering
Prince Rupert harbour.

On May 30, the staff was increased by the appointment of Mr. F P. V. Cowley.

The steamer Lillooet is the first vessel constructed esjyecially for the Canadian
Hydrographic Survey. She was designed by Mr. R. L. Newman of Victoria. B.C., and
built by the British Columbia Marine Railways Company, Limited, at Es^Qiumalt, at
a cost of $150,000, is 170 feet long, 27 feet in breadth and 15 feet in deprli. has a dis-
placement of 760 tons, and she is fitted with twin screws driven by two engines of 800
horse-power, giving a speed of eleven knots per hour. She is equipped with the latest
surveying devices and is found to be eminently suited for the service.

During the winter months this party took up offices in Victoria, B.C., for plotting
work and preparing charts for the engraver.

Lahe of Tivo Mountains. — On May 1, this party in charge of Mr. A. J. Pinet,
assisted by Messrs. G. B. St. Pierre and Henri Ortiz, left Montreal and resumed oper-
ations on the lake using the yacht Josephine and a houseboat. Fair progress was made
and it is hoped that the survey will be completed in 1909.

Cumberland Basin, N.8. — In May, 1908, a small party in charge of Mr. Chas. Mc-
Greevy, assisted by Messrs. Paul Jobin and E. Jodoin, was organized at Amherst,
N.S., to undertake a survey of Cumberland basin with a view to supplying charts in
more detail for vessels trading to Amherst, &c,, on the high water. This method of
surveying such waters is not highly satisfactory and it is hoped that when operations
are extended a vessel may be available for a base.

This party likewise spent the winter months in the oflice at Ottawa plotting the
season's notes and preparing fiDr the engraver.

In the office, in addition, Mr. Amos assisted by Messrs. Henri Melancon, Fred.
Delaute and O. Souliere, has been engaged in preparing a full report upon the oper-
ations of the various parties that were engaged in the survey of the St. Lawrence
river between Montreal and Quebec, from 1896 to 1906, and the charts resulting from
these various surveys.

Work upon the charts of Lake St. Francis has made some progress.

Charts Issued. — During the fiscal year the following charts were engraved and
issued to the public : ' Lake St. Peter.' ' Whit-e Island to Orignaux Point^.' ' Lake St.
Louis ' and ' Key Harbour, Georgian Bay,'

The following were photolithographed : —

Chart No. 15. Cap Levrard to Ste. Emelie.

'•' ISTo. 16. Ste. Emelie to Deschambault.

" No. 17. Portneuf to Cap Sante.

" No. 18. St. Croix to St. Antoine.
The second edition of No. 8, Head of Lake St. Peter.
The secand edition of No, 7A, Berthierville to Lake St. Peter.

152 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

In connection with the St. Lawrence river charts, it was deemed advisable to

prepare sailing directions cox-wing the distance, Quebec to Kingston, and for this

purpose the services of Captain J. G. Boulton, Eetired Eoyal Navy, of Quebec, were

eecured to assist the officers in charge of the various/ branches affected.

Resignations. — At the close of the year the following officers resigned : Mr. Robert
Bickerdike, Mr. A. E. Humphrey and Mr. W. R. McG«e.

Appointments. — On January 26, Mr. T. L. Killen was appointed stenographer to
the survey.

I am, sir, your obedient servant,

WM J. STEWART,

Hydrographer.

STEAMBOAT IXSPECTION

153

SESSIONAL PAPER No. 21

APPENDIX No. 9.

EEPORT OF THE CHAIRMAN OF THE BOARD OF STEAMBOAT

INSPECTION.

Chairman's Office, Ottawa, • June, 1909.

To the Acting- Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit the annual report of the Steamboat Inspection
Service for the fiscal year ending March 31, 1909.

It contains the work of the service d^uring the time stated, giving the number
of steamboats inspected in the several divisions and their gross tonnag-e, with the
amount of dues collected from steamers employed in the carriage of passengers
between Canadian ports but registered elsewhere than in Canada, and the amount of
fees received for engineers' examinations.

At the port of Montreal in addition to the steamers inspected, the ships' tackle
and hoisting gear used for loading and unloading the vessels to the number of 343
were also inspected by the steamboat inspectors.

Number of steam vessels reported as known by the Inspectors of Steamboats in the
Dominion for the year ending March 31, 1909, also the number of steamers in-
spected but not registered in the Dominion for the same date.

Division.

Number

of
Dominion
Registered
Steamers.

Gross Tonnage

of

Dominion

Registered

Steamers.

Toronto

Collingwood

Kingston

Montreal

Sorel

Quebec

Nova Scotia

New Brunswick and Prince Edward Island.

Vancouver and Yukon

Victoria, B.C

Manitoba and Northwest Provinces

3r,5
172
IGO
206
87
109
148
156
171
140
174

1,897

85,722
75,990
28,399
22,161
2><,881
20,882
34,048
19,8s4
21,028
50,610
15,345

403,550

Number of
Steamers
Ins|)ected
but not
Registered

in the
Dominion.

46
17
19
16

10
31

8
14
22

1

184

Gross Tonnage

of Steiimers

Inspected

but not

Registered

in ihe
Dominion.

54,907

29,1>57

5,390

43,479

17.249
56,741
13,104
20,836
40,631
681

282,275

154

MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910

Nlmber of Dominion registered steam vessels inspected! and their gross tonnag<e, with
amount of fees eolle 'ted on account of steamhoat inspection during* the year
ended March 31, 1909.

Division.

Number of
Dominion

Registered
Steamers

Inspected.

Gross Tonnage

of Dominion

Registered

Steamers

Inspected.

Amount of f efs

Collected on

Account of

Steamboat

Ijispectitm.

Toronto

316
154
150
177
83
105
146
137
154
144
114

82.865
74,163
28,040
15,058
27,927
20,576
36,624
18,604
20,447
46,022
11,844

S cts.
138 40

Collingwood

45 68

King'ston

Montreal

30 40

Sorel

Quebec

Nova Scotia

New Brunswick an-^l Prince Edward Island

458 32
3,246 06

Vancouver and Yukon

Victoria, B.C

1,263 36
729 92

Manitoba and Northwest Provinces

Engineers' Certificatjs

2,014 50

Total

1,68C

382,170

7,927 54

BOARD MEETINGS AND APPOIXTMENT OF INSPECTORS.

Owing to Mr. Richardson retiring from the service as boiler and machinery
inspector at Vancouver, Mr. Hugh G. Robinson of that place, having passed the
necessary examination, assumv?d the duties on May 12, 1908, and was appointed to
the position by Order in Council of June 2, 1908.

The work having rapidly increased in the British Columbia district it became
imperative to increase the stalf to meet the d>emands, and Mr. Wm. J. Callum of
Victoria, who passed the required examination was appointed as a boiler and
machinery inspector by Order in Council of June 2, 1908, with office located at
Victoria, B.C.

In order to meet conditions arising owing to the passing of the Act 7-8 Edward
VII, Chapter 65, an Act to amend the Canada Shipping Act, a meeting of a quorum
of the Board of Steamboat Inspection was convened at Ottawa, December 1, for the
purpose of revising the rules for the examination of engineers, which was adopted
and approved by His Excellency the (Jovernor i)A Council, the 21st day of December,
1908.

Prosecutions with penalties enforced for violation of Part VII. of the Canada
Shipping Act, Steamboat Inspection.

On July 25, 1908. a complaint was received by the department, charging that the
steamer Aletha of Kingston was being overloaded by carrying more passengers than
that allowed by her certificate of inspection, and also for plying on a route with an
excursion of passengers for which she was not permitted by her certificate of inspec-
tion.

The ca^e came up for trial before the police magistrate at Belleville on September
14 and 22, when the captain was fined $175, and costs, on the charge of the vessel
Inlying on a route for which ^le was not licensed, a cheque for same being received by
the department. October 14, 1908.

STEAMBOAT fXSPIJCTIOX 155

SESSIONAL PAPER Ko. 21

CASUALTIES.

The following are the casualties reported from the several divisions as having
occurred during' the year ending March 31, 1909.

TORONTO DIVISIOX.

May 9, 1908. — Thv3 steamer Brockville of Montreal, while lying at the wharf at
Toronto fitting out, preparatory to being placed in commission, with the fires partially
banked, an 8-incli flue in starboard boiler collapsed, ^\ hereby four of the crew including
the chief engineer were killed. On investigation, it was found the boiler had been
shut off from all other connections, with no steam gauge connected to it, and the
safety valves had been screwed down so as to render them useless, hence it was impos-
sible to ascertain, the pressure to which the flue was subjected which was the cause of
the accident,

June 12, 1908. — The steamer ^Venonah, of Toronto, was totally destroyed by fire
on Cecebe lake — cause of fire unknown.

Xovember 21, 1908. — The steamer City of Mount Clemens, of St. Catharines,
collided with the United States steam-er Neilson on Lake St. Clair and sank. She
was raised and towed about four miles when she again sank east of the old channel
at St. Clair flats where she is still lying.

January 16, 1909. — The steamer Tecumseh of Sarnia was totally destroyed by
fire at Goderich. Out., which started about 3 a.m., and is supposed to have originated
from the kitchen range, which was in use by three, people engaged in repairing the
steamer and who were living on board, and' barely escaped with their lives.

The following steamers stranded or ran aground, viz. : — May 28 and October 13,
1908, the ss. F. B. Osier, of Toronto. June 4, 1908, the City of Montreal, of Toronto.
August 17, 1908, the ss. Neepawah, of Port Glasgow, G.B. November 17, 1908, steamer
Bicherdil-e, of Ottawa. December 17, 1908, the ss. Beaverton, of Newcastle, G.B., all
of which were released, placed in dock and thoroughly repaired.

COLLIXGWOOD DIVISIOX.

June 14, 190S. — ss. •/. G. Gidley, of St. Catharines, was totally destroyed by fire
on the sovith side of Manitoulin island. Cause of fire unknown. Xo casualties.

October 15, 1908.— The tug R. A. McLean, of Sault Ste. Marie, caught fire at
Sterling bay and became a total loss. Cause of fire unlinown. No casualties.

October 24, 1908. — Steamer Iroquois, of Goderich, on her trip from Little Current
to Cutler in a dense fog ran on a submerged rock, listed badly, then caught fire and
is practically a total loss. Cause of fire is not definitely known. No casualties.

November 1, 1908. — The ss. Telegram, of Colling-wood, on her trip from Owen
Sound to Providence bay, ran ashore and filled with water, then listed and caught fire
and was abandoned as a total loss. No casualties.

November 3, 1908. — The tug W. E. Gladstone, of Owen Sound, was blown ashore
in Lion's Head harbour during a heavy gale and became a total loss. No casualties.

KtNGSTOX Dn'ISIOX.

July 22, 1908. — The ss. Stranger, of Port Hope, on a trip from Port Perry to
Lindsay was destroj-ed by fire on Scugog lake. N>o fatalities occurred.

July 16, 1908. — The steam barge Robert McDonald, of Kingston, while plying on
Lake Ontario from Peninsular point to Stoney point, was partially destroyed by fire.
No fatalities.

156 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
MONTREAL DniSIOX.

July 9, 190S. — The steamer Pontiac, of Ottawa, 116 gross tons, while lying at the
wharf at Arnprior, was totally destroyed by fire. No casualties. Cause of fire un-
known.

November 10, 1908. — The ss. Temiscamingue, of Ottawa, 295 gross tons, while on
her trip from New Liskard to Temiskaming, the furnace crown of her boiler, it being
of the locomotive type, collapsed, whereby the two firemen and one deck hand were
killed by the escaping steam and water; one passenger jumped overboard and was
drowned and seven others were badly scalded, including the engineer.

An investigation as to the cause of the accident was held by the chairman of the
Board of Steamboat Inspection, when it was clearly demonstrated it was due solely
to low water.

QUEBEC DIVISION.

June 6, 1908. — The ss. Lady Eileen, of Gaspe, 52G gross tons, when on her trip
from Campbellton, N.B., to Gaspe, ran ashore on the New Port island in a dense fog,
becoming a total loss. No loss of life.

November 15, 1908. — ss. King Edward, while at anchor, was driven ashore by a
severe gale of wind in the English bay, Anticosti island. No fatalities.r

November 26, 1908. — The passenger steamer Otranto, of Quebec, stranded at
Bonaventure, becoming a total loss. No casualties.

November, 1908. — Steamer Rod-olphe, of Montreal, was destroyed by fire at the
wharf in Sorel harbour and sank. The cause of fire is unknown. No lives lost. The
machinery was taken out of her.

March, 1908. — Steamer Dream, of Quebec, was destroyed by ice at Grandes Piles.
Machinery was taken out.

NOVA SCOTIA Dn'ISION.

Casualty returns nil.

NEW BRUNSWICK AND PRINCE EDWARD ISLAND DIVISION.

■ June 17, 1908. — Steamer Aberdeen, of St. John, N.B., caught fire at her moorings,
Cole's island, Washademoak lake, and was totally destroyed. No loss of life. Cause
of fire unaccounted for.

July 9, 1908, ss. Areola of St. John, N.B., when on a voyage from Great Britain
to Chatham, N.B., was wrecked at St. Paul's Island, on the coast of Cax)e Breton, be-
coming a total loss. No loss of life.

November, 1908. The ss. Calluna of Richibucto, N.B., when on a voyage from
Richibucto to St. John, N.B., got lost on Pictou Island and became a total wrreck. No
casualities.

MANITOBA AND NORTHWEST PROVIXOES DIVISION.

June 7, 1908. The steamer City of Medicine Hat while ion her trip down the
Saskatchewan river at Saskatoon, came in contact with telegraph and other wires
which too late to go back on account of the strong current, whereby some of the wires
getting into the boat's rudder the control of her was lost, and she was carried broadside
against a pier of the bridge and broke in two, becoming a total loss. No fatalities.

August 14, 1908. Steamer La Rien of Winnipeg, while lying at anchor on the Red
river at Winnipeg, caught fire and was totally destroyed. No person being on board
at the time. Cause of fire unknown.

STEAMBOAT IXSPECTIOX 157

SESSIONAL PAPER No. 21

AugiTst 6, 1908. The steamer Premier of "Winnipeg, 414 gross tons, while lying
at her dock on Lake Winnipeg between one and two a.m., caught fire and was totally
destroyed. Three of the crew and live passengers were burned in their staterooms. An
investigation was held by Commander Spain, but failed to locate the cause of the fire
as supposed tio have originated about the boiler.

BRITISH COLUMBIA AND YUKON DIVISION.

The following steamers stranded or ran aground: — On April 23, 1908, ss. Hope of
Victoria, April 25; ss. Vadso of Victoria, October 26; ss. Iroquois^ Xovember IT; ss.
Owen, December 5 ; ss. Hope of Victoria. The f>Dllowing steamers were damaged
through collision: — September 19, 1908, steamers Amur and Vadso, of Victoria, No-
vember 8, 1908, steamer Princess Royal, December 3, 1908; ss. Charmer, all of which
were repaired, made seaworthy and placed again in commission.

The following steamers stranded and became a total loss : — August 8, 1908, tug
Albatross, of Victoria; October 15, steamer Caledonia, of Victoria; January 12, 1909,
steamer Favorite, and January 10, 1909, John P. Douglass, both of which were caught
in ice and destroyed. March 18, 1909, tug Daisy, of Victoria, grounded on a reef and
slid o£F into deep water, a total loss.

May 6, 1908. SS. Otter of Victoria, on a voyage from Kyuquot to Victoria broke
the tail shaft of the engine. She was picked up by steamer Tees and towed io Vic-
toria, where a new one was fitted.

March 27, 1909. The gasoline passenger launch Ariadne, of Vancouver, caught fire
burning to the waters edge, afterwards sinking, a total loss.

January 25. 1909. SS. Tenture of Victoria, when loading at Inverness, Skeena
river, at 2.30 a.m., caught fire, supposed over boilers, and was burned to the water's
edge. Hull a total loss. i

I am, sir.

Your obedient servant,

E. ADAMS,

Chairman Board of Steamboat Inspection.

158

MARlXf: AM) Flf:HFniES

9-10 EDWARD VII.. A. 1910

APPENDIX 10.

Statemknt giving- Named of Stations and Lightkeepers, iS:c., in the Dominion

of Canada.

PRINCE EDWARD ISLAND.

Name of Station.

Alberton Range .

Block House

Brush Wharf . . ,

Crapaud, Outer .'. . .

ti Inner . . .

Cardigan River

Cape Bear

Cape Egmont

Cape Tryon

Cove Head Range

Darnley Range

Darnley basin

East Point . .

Fish Island

Georgetown, Inner

Georgetown Railway Wharf.
Grand River, East Lot 56. . .

Grand Tracadie

Hazard, Inner Range

ti Outer Range

Indian Point

Little Channel

Murray Harbour, Inner

M Outer

Miminegash, Inner

Outer

New London

North Cape

North Rustico

Orwell .

Point Prim

Panmure Island

F. A

Sandy Island, (Cascumpec) . .

Savage Harbour . .

Sea Cow Head

Souris, East

Surcmerside Wharf

Summerside Range

St. Andrew's Point

St. Peter '.s Island

St. Peter's Harbour

Tignish Run

Warren Farm Range

West Point i William McDonald .

Wood Island Roderick W. McKav

William Champion Oct.

A. S. McNeil Mar.

D. W. McPherson Jan.

Abner J. Howatt July

James Innian Aug.

.John W. Morrison.

Luther .Jordan ! Apr.

Jos. J. D. Gallant Oct.

William Btll Mar.

John A. Kielly Nov.

Geo. W. Wiggins Oct.

Chas. Taylor Tune

L. R. J. McDonald Jan.

Patrick Gould Dec.

Jesse G. Clark Aug.

John Westaway . . . Jan.

Alfred Robertson Oct.

J. W. McDonald 'May

Angus Beaton Nov.

Daniel McRae Apr.

J. S. Allen May

William Hardy.

Robert Penny Xov

Lemuel McLeod Dec.

Elijah Costain May

Patrick O'Brien.

.James H. McLeod Jan.

James Phee Sept.

Jos. N. Pino Feb.

John McDonald June

Donald Gillis Dec.

Colin Steele June

Mathias Condon.

Jas. C. Tuplin May

Jas. A. McDonald July

M. P. O'Roneghan Apr.

John D. Lavie June

John Eraser. _ Apr.

. |George Stavart.. Sept.

George Connor June

James W. Taylor May

Albert Anderson July

Agape Gaudet lAug.

A. S. McNeiL May

. . Jan.
Ajir.

Wood Island Range ... j.James Younp . ..." Nov.

Wright's Range Charles Wrii;ht .Tune

Salary.

S • cts.

130 0(»

385 00

80 00

130 00

120 00

100 00

400 00

270 00

270 00

90 00

150 00

75 0()

760 OO

270 00

150 00

130 00

130 00

130 00

75 00

80 00

400 00

130 00

70 00

70 OO

70 00

75 00

150 00

345 00

1.50 00

80 00

300 00

.^80 00

380 00

345 00

130 00

330 00

395 00

130 00

95 00

150 00

240 00

150 00

150 00

100 00

345 00

295 00

95 00

130 00

AM.1/£S' AXD STATIOXS OF LIGHT-KEEPERS

159

SESSIONAL PAPER No. 21

Statemext giving Xames of Stations and Lightkeepers, &c. — Continued.

NOVA SCOTIA.

Name of Station.

Xame of Lightkeeper.

Apjxiiuted.

Salary.

W. H. D'Entremont May

John H. Morris Aug.

Lloyd Rogers ;Xov.

May
Mar.

Abbott's Harbour Pole

Advocate Harbour

Amet Island

Amherst Harbour Range | William Shea

A nnapolis '.Jos. McMillan . . .

Apple River Light and Fog Alarm jHill E. Elderkin .

Ar^yle jChas. A. Amiro iFeb.

Arichat Capt. Wm. Lavashe. , jOct.

Arisaig Hugh R. ^NIcAdam jXov.

Baccaro . . . Wm. L. Smith Janv.

Barrington LightshiiJ Capt. Jno. H. Lyons [June

Battery Point Henry Xaas Mar.

Bear River, Wui. Hunt Apr.

Beaver Harbour L. Ct. Cameron Feb.

Bear Island Michael O'Brien |Dec.

W. E. O'Leary Feb

J. H. BeUiveau

P. E. Christian

H. C. McKay

Chas. Robinson

June
May
Mar.
June
May
Oct.

Beav er Island

Belli veau Cove

Betty Island

Bird Island

Black Rock

Black Rock Point . jM. D. Morrison.

Boar's Head |F. Ruggles

Bass River jDavid Vance ...

Bon Portage Angus Greenwood |.Jan.

Briar Island Light | J. X. Peters I June

Bi iar Island Fog Alarm B . H. Morrell | <<

Brooklin Pier Pole F. T. Gardner [Feb.

July

•Jan.

Dec.

June

Dec.

Feb.

Xov.

Dec.

Dec.

Apr.

Dec.

Nov.

Bunker's Island F. H. Doane

1. Xorth End ' Jas. H. SchoviUe

Budget Freeman Pride

Burnt Coat j Wm. Y. Falkner

Bourgeois Inlet ' '• Marian Burke

Campbell's Island I.John A. ilcDonald

Candlelwx Island Benjamin Leblanc

Canso Harbour and False Passage 'Joseph Long

Canso Harbour Range ' Wm. J. Mathews

Cape D'Or Fog Alarm JF. H. P. Dewis

Cape Fourchu Light and Fog Alarm |T. S. Doane

Cape George 'John Miirray

Cape La Ronde John J. Mauger

Cape Xorth iXoruian McLeod 'Oct.

July

Cape Rosebay Light and Fog Alarm '.Jo'nn L. McKenna

Cape Sable .i .. Arthur CunHiugham

Cape Race ,. „ (John Myrick

Cape St. George ! Alex. L." McEacheni

Cape St. Lawrence. ... Chas. .Jamieson ....

Cape St. Mary's Benj. H. Robichau . .

Cape Sharpe Freeman Yorke

Canning River, Inner |Fred Clarke

Outer ....Fred W. Bishop....

Cariboo Island D. Falconer

Carter's Island , iRobert Mc Donald. . .

Caveau Poiut Range Germain Chiasson Aug.

Charlo Cove Light Stephen C. Richard Xov.

Chebucto Head Light and Fog Alarm Capt. Richard Holland Oct.

Chest€r Ironbound Uriah "Young. . ;Feb.

Cheticamp Marcelin Mui.se Nov.

Cheticamp Range Philip Burgeois May

Church Point . . J. H. Saulnier Aug.

Clarke's Cove Roderick McDonald Apr.

Coffin's Island Chas. M. Firth June

22, 1888.

10, 1904.

11, 1902.

21, 1908.
1, 1908.

31, 1905.

6, 1893.

17. 1898.

14, 1898.
9, 1907.

18, 1897.

12, 1897.
10, 1905.

15, 1902.

7, 1906.

22, 1900.

16, 1889.
29, 1904.

21, 1901.
16, 1885

8, 1892,
24, 1901.
24, 1907.
14, 1907.

6, 1901.
6, 1901.

6, 1885
27, 1904.
16, 1907.

7, 1905.

22, 1898.
1, 1902.

16, 1907.
1, 1892-.

31, 1896.

17, 1904.

13, 1898.
31, 1904.

3, 1882.
16, 1898.

14, 1899.
31, 1899.
16. 1902.

Sept.

July
June
Apr.

Dec.
Jan.

8, 1898.

21, 1893.

5, 1886.

30, 1902.

29, 1902.

29, 1904.
20, 1902.

4, 1886.

20, 1897.

4, 1901.

1, 1906.
15, 1884.
27, 1896.
23, 1898.

8, 1S78.

2. 1904.

30, 1880.

S cts.

100 00
300 00
460 00
180 00
100 00
800 00
460 00
320 00
130 00
485 00
800 00
370 00
180 00
150 00
300 00
460 00

95 00
530 00
460 00
360 00
295 00
395 00
100 00
420 00
460 00
460 00
100 00
395 00
240 00
240 00
295 00

75 00
140 00
370 00
.370 00
240 00
800 00
920 00
265 00
370 00
400 00
920 00
920 00
1,950 00
510 00
460 00
395 00
800 00
100 00
130 00
370 00
325 00
180 00
170 00
920 00
460 00
345 00
180 00
200 00
130 00
460 00

160

AIARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910
Statement giving Names of Stations and Lightkeepers, &c. — Continued.
NOVA SCOTIA- Co7itinued.

Name of Station.

Coldspring Head

Cole Harbour

Cole Harbour Range

Country Harbour

Cranberry Lsland Light and Fog alarm .

Creighton's Head

Cross Island Light and Fog alarm

Croucher's Island

Crotch , .

Dartmouth

Devil's Island

Digby Pier Pole

Dover H.irbour

Duffus Point, inner

II outer

Economy Pole

Kgg Island

Eddy Point .

Fish Island, Tusket River

Flint Island

Fourche Head, Light

Fort Point

Freestone Island

Fisherman's Harbour

Gabarouse

Gilbert Point

George's Island Light and Fog Bell

Gillies Point

Glasgow Point

Grandique

Grandique

Grand Etang

Grand Passage, Briar Island . .

Green Cove

Granville Centre

Green Island

Gull Rock

Guyon Island

Glace Bay Range

Appointed.

L. Brownell March

W^n. M. Munro April

Geo. C. Jamieson Oct.

Heniy Burke June

James P. Hanlon I April

H. H. Creighton ! May

W. H. Wynacht ! April

Geo. Croucher Jan.

C. J. O. Hanley. jMay

\Vm. Patterson June

W. G. Fulker May

Ed\vin Beaman "

Edward Morash I Oct.

Alex. Eraser Jan,

M. McLean

Ingersoll L. McLellan

Jos. B. Stoddard

Edward Mundell

Severin Le Blanc

Michael Brean

Alb-^rt Hooper . . .

J. E. Misener

Michael Sampson

Theodore Beiswanger

Jas. McDonald

Jos. W. Melanson ...

Robt. Ross

Hector McLean (M's. son). .

Abram Clory

Daniel Clough

D. A. Kaulback ...

Severin B. LeBlanc

Chas. Buckmen .

A. J. Sallow

Henry Rooney

Wm. A. Duann ,

L. D. Orchard

J ames W. Hardy

Michael McNeil ." .

Angus McFarlane

Guysboro JMoses C. Scott

Harbour au Bouche Capt. Patrick Webb. . .

Hawke Island Bartholomew Boudrot.

May
Jvdy

Aug.
May

Dec.
Nov.
Aug.
Jan.
Dec.
July
July

1901

1907..

1898..

1902. .

1905..

1874..

1893..

1883..

1906..

1903..

1886..

1897..

190K..

1903..

1903..

1899. .

1907..

1903. .

1899..

1904..

1908..

1896..

1907..

1905..

1890..

1894..

1876..

1897..

1894..

1884..

Herring Cove.

Henry Island

Highland Village

Hobson's Island

Horton Bluff

Hubbards Cove

Harbour Island

Indian Harbour

Ingonish

M Harbour

Ironbound Island

Isaac's Harbour

Isle au Haute

lona

Jeddore Rock

Jeddore Harbour Range .

Jerome Point

Jerseyman's Island. . . .

Jordan Bay

Kidstone's Island

Win. Brackett

D. A. McLennan

W. A. Hennessy May

John D. Smelt7,er April

Mrs. S. M. Rathbum Sept.

Alljert S. Coolin Oct.

Clias. (i. Hodgson June

Henrv Boutilier u

Robt.' F. Warren Sept.

Matthew Hawley May

Howard M. Wolf June

Ira L. Griffin ... April

Percy E. Morris Aug.

F. X. S. McNeil Nov.

John W. Mitchell Sept.

Jeremiah Harj>ell, jr. ..... . I Jan.

Kenneth McAskill jJuly

Alphonse Theriault n

John Frederick Dec.

Donald McRae |May

Mar.
Jan.
Dec.
Feb.
May
Jan.

Nov.

April
Feb.
Dec.
Aug.

190.5. .

1901 .

1900..

1904. .

1903..

1877..

1903..

1907..

1907..

1884..

1896..

1904..

1897..

1907..

1905..

1900..

1879..

1903..

1908. .

1901..

1903..

1897..

1895. .

1894..

1904..

1901..

1882..

1901..

1901 . .

1905.. I

1906.. I

1^92.. I

NAMES AND STATIONS OF LIGHT-KEEPERS

161

SESSIONAL PAPER No. 21

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion

of Canada.

NOVA SCOTIA— Continued.

Name of Station.

Kingsport

Ketch Harbour

Lahave

Lingan Head

Liscomb

Little Dyke

Little Hope

Little Loraine, Harbour

Little Narrows

Louisbourg

Louisbourg Harbour Range.

Louisbourg Fog Alarm

Low Point

Low Point Fog Alarm

Mabou Outer . ...

11 Iimer

Main a Dieu

Name of Lightkeeper.

C. H. Huntley

Chas. Martin

W. H. Palmer

John Walsh

James S. Henilow

S. Stewart

Capt. Alnion Doggett

Patrick Gallant

Alex. W. Ross

Philip Price

Thomas Connington. . .

D. A. Campbell

John C Peters

Thos. O'Neil

E. Doyle

Roderick McLean

John Pope..

John A. McRae

R. McLellan

Margaree

Margai ee, Harbour Inner

11 Outer Miles A. Dunn. . .

Margaret's Bay M. B. Pearl

Margaretsville Mrs. Ruth Early.. .

Marie Joseph David Turner

Marjories, Island Norman McDonald

Masstown Pole G. W. Vance June

Mauger's Beach Light and Front Light I Wm. Iceton, sen , . . 'July

Meteghan L. C. Comeau Oct.

Mitcheners Point | William Currie ! ,

Moser's Island 'Samuel Moser. .

MuUin's Point James Mullins

•June
May

July

Jan.

May

Oct.

Jan.

May

Nov.

Oct.

March

Oct.

May

June

Dec.

Sept.

Feb.

June

May

Sept.

Feb.

.Jan.

July

30, 1890.
19, 1905.
22, 1878.

4, 1904.

2, 1908.

1, 1906.

22, 1901.

19, 1900.

23, 1902.
8, 1897.

6, 1897.

20, 1902.

1, 1865.

2, 1904.
14, 1897.

7, 1906.

11, 1902.

28, 1907.

8, 1901.

12, 1903.
1, 1908.

19, 1887.
6, 1905.
4, 1884.

29, 1898.
6, 1903.

12, 1875.

Salary.

Munro Point

McKenzie's Point

Musquodoboit Harbour Range ' B '.

'F'.

McNeil's Beach

McMillan's Point

McNab's Island

Negro Harbour Range

Negro Island

Neil Harbour

North Canso

Noel

Ouitique Island

Page Island

Parrsboro'

Pease Island

Peggy's Point

Pennant

Petite de Grat

Pictou Bar

Pictou Custom House

Pictou Island

Pictou Island Pier, West end

Pictou Harbour Range

Piper's Cove..

Pointe Aconi

Point Edward Front

11 Back

Pointe Prim Light, Fog Alarm, Digby.

Pointe Tupper

Pomquett* Island

21—11

Malcolm Buchanan

Hector McRae

I John Kent

I Fred. Kent, assistant

Jeremiah Kent

Lauchlin McNeil

John B. Chisholm

Mathew Lynch

Levi Perry . . .

Byron Nickerson . . . .* July

A. A. Buchanan. Aug.

Robie McKay Feb.

Geo. C. Davidson. . . . Apr.

Fred. A. Burke Feb.

Alfred M. Powell Dec.

William Pettis

Thos. Baker . May

Sydney H. Garrison Dec.

P. A. Gray June

E. Landry Feb.

Wm. Munro Nov.

Chas. Bone June

Andrew McFarlane

Chas. D. Patterson Mar.

Hugh McLean [June

David Lowden -July

John C. McNeil [Dec.

John Charles Bonner JNov.

•J. B. Rudderham Jan.

Nov.

•June

Oct.

Aug.

Apr.

Mar.

Apr.

Aug.

Dec.

June

A. J. Lewis . .
W. E.Ellis...
Duncan Gillis.
M. Murphy. .

May
Mar.
Apr.
Dec.

6, 1885.

8, 1892.
25,1905.
20, 1890.
29, 1904.

11, 1908.

29, 1904.
6, 1884.
2, 1905.

23, 1905.

17, 1899.
26, 1897.
14, 1899.

4, 1882.
25, 1906.
16, 1907.

5, 1905

6, 1888.
19,' 1879.

22, 1902.

30, 1903.

23, 1897 .
22, 1890.

14, 1907.
8, 1892.

29, 1905.

24, 1905.

12, 1897.

18, 1897.
6, 1903.

15, 1905.
22, 1905.

8, 1875.

1, 1906.

18, 1890.

$ cts.

100 00
95 00
240 00
240 00
370 00
60 00
680 00
120 00
150 00
350 00
240 00
920 00
460 00
500 00
80 00
70 00
370 00
460 00
70 00
70 00
510 00
240 00
285 00
130 00
60 00
800 00
130 00
150 00
360 00
240 00
150 00
180 00
100 00
50 00
125 00
75 00
205 00
360 00
250 00
370 00
180 00
360 00
112 50
420 00
265 00
400 00
420 00
395 00
130 00
240 00
460 00
100 00
460 00
460 00
100 00
210 00
150 00
240 00
295 00
180 00
920 00
345 00
395 00

162

MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910
Statement giving Names of Stations and Lightkeepers, «S:c. — Continued.
NOVA. SCOTI X— Concluded.

Name of Station.

Port au Pique

Port Bickerton

Port Felix

Port Georg'e ,

Port GreviUe Range

Pope's Harbour

Port Hood

Port Hubert

Port Mouton

Port Medway

Port Medway Harbour ...

Port Lome

Port Wade

Pubnico

Pugwash

Qneensport, ...

Quaker's Islands

Red Island

*Sable Island Humane Station

St. Ann's

tSt. Paul's Island

St. Esprit

St. Paul's Island, West Point

St. Paul's Island Fog Alarm

St. Paul's Island, N. E. Point

Salter's Head

Sambro Light and Fog Alarm ...

Sambro Harbour Light

Sambro Inner Island Light

Scattarie Light and Fog Alarm

Seal Island Light and Fog Alarm

Seal Lsland ...

Shafner's Point

Sheet Rock

Sheet Harbour Passage

Sand Spit (Shelburne Harbour)

Ship Harbour .

Shule Harbour

Sissiboo

S. E. Beaver Island

Spencer's Island

Silencer's Point

Stoddart's Harbour

Sydnej' Bar

Terrence Bav

Three Top Island

Tor Bay.

Troop Point

"Victoria Beach

Wallace Harbour

W^alton Harbour

Wedge Island

W^est Head Barrington

West Arichat Range, Front Station ....

11 11 Back Station

Westhaver's Island . .

Westport

Whitehead

Whycocomah

Wood's Harbour

Wolfville

Wolf Point

Yarmouth Harbour (see Bunker Island).

Name of Lightkeeper.

Api)ointed.

'Sam Creelm.an '^lay

Theodore O'Hara Jan.

: W. C. Boudrot July

Geo. M. Foster Nov.

Ernest A. Hatfield June

Jas. Bollong Aug.

}J. Allan McDonald May

Watson Burgess Julj[

J. Oscar Campbell . April

Kenneth D. Foster Oct.

Samuel T. Foster Feb.

George D. Corbett May

Chas. Slocum Feb.

Geo. D. Amero Feb.

Murdock McLeod Dec.

W. E. Ehler Aug.

j Wm. A. Mitchell Feb.

John P. Campbell Nov.

R. J. Boutillier, supt i . . . .

[Alex. Nicholson : June

John M. Campbell, supt !

Alex. W. Finlayson | April

John McKenzie

M. J. McLeod July

'John Rose I . .

Callo Smith ! June

Alfred Gilkie Jan.

John H. Findlay Dec.

Ephraim Smith Jan.

i John T. Martell July

j John Crowell Oct.

Simon Joyce July

Jacob V. Roblee May

D. A. McCarthy Jan.

James Wambolt May

Jas. G. Stephens Mar.

Howard Palmer

Capt. Clifford Pattej-son.. . . Oct.

Mas. Amiroult July

{Theodore Sampson Oct.

[Baxter McLellan July

R. A. Spencer April

Ephraim Larkin Mar.

George Nunn 'June

[Samuel P. Slaunwhite. . .. ,Oct.

W. L. Munroe | n

! Jas. M. Webber May

[Ralph Troop .Jan.

James Hinds '^lar.

, George Boyle [July

, Lewis E. Burgess i m

iWm. R. Church :Mar.

'Wm. B. Smith, jun April

[Edward Delory Sept.

, Michael Gerrior j m

I Alfred Strum I i.

, E. W. Suthern j April

.Capt. J:vs. Wells 'Oct.

. Murdock Matheson Sept.

. Jas. E. Giio v in jAug.

. J. L. Franklin April

Howard Palmer Oct.

2,
26,
16,
19,
29,

6.
10,
26,
29,
13,
17,
31,

(!,
10,
13,
19,
30,

1901.
1901.
1902.
1897.
1908.
1877.
1890.
1892.
1898
1892.
1899.
1904.
1909.
1893.
1897.
1906.
1896.
1901.

1905.
1905!

1906.

21,

1888.
1867.
1899
1900.
1897.
1899.
1884.
LS97.
1906.
1887.
1903.

1905.

1899.

1892.

1904.

1870.

1806.

1872.

1903.

1879.

1898.

1906.

1901.

1903.

1903.

1907

18if0.

1904.

1904.

1888.

1890.

1897 .

1881.

1900

ivto-i.

1899.

Salary.

S cts.

60 00
205 00
295 00
130 00
225 00
345 00
.SOO 00
180 00
370 00
300 00
100 00
300 00

50 00
355 00
345 00
345 00
?45 00
130 00
700 00
170 00
700 00
490 OO
400 00
500 00
400 OO

75 00
800 00
130 00
130 00
1,200 00
920 00
180 00
180 00
530 00

70 00
325 00
295 00
200 00
240 00

95 00
130 00
130 00
265 00
345 00
130 00
3(.0 00
345 00
i:<0 00
130 00

180 no
ISO 00

515 00
240 00
UK) 00
I'lO 00
240 00
420 00
5.55 00
75 00
2(KJ 00
\:*n 00
2.50 00

*With board for self, family and assistants and allowance for salaries of staff.
S32 per mouth.

t With 5 bnatmen at

NAMES AND STATIONS OF LIGHT-KEEPERS
SESSIONAL PAPER No. 21

163

Statement giving Xaines of Stations and Lightkeepers, &c., in the Dominion of

of Canada. — Continued.

NEW BRUNSWICK.

Name of Station.

Appointed.

Salary.

Anderson's Hollow Light

Beaver Harbour

Beacon (St. .John Harbour)

Bliss Island

Bathurst

Belyea's Point

Bale du Vin

Buctouche Beacon

Bar

Big Duck Island Fog Alarm

Bridge's Point Light

Belle Isle (Hatfield's Landing)

Bellony Point

Black Lands Gully

Cape Enrage Fog Alarm and Light.

Cape Jourimain

Cape Tormentine

Caraquet

M Lower Light

Cox's Point

Cassie's Point

Cape Spencer, Alarm

Cherry Island

Cocagne Range

Church Point (Buctouche)

Dalhousie

-Dipper Harbour

Douglas Island and P.W. Montgomery's Isld.

East Hd. Musquash

Escuminac Alarm and Light

Fox Island, Upi>er, Light

11 Lower h

Fanjoy's Point

Flewelling's Wharf

Fort Folly

Gagetown

Grindstone Island Alarm

Gannet Rock Alarm

Green Head

Grant's Beach

GuU Cove

Goose Lake

Grand Harbour

Grand Manan, Fog Alarm

Gray's Landing

Head Harbour Light and J'og Alarm

Heron Island

Hendry's Point, Washademoak Light

Hay Island

Harper's Point .'

Hampstead

Indian Point

Jemstg

KouchilwugTiac ,

Letete Fog Alarm and Light

Liffht Ship (Miramichi)

Little Belledune (Miscou Gullyj

Little Shippegf>.n

Long Point Bellisle Light

Machias Seal Island Light and Fog Alarm .

Midgic Bluff Light

21— Hi

Jan.
Mar.
June
Oct.

May

Mar.
Oct.

July
June
Mar.
Jan.

Aron B. Copp Mar.

J. Mel vin Eldridge May

Wilson Gregg Noi

James H. McLeod Oct.

Geo. C. Sutherland Mar.

Mrs. Westfield A . Day .... Nov

James Chapman July

H. B. Robicheaud June

[Jadus P. Cormier July

Rupert Burnham June

Robert Upton Sept.

Thos. W. Spragg June

Edward H. Egan JMay

Urbain Daigle

James G. Barbour. ...

A. J. P. Bent

J. R. Barry

G. Laintaigne .

Frederic F. Doucet, jr...

Patrice L. Legere

Alexander McBain

Charles LeBlanc

Fred. G. Blacklock

Harry Chaffey

Dominique Gognen

D. O. Maillett

lames Arseneau

Fenwick Belmore

Henry McNeil

Chas. p. Hamm

Kenneth R. McLennan Mar.

Seymour Williston June

George Mills.

William Fanjoy Dec.

Mary Flewelling April

Amos. P. Belliveau June

Eraser Fox April

James R. Russell Jan,

Coleman Dalzell July

Thos. E. Looney July

•John Delaney Oct.

Lewis Frankland Nov.

John D. Brune May

Lloyd C Dakin m

George T. Tatton |Oct.

B. F. McCutcheon iMar.

Chas. D. Hyliard jJune

John A. D. Robertson April

Miss A. M. Hendry iMar.

Joseph Allain May

Lawrence Blakley JSept.

Edgar B. Palmer JNov.

John De Grace June

Geo. F. Nevers Nov.

Henry Gagnon June

Sydney Dines . . - JMar.

Capt. Robt. McLean 'April

J. A. Roberty jFeb.

Robt. McConnell, jr iSept.

James A. Bates June

W. L. Harvey July

Arthur Henderson lOct.

30,

2,
4,
17,
20,
21,
24,
21,
26,
25,

n,

27,
17,
28,
11,
26,
26,
16,
14,
14,
26,

4,

3,
14,
14,

7,
18,
12,

1,
14,

7,

4,
23,
15,
12,
23,
22,
13,

1,
14,

7,
14,
11,

2,
16,

6,
29,

1,
15,
21,

9,

6,

4,
24.
26,
27,
12,
21,

9,
1,

8,
4,

1903.
1904.
1901.
1900.
1882.
1906.
1882.
1884.
1902.
1906.
1899.
1903.
1902.
1903.
1888.
1901.
1906.
1888.
1903.
1903.
1898.
1872.
1888.
1903.
1907.
1883.
1894.
1895.
1880.
1879.
1892.
1902.
1897.
1897.
1890.
1903.
1904.
1899.
1904.
1886.
1880.
1902.
1888.
1904.
1866.
1907.
1904.
1902.
1899
1895.
1887.
1900.
1889.
1884.
1908.
1907.
1902.
1905.
1887.
1907.
1904.
1894.

S cts.

130 00

320 00

445 00

465 00

240 00

100 00

240 00

180 00

240 00

670 00

95 00

95 00

140 00

130 00

800 00

345 00

150 00

240 00

70 00

70 00

95 00

320 00

460 00

205 00

150 00

180 00

130 00

155 00

295 00

345 00

880 00

300 00

240 00

95 00

95 00

265 00

95 00

800 00

1,100 00

200 00

150 00

100 00

295 00

485 00

80O 00

80 00

800 00

240 00

95 00

180 00

90 00

95 00

ISO 00

95 00

180 00

640 00

825 00

295 00

130 00

95 00

1,150 00

200 00

164

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion of

of Canada. — Continued.
NEW BRUNSWICK— Con<mu<^d.

Name of Station.

Miscou

Miramichi Draw Bridge

Musqviasb

Middle Island

Mark's Point.

McMann's Point.. .

Mulholland's Point

Neguac

Neguac Range

jVegro Head Submarine Bell

Negro Town Point

Newca.stle

Oak Point, St. John River Light

Oromocto Shoals Light

Oak Point (Miramichi) Light

Partridge Island Light and Fog Alarm.

Pokemouche Light

Portage Island

Pt. Lepreaux

Pt. Lepreaux Fog Alarm

Pea Point Light

Passamaquoddy Bay Light, West

« M E.ist

Preston's Beach

Petit Ro?her

Peck's Point L. and FA

Poquesuide Light

Palmer's Point

Pointe Brulee

Ponite du Chene

Pointe Spain

Perry's Point. . ,

<Juaco

II Breakwater

II Fog Alarm

Robertson's Point

Richibucto

II Beacon

Bar

** ,1 N., Beach

Reid's Point

Railway Wharf, Moffat's Ledge

South Tracadie . .

Swallow Tail

-St. Andrew's

Spruce Point

•Sand Point

Shediac

'Southern Wolf

"Shippigan

Sheldrake Island

-South West Head

Stonehaven ,

The Cedars

Tracad ie ...

Tiner's Point Fog Alarm

Wilmot's Bluff

Wash.ademoak Lake

Name of Lightkeep)er.

Joseph L. Robichaud

Edward Sinclair, Company . .

R. P. McDonald

Michael Murray

Wm. Maloney

Harvey R. McMann

Al vin Parker ....

John Robinson

Chas. Mcintosh

Alfred Splane

E. Ross

Blackstock Matheson .

Mrs. Bessie May Francombe.

R. Brennan

lohn Bowie

Hugh Andrews

Michael Hayden

Peter Morrison, Jr

Robert L. Belding

Frank Frauley

Elias C. Dickson

Joseph Kilpatrick

Theobald Rooney

Stanislaus Preston

J. B. Boudreau

Edwin Loekhart

Octave Hachey

Robert E. Pickett

Frank Gould

Thomas Harts

Victor Daigle

John Carney

Charles Brown

Fred M. Cochran

L. B. Bradshaw

Chas. W. Robertson

Peter F. Richard

Jude Robichaud

Joseph F. Richard

Thos. McNeil

Henry A. Wheaton

Geo. Gumming

Wm. C. Ferguson

Geo. Y. Dalzell

W. J. Pendlebury

Bertie G. Hannah

Richard Wagner ,

M. Robinson

Ethelbert Wright . .

Adelard Savoie

Duncan Morrison

Clyde S. IngersoU . . ,

Mrs. Elizabeth Scott

Forre.st Williams

Fabien D. Basque

Alfred Splane

J. H. True

See Hendry's Farm

Appointed.

Nov. 11, 1902.

Jan. 28, 1901.

April 10, 1902.

Nov. 7, 1903.

Jan 2, 1901.

June 13, 1901.

M 30, 189S.

Dee. 10, 1892.

Mar. 5,

April 18,
Dec. 20,
Mar. 18,
June 2,
May 1,
Oct. 17,
May 17,
June 30,
,1 30,
Nov. 16,
Feb. 3,
Jan. 1,
July 11,
I Feb. 26,
iOct. 20,
[July 12,
[May n,
Jan. 13,
Feb. 17,
May 28,
Sept. 25,
Nov. 2.5,
Mar. 25,
Aug. 2,
June 30,
May 30,
June 16,
June 16,

1878.
1898.
1907.
1903.
1906.
1906.
1888.
1892.
1905.
1905.
1898.
1898.
1896.
1889.
1896.
1903.
1881.
1897.
1899.
1905.
1903.
1900.
1884
1892.
1887.
1897.
1895.
1902.
1902.

jNov.

iJan.

iMar.

jMar.

'April

jSept.

June

Dec.

Mar.

April

Feb.

July

July

May

Aug.

Aug.

Sept.

15, 1908.

1, 1880.
23, 1898.
18, 1893.
10, 1889.
15, 1892.

7, 1883.
29. 1873.

6, 1906.

2, 1906.
25, 1880.

10, 1907.

8, 1904.

11, 1897.

20, 1904.

21, 1905.

12, ]899.

Salary.

S cts.
800 00

145 00

240 00

150 00

95 00

200 00

200 00

130 00

250 00

460 00

100 00

95 00

120 00

130 00

1,200 00

300 00

325 00

450 00

900 00

320 00

485 00

395 t.0

150 00

180 00

490 00

250 00

95 UO

80 00

95 00

60 00

95 00

400 00

155 00

400 00

95 00

230 00

200 00

180 00

150 CO

80 00

130 00

180 00

485 00

320 00

150 00

95 00

295 OC

555 00

350 00

300 00

555 00

130 00

95 00

300 00

800 00

95 00

Died February 9, 1909.

BETWEEN MONTREAL AND QUEBEC AND BELOW QUEBEC.

Algernon Rock

Amherst Island

Anticosti, east point.
Anse St. Jean ....
Ans a I'Eau

Geo. Leclerc

Wm. Cormier

Christopher Hubert.

F. Lavoie . .

Aug. Gingras

Jwly 30, 1901.

April 26, 1871 .

July 27, 1907.

Mar. 13, 1889.

700 00

395 00

760 00

60 00

60 00

NAMES AND STATIONS OF LIGHT-KEEPERS
SESSIONAL PAPER No. 21

16&

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion of

of Canada. — Continued.

BETWEKN MONTREAL AND QUEBEC AND BELOW QUEBEC— Cmitinucd.

Name of Station.

Name of Lightkeeper.

Appointed.

Anticosti, south point Emile Laprise . .

M south-west point Z. Lemieux

ti west point | Alf. Malouin

Ash and Bloody Islands, Range IJas. Alex. McGee

*Barachois de Malbaie |F. X. Lemieux

Baire a Boulard . . . INap. Daigle ,

„ Phileas Abel .June 23,

Bati£can"F" IL. Fiigere April 29,

u "B" 'Jos. L. Brunelle April 27,

Becancour "F " jOmer Gingras Oct. 24,

"B" IA. Tourigny Oct. 24,

Bellechasse ! Jos. B"'odeau June 15,

April 18,
July 10,
July 1,
May 26,
Mar. 6,
May 28,

Belle Isle

ti north-east point

Belle River Park

Bersimis

Bicquette

Bird Rocks

Boucherville .

Brandy Pots I Alphonse Richard.

Bryon Island IProcule Chevrier

Jean Louis Thibadeau Oct.

Paul Thomas July

Chas. Roy | Aug.

Henri Grenier ; Aug.

Louis Pinault Oct.

W. Bourque Nov.

Hiliodore Carriere . ... Aug.
Oct.

25.

■F".
B"

Cap au.x Corbeaux

Cap au Saumon

Cap aux Oies

Cap Bauld ...

Cap Charles " B " .
"F"...

Cap Chatte

*Cap Despair

Cap Gaspe

Cap Madeleine "B
(A)
(A)

"F"

II Uppei- Lts. B.

II Village Range

Cap Ang\nlle

Cap Norman

Cap Ray

Cap Rosi ir

Carleton Point

Wharf

Champlain "B".

"F" . . ._

Chambly Basin Range Lights. .
Chambly Canton Range Wharf
Chicoutimi, Lights —

Chicoutimi Wharf

Riviere Caribou " B "

"F".. .
Riviere du Moulin " B " . .

Riviere Valin (Range)
Savard's Valin (Range)
Poste St. Martin "F"
"B".

Chlorydorme

Contrecoeur, Course " B ". .

"F".

II Traverse " B"

"F"

St. Ours

II Vereheres "B"

.1 II "F"

Crane Island

** Died Feb. 9, 1909,

Traverse .

15,

26,

7,

June 23,

Edward Coude Oct. 26,

Louis Bouchard Mav 16,

Capt. Thos. Tremblay May 1,

Edniond Fontaine ... Sept. 1,

Amedee Baron June 26,

Alcide Boisvert -Tuly 26,

Luc Cote JDec. 3,

Charles Bourget Nov. 1,

Frs. Le Huquet Oct. 22,

J. F. SasseviUe June 9,

Moise Hebert May 11,

G. Vaillancourt Oct. 1,

Pierre Toupin April 26,

Elzear Beaumier - Oct. 1,

Ernest La course Mar. 13,

Alfred Petry '. 1

J. W. Campbell April 12,

E. H. Rennie tOct. 19,

Eug. Costin Nov. 4,

Louis Bujoid [May 25,

Francis Cullen [July 12,

Louis Bertran j jSept. 12,

Philippe L. Carignan 'Oct. 1,

Jos. de Senneville JMay 23,

Joseph Savage 'July 10,

1903.
1900.
1877.
1903.
1903.
1904.
1903.
1868.
1905.
1905.
1905.
1903.
1907.
1904.
1904.
1903.
1900.
1905.
1903.
1878.
1905.
1905.
1896
1888.
1905.
1901.
1901.
1901.
1897.
1896.
1886.
1888.
1906.
1905.
1905.
1906.

30,
1,
1,
9,

Sept. 19,
Summer,
July 18,
April 22,
April 22,

Andre Harvey May

H. Siraard iMar.

John Savard iMar.

Luce Gourdeau |May

George Tremblay

Maximin Lavoie

Dorilas Savard

Alfred Pilots . .

Frs. Gauthier

Magloire Coulombe Oct. 15,

Norbet Duval 'April 22,

Joseph Arpin Sept. 12,

Alfred Laoroix j July 26,

Joseph Alcidas Lacroix ..... i April 14,

J. B. Laporte, I April 26,

Anasthase Gaudet jOct.

Ernest Guyon iNov. 11,

Honore Tetrault INov. 11,

Desire Vezina I April 25,

$25 extra for blowing fog-horn.

1890.
1884.
1890.
1899.
1907.
1902.
1902.
1907.
1907.

1889.
1905.
1905.
1905.
1899.
1893.
1904.
1907.
1907.
1904.
1904.
1902.
1904.
1004.
1904.
1908.
1904.
1904.
1904.

Salary

$ cts.
920 00
700 OO
850 00
240 m>

75 OO
240 00

95 DO

95 00

95 OO

180 00

130 00

400 00

1,600 00

1,350 00

200 OO

130 00

800 OO

1,350 00

t;5 00
460 00
460 00

80 00
760 00
295 00
920 OO
100 00''

95 0O>
670 00'
460 00'
700 00-
800 00

95 00
130 00

95 CO
130 00
200 OO
1,150 OO
880 OO
920 OO
920 OO
345 00

75 OO
130 OO

95 00
150 00
240 00

60 00

70 00

70 OO

70 00

70 OO

120 OO

120 OO

70 00

70 OO

130 OO

130 00

100 00

130 00

90 00

150 00

100 00

150 00

150 00

360 00

166

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion of

of Canada. — Continued.
BETWEEN MONTREAL AND QUEBEC AND BELOW QUEBEC— Continued.

Name of Station.

Domaine F. Range

Domaine B. Range

Duthies Pt

Ebonlements

Egg Island

Entry Island

Etang du Nord

Escoumains Range Lts . . .

Fame Pt

Father Point

Father Pt. Fog Alarm . . .

Flower Island

Forteau..

Fox River

Gallia Bay Upper Range
Gallia, Bay Lower Range

Gascons Wharf

Gaspe Basin
Gentillv "

Name of Lightkeeper.

Edward Gerard May 30, 1908.

Xavier Emond

B. W. Willette Oct. 16,

Wilfrid Bouchard April 25.

Tancrede Pelletier July 1,

Geo. F. Cullins *July 30^

Nectaire Arsenau July 21

Saguenay Lumber Co.. Sept. 10,

Jas. Ascah Sept. 2.

Jno. McWilliams May 20,

J. G. Blanchet July 21,

•Tos. Lnvallee 'April 12,

Thos. Wyatt Oct. 18,

Andre Samuel Oct. 15.

Elz. Cantara :May 3,

liouis Peloquin i <i

John Mourant 'June S,

William Lindsay June 14,

Delphis Mailhot iApril 2,

April 6,

.\ppointed.

Salary.

B"

Gentillv "F" JAdolphe Lebleu

Grande Entree 'Andre Turbide.

Grande Riviere I William Bisson Oct.

Grand River Wharf ' J. B. Couture [

Grande Vallee j A. Fournier April 14,

Green Island |R. W. Lindsay tSept. 28,

Greenly Island 'Map. Cote |Oct. 12,

1903.
1906.
1901
1901.
1891.
1906.
1880.
1893.
1904.
1905.
1899.
1904.
1904.

1906.
1900.
1907.
1907.

22, 1896.

Griffons Cove

Grondines "B"

"F"....

Grondines Pt. "B"

"F"

Gros.se Roche ,

Guard Pier iBenj. Rodi

H. Boulet I June

Jos. Sauvageau j June

Eugene Mayrand..

Emile Houde

Achille Sauvageau

Nazaire Morin June

1900.
1888.
1903.
1908.
1904.

Hochelaga "R'
Hospital Rock

Isle Ronde.

lie a la Bague

lie a Aigle "B"

He k Aigle "F"

He aux Coudres

He des Barques

He de Grace "B". . .

"F"

He du Pads Range

He du Moine "B"

"F"

He aux Raisins Range

He Bouchard

He Bouchard

He Deslauriers

He vSte. Therese (Upper Range).
He Ste. Therese (Lower Range),

He des Lauriers "B"

He au Belier Lac St. Jean

Kamouraska

Lacolle

Louisville Range Lts |Onesime Plante.

Longue Pointe Traverse "R" . James Fletcher.

Jxike Mcmphremagog.

Black Pt Jas. P. H. Peters.

Lead Mines W. Wheeler

Molsons Island Miss E. Molson . .

Georgeville C. E. Martel jMay 19,

^^ adleigh Pt J. A. Patterson 'June 1,

Witch Rock D. E. Peters ,'

*** $25 extra for blowing fog horn.

Alphonse Chartier
Victor Lavoie
Herman Chartrand
Louis Dubois,
Eug. Savarie,
F. X. Lapointe,
Eustache Boudreault
Omar Sah ail
Louis Letendre,

Ed. Paul

Zotique Courscheine
Paul INIongeau
Etienne Provencal
Louis Boucher ....
F. Ivan Laporte
Alphonse Chicoine
Nap. Langevin
Sam Reeves
Tos. Malo
P. Choquet
Wm. Gaudreault
Arthur Levesque
W. G. Whitman

1905.
1891.

$ c.

80 00

80 00

90 00

65 00

530 00

295 00

395 00

150 00

1,200 00

450 00

800 00

700 00

1,200 00

130 00

350 00

350 00

75 00

60 00

150 00

250 00

70 00

150 00

60 00

130 00

700 00

1,150 00

130 00

130 00

170 00

130 00

295 00

500 00

.500 00

200 00

240 00

500 00

180 00

130 00

130 00

60 00

295 00

130 00

240 00

300 00

150 00

130 00

285 00

150 00

95 00

150 00

300 00

1.50 00

95 00

100 00

460 00

150 00

150 00

150 00

60 00

60 00

80 00

60 00

60 00

140 00

XAMES AXD STITIOXS OF LIGHT-KEEPERS

167

SESSIONAL PAPER No. 21

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion of

of Canada. — Continued.

BErVN'EEX MONTREAL AXD QUEBEC AXD BELOW qVEBEC— Continued.

Name of Station.

Xame of Liebtkeeper.

Appointed.

Salary.

Lavaltrie (Range) Denis Giguere May

Lake St. Peter Lt. Ship X'o. 1 Desire Lafleche April

„ ,, ,, 2 Hector Fiset April

„ ,, „ 3 J. B. Weaner May

L'Tslet Richelieu Jos. Auger Jan.

Lotbiniere "B" George Beaudet .Jan.

,, "F" Mrs. L. Beaudet Sept.

Magpie "R" Albert Dupuis Sept.

Maquereau Point A. Bertrand Dec.

Martin River ^"g- Leclerc Sept.

Matane Jos. Banville Feb.

Metis Elisee Caron Mar.

Montee du Lac (Range) W. Labranche May

Mont Louis Ls. Letoumeau | n

Montmagny Cap. H. Boulanger April

•Murray Bay I

Xatashquan ' Elie Landry July

Newport Solomon (Jrenier June

Nicolet Range "B" Edmond Heroiix Dec.

t, ,. "F" Didier Heroux. .

New Carlisle Wharf John Chisholm. .

North Half Way Point (Range) Jos. Lord

Oak Point Thos. Harvier . .

Orleans Range — I

Ange Gardien "B" Olivier Pare . . .

' 'F" \V. Gagne

Ste. Famille "B" Pierre Paquet. . .

.. "F"' Alfred Poulin.

St. Pierre "B" Honore Roberge

.1 "F"' iOlivier Vezina . .

''Paspebiac ; John Loisel

24, 1870.

12, 1887.
22, 1875.

9, 1904.

20, 1905.
4, 1883.
3, 1903.

14, 1907 .

21, 1877.
3, 1902 .

1, 1897.
28, 1906.

2, 1905.

22, 1906.

13, 1878.

28, 1906
3, 189
5, 1906
5, 1906

7::i

May
Jan.

Nov.

Oct.

Aug.

Perce iFlorian Bourget jMar.

Perroquet Placide Vigneau Sept

Petite Traverse (Contrecoeur) "B" Ed. St. Laurent April

fi M "F" 'Loui.s Caisse

Pilgrims iH. Morin . ..

Plateau Geo. St. Croix Oct

Platon (Range) IChas. Beau 'et . 'Aug.

Pte a Basile "'B" I Antonio Demers . July

"F" Elzear Douville Feb.

Pointe a Garde Light-ship Chas. Brown June

M aux Citrouilles iWidow F. Marchand July

M au.x Orignaux j Dominique Levesque Oct.

X Bleue i Armand Tessier June

desMonts - jVictor Fafard Aug.

1. du Lao , Syl vis Paquin. ... May

'I Echouerie Pitre Bourdage July

•• Noire J. E. Boulaine .Jan.

.. Riche X. Breton May

•1 St. Jean iLs. Lachance Sept.

M St. Laurent Joachim Godlxjut | April

Port Daniel 'F. X. Langlois Feb.

Jan.
Dec.
Oct.

West [Arthur Horrie

Portneuf (a) Range I Josephine Rodrique . .

M M below iPierre Poitras

.1 M ' M ... JEdmond Ti-emblay May

Point aux Esquimaux. , Joseph F. Boudreault.. Oct.

Port St. Francois (Range) Fis. Manseau Mar.

5, 1903.
1, 1907.

10, 1902.
10, 1902.
19, 18a5.

26, 1896.
19, 1885.

28, 1897.

27, 1894.

18, 1893.

19, 1892.
22, 1904.
22, 1904.

29, 1898.
22, 1896.

24, 1894.
22, 1904.

6, 1904.
26, 1904.

3, 1906.
5, 1903.
9, 1904.

1, 1899.

2, 1900.

25, 1903.
18, 1904.
16, 1896.

26, 1896.

15, 1904.
22, 1907.

1, 1907.
— , 1900.

16, 1904.

7, 1903.
29,1907.

27, 1900.

■:< cts.

300 00

510 00

530 00

490 00

150 00

95 00

95 00

120 00

*345 00

920 00

370 00

345 00

460 00

1.30 00

95 00

250 00
150 00
130 00
210 00
50 00
180 00
130 00

80 00

80 00

75 00

80 00

75 00

80 00

180 00

200 00

625 00

130 00

100 00

385 00

460 00

150 00

150 00

150 00

370 00

240 00

360 00

60 00

700 00

130 00

210 00

240 00

530 00

300 00

300 00

75 00

130 00

295 00

130 00

345 00

130 00

285 00

* Xow lit by electricity. ** §25 extra for blowing fog-horn.

168

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion of

of Canada. — Continued.

BETWEEN MONTREAL AND QUEBEC AND BELOW qUEBEC-Coyitinued.

Name of Station.

Quebec Harbour

Red Island Lighthouse ,

Repentigny " B "'

"F"

Rimouski

Ri'.i^re h, la Pipe

II du Chene, Anglais Pt.

II du Loup

II St. Fran9ois ,

Roberval

Sand Beach

St. Alphonse

St. Antoine

St. Simeon .'

Ste. Anne des Monts

Ste. Anne de Sorel " F " . . .

"B"

Ste. Croix

Bar

Ste. Croix

Ste. Eiuelie, Back Light ....

II Front Light

St. Francois, I.O. " F "

"B"

St. Petronille, 1.0

St. Pierre les Becquets

Ste. Felicite Fog Alarm

St. Valentin Range

Seven Islands

Ste. Anne Range " F ". . . . .

II "B"

Sorel Harbour

Trois Pistoles

Three Rivers

Upper Traverse Pier

Upper Champlain Basin ,, B '
"F^

Varennes

Vercheres Traverse, " B "

"F"....
Vercheres, Village, " B "

"F".. ..

Name of Lightkeeper

Appointed.

April

Feb.
May
Oct.
July

Harbour Commission. .

P. T. Eraser

L. L. Rivet

J. Bte. Lachapelle

Ubalde Lavoie

Alex. Morifl

Ant. Langlois

F. E. Gilbert [Sept.

Phileas Desmarais 'July

Electric Light Co Jane

Thomas Kennedj' Aug.

Pitre Tremblay June

Leonidas Frechette. March

Francois Doro April

Henry Savard Oct.

X. Lafrangois u

Frs. Lanceault Mar.

Pierre Cournoyer i

Willie A. Thurber

Telesphore Corteau i

AVidow D. Raeette |Dec.

Emery Filteau [Mar.

A. Laliberte iSept.

Jos. Lepage (April

Ls. Mareeau | m

Nap. Ferland Sept.

Henri Perreault iMay

Frs. Belanger 'Jan.

Paul Martin

Alfred Arcand

Cezare Dufour

Alphonse Poulin

R. & O. Nav. Co. Assistant. .

April
May

Sept.

CyrilleLeBel 'Oct.

Alfred Fonrnier

Louis Pothier

Joseph Massicotte ...

Azarie Geoffrion

Phileas Charbonneau .

F. X. Chicoine

Felix Bonrquet

Joseph Guyon

12, 1890.
28, 1894.

1, 1861.
22, 1906.

3, 1901.
11, 1888.
22, 1902.

2, 1897.
28, 1898.

9,1904.

19, 1895.

4, 1902.

14, 1903.

25, 1906.

15, 1904.
28, 1906
28, 1906.
18, 1901.
28, 1901.
— , 1900.

16, 1905.

24, 1888.

20, 1876.
1, 1884.

3, 1904.

26, 1901.
14, 1905.
28, 1873.
20,1898.

21, 1908.
21, 1908.

6, 1854.

25, 1907.

April

14, 1900.

1, 1906.

1, 1906.

, 1903.

April 21, 1902.

21, 1902.

21, 1902.

21, 1902.

May

Salary.

S cts.

60 00

510 00

90 00

90 00

65 00

77 50

150 00

80 00

180 00

100 00

460 00

60 00

95 00

130 00

60 00

130 00

100 00

130 00

180 00

80 00

80 00

95 00

100 00

90 00

90 00

2.50 00

80 00

640 00

150 00

960 00

75 00

75 00

**85 00

125 00

760 CO
130 00
IWt 00
80 00
80 OO
95 00
80 00
95 00

^Continued from "Trinity House.

?120 |5er annum with -SIO per annum increase to maximum of $160.
ABOVE MONTREAL.

Aylmer, P.Q

Amprior Island (Lower). .
Allumette Island (Lower).

Argenteuil Bay

Bamford Island

Barriefield Common Range

Raskin's Wharf

Battle Island

Beauhamois

Belleville

Blind River Range

Boyd Island (see Spanish River).
Bois Blanc

Francis Boucher . .
William Kilroy. .
John Manders. . . .

John Cox

Joseph Giroux . . . .
Robert Bamford . .
"William Murray . .

Silas Sullivan

C. S. McKay

Alphonse Dault. . .

J. C. Weir

W. H. McGauley.

Agnes Hackett June 22.1901

May 3, 1907.

Oct. 1, 1905.

Aug 7,1907.

June 22, 1887.

May
Dec.
Aug.
April

21, 1888.
17, 1900.

22, 1896.

27, 1877.
14, 1903.

4, 1901

28, 1908.

180 00
180 00
130 00
130 00
100 00
320 00
180 00
130 00
555 00
260 00
240 00
60 00

460 00

NAMES AND STATIONS OF LIGHT-KEEPERS

169

SESSIONAL PAPER No. 21

Statement giving Names of Stations and Lightkeepers, &c., iu the Domoinion of

of Canada — Continued.
ABOVE MOKFREAL— Continued.

Name of Station.

Daniel Matheson.

The Eddie Co.

Jos. J. Brophy . .

F. Cutler

W. Baxter

H. V. Simpson..

Chas. Osborne . .

Godfrey Onillet.

Burlington Beacli Tliomas Lundy .

Byng Inlet & Giro aux Island Louis Lamondin

Cabot Head . . Charles Webster

Campbell Island Robert Wilson

Black Bear Island

Blind River Wharf, Ltd .
Brown's or Knapp's Pt .
Bishop's Bay Range . .

Bre'ieuf Range

Brighton Range

Bronte

Buckom's Point

Name of Lightkeeper.

Appointed. i Salary.

May 9,1905.
July 20, 1908.
May 23, 1885..

Caribou Island Antoine Boucher

Cape Robert N. Matheson

Cape Croker R. Chapman

Caron Point Honore Sau ve

Cox Reef, Man Wm. Dore

Ceoebe Lake John Schade

Centre Brothers Island D. Wemp

Chantry Island Maleolm McI ver

Cherry Island I. S. Johnson

Christian Island .... Allan Collins

Clapperton Island Henry F. Baker

Cobourg Robert Gorden

Colchester Reef 1 John Manson

Cole's Shoal .R.P.Boyd....'.. . .

Collingwood .... Jas. W. Lunan

Coppermine Point ; J. J. Rosseau

Corbj' Point j Joseph Davieau

Cornwall Canal and Hamilton Range jRemi Casgraiu

Corunna iW. J. Scott

Coteau Landing jThos. Filiatreault

Coulonge Lake Felix Bertrand

Cove Island Kenneth McLeod

Darlington Port Darling Har. Co

Deep River Island I Jos. Beauchamp

Deseronto Rathbun Companj' . . . .

Dorval and St. Claire Benjamin Cloude

False Ducks Darland Dulmage ....

Ferris Island Jonathan Morrison . . .

Flower Pot Island John Parker

Fort William, Upper Ottawa Jas. McCool, sr

Frenchman's Bay Wm. O'Brien

French River and Bustard R. . Mrs. E. B. Borron . . .

Fox Island, Lake Simcoe John Prosser

Gananoque Narrows and Jackstraw Shoal.. . Mrs. Manly Cross

Gargantua Louis Miron

Oct.

Feb.

May

July

iMay

Jan.

May

Oct.

Nov.

May

Jan.

Aug.

Jan.

April

Nov,

Mar.

Dec.

May

May

April

Jan.

June

May

April

May

April

20, 1906. .
23, 1884..

2, 1905..
20, 1901..

10, 1898..

8, 1905..

3, 1907..
2, 1896..

13, 1902. .
1, 1889....

11, 1908. .
29, 1906..

9, 1901 . .

1, 1907..
5, 1883. .

25, 1891 . .

2, 1895..
16, 1883..

1, 1888..
9, 1884..

2, 1904. .
27, 1904..
27, 1890. .

:, 1906..
23, 1901 . .
27, 1890..

2, 1892 .

Giant's Tomb A. H. Griffith Sept.

Gibraltar Point P. J. McSherry jMay

Goderich Robert Campbell June

Gore Bay Angus Matheson .

Gravenhurst Isaac Barnes

Graham Front W. Graham

M Back X. Sicard

Great Duck Island John Purvis

Green Shoal j Alberte Laberge . . . .

Grenadier Island Albert Root . . .

Griffith Island W. T. Boyd

Grosse Point. . William Shannon..

Gull Island James Roddick.. . .

Gull Harbour : ,Thor. Fjeldstedt. . .

George's Island (Lake Winnipeg; Chas. T. Whiteway

Hope Island Charles Vallee

1886..

1908..

Oct. 14,1884..
Aug. 1,1907..
May 19,1903..
March 1, 1908..
3, 1907.
23, 18S7..
14, 1904.
20, 1903
14, 1896..
2, 1908. .
26, 1899..
17, 1898..
2, 1905..
9, 1886..
10, 1903..
20, 1906..
19, 1904..

May

April

Jan.

Sept.

Jan.

Oct.

July
Mar.
Dec.

April 29, 1905.

May

Dec.
May
Sept.

May
June
April

9, 1898..
20, 1902..

15, 1863..
14, 1889..
27, 1866..

7, 1907 . .
6, 1904 . .

16, 1906 .
20, 1899..

$ cts.

270 00
60 00
205 00
150 00
400 00
540 00
250 00
200 00
485 00
425 00
880 00
180 00
1,150 00
360 00
1,050 00
75 00
385 00
250 00
240 00
530 00
300 00
485 0)
385 00
225 00
850 00
295 00
420 00
130 00
385 00
300 00
150 00
150 00
130 00
880 00
100 00
130 00
200 00
400 00
800 00
240 00
300 00
90 00
150 00
555 00
250 00
550 00
485 00
300 00
400 00
460 00
385 00
130 00
75 00
75 00
880 00
200 00
180 00
485 00
460 00
530 00
180 00
400 00
450 00

170

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Statement giving Nameb of Stations and Lightkeepers, &c., in the Dominion of

of Canada — Continued.

ABOVE MONTREAI^Confinued.

Name of Station.

Name of Lightkeeper.

Isle Perrot Ank. McNabb

Jackfish Bay 'Ben. Almos

Ed. Taylor
John Paquette
W. M. B<jyd
John Armstrong
Frank Roque .

Jones Island, Georgian Bay

M Range, Ottawa River.

Kagawong

Kaministikwa

Killarney

Kincardine IThos. McGaw, jr. .

Kingsville iW. H. Black

Kitchener Island jP. J. Sullivan

Lamb Island Andrew Ale.xander

Lancaster Bar and Pier J. J. Munroe

Leamington !f. H. C. Conover .

Lime Kiln Crossing Stephen Pettypiece

Lion's Head Charles Knapp

Little Current . . David Boyter

Little Gross Cap ; W. T. Richardson.

Lonely Island Jean Haitse

Long Point, east end S. B. Cook

west end F. E. Mason

L'Orignal Gregoire Seguin May

Lower Narrows J. B. Leblanc Jan.

Lyal Island : John McKay jOct.

Manitowaning j John Gourley, jr , . July

Meaford Samuel Dutcher iMay

Michipicoten Island jHyacinthe Davieau July

Michipicoten Harbour W. T. Richardson Sept.

Middle Island i John L. Lidwell July

Midland Range Nap. Somers June

13,
27,
25,
26,

April 28

Feb. 28,

June

July

Oct.

April

June

April 28,

May

Oct.

April

Sept.

May

June

Mississagi Strait.
Mississagi Island .
^Mohawk Island . . .

Morris Island

McKay's Point . . .
McKie's Point . . .
McQuestion Point .
McTavish it

Narrow Island

Nine Mile Point. . .
Nigger Island

J. H. Ball May

L. D. McDonald May 16,

R. 0. Smithers March 31,

Mrs Catherine Rowan April 1,

Joseph Harvey July

Dosithee Daoust Sept.

Elizabeth McLeod Feb.

J. Campbell Nov.

A. B. Boyter Jan.

Stannes Veech Mar.

Carson Jeffrey j April

Niagara on the Lake Frf-d Masters

11 11 Range [Robert Allen

Nottawasaga Island ! J. F. Burmister . . .

Oakville Pier JMaurice Felan

Oka and Wharf JH. Lacroi.\-

Owen Sound I Archibald McLean

Otter Head iRobert McMenemy

Papineauville Joseph Chabot. . .

Pelee Island J. R. Lidwell I'July

Pelee Passage F. Malott Nov.

11 F. F. Goulin Aug.

1' Louis Langlois Feb.

Peninsula Harbour D. B. Hawkins 'Aug.

Pie Island James Forbes April

Pigeon Island ! J. H. Davis May

Nov.

July

May

April

Nov.

Dec.

Nov.

June

Point a Cadieux

Point au Baril

Point Aux Anglais
Point Aux Pins . . .

Point Clark

Point Edward . . . .

Simeon Poirier.

Ole Aanson

Lucas H. Masson

Alexander McKinnon
M. McDonald

July
Sept.
May
Jan.

10,
21,
22,
18,
3,
7,
28,
12,
19,

28!
10,
23,
17,
17,
10,

11,
2

25,'
31,

1,
16,

4,
10,

4,
16,

Louis Knauff ,-May 23,

1894 . .

1905..

1889..

1902. .

1907.

1897..

1892..

1883..

1888..

1903..

1903..

1900..

1885..

1897..

1901..

1894..

1904..

1884..

1900..

1877..

1881..

1900..

1889..

1900..

1900..

1896..

1896..

1908..

1907..

1893..

1904..

1896.

1898..

1894. .

1894..

1904..

1907..

1904..

1894..

1898. .

1897..

1903' .

1897..

1869..

1902..

1904..

1903..

1891..

1908..

1896.

1904.

1907.

1897.

1904.

1897.

1908.

Salary.

NAMES AND STATIONS OF LIGHT-KEEPERS

171

SESSIONAL PAPER No. 21

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion

of Canada.

ABOVE MONTREAL— Continued.

Name of Station.

Appointed.

Salary.

G. J. Scott ,

Frank Connors.. ,
Andrew Dick. . . .
J. C. Banks

Point Peter

Point Pleasant

Point Porphyry

Port Arthur

Port Burwell i.Tobn Sutherland

Port Colborne D. A. Fortier

Port Colborne Fog- Alarm 'Hugh Clarke

Port Credit John Miller

Port Dalhousie Bernard McGrath )

,, M Fog- Alarm Bernard McGrath /

Port Elgin R. M. Lowry

Port Dover ISilas L. Butler

Port Maitland Mrs. .James Grant

Port Stanley .John L. Oliver

Presqu' Isle Hugh H. McKenzie

Presqu' Isle Main Hugh E. Smith

„ M II W. B. Ainsworth

Providence Bay .John B. Sinclair

Rain's Wharf W. W. Rain's

Rainy River Patrick O'Conuor

*Red' Rock (see Snug Harbour)

Red River Range William Hughes

Richard's Landing R. Armstrong

Rigaud Capt. A Malette

Rondeau W. R. Fellows, jr

Rosseau J.G.Dixon

Sailors' Encampment A.. M. Rains

Salmon Point Amus McDonald

Saugeen |D. McAulay

Scotch Bonnet iCyrus R. Speucer

Silver Islet Capt. Jas. Cr.ss

Shoal Point ^E. E. Rains

Slate Island Alex. B. Sutherland

Snake Island .John Whitraarsh

*Snug Harbour .... Adam Brown

Southampton .James Brown

South Bay Point Marcellus Vorce

South Baymouth j John A. Ritchie

South River jFrederick Beacher

South East Bay Thomas Darling

Spanish River or Boyd Lsland Mrs. Elizabeth Martin

Ste. Anne de Bellevue 'Jos. L. Stocker

M M Locks ' F. X Demers

St. Anicet Bar jDonald McKillop

Ste. Placide [Joseph Lafleur

Squaw Island Neil McDougall

Stag Island jThos. M. Cowan

Stokes Bav i Alex. Smith

Stripping Point David Humes

Strawberry Island William McKenzie . .

Sulphur Island J.J. King

Thames River H. J. Cartier

Thessalon James Harvey

Tomahawk Island jThomas Sweeney . . .

Thorubury ! Robert Lowe

Telegraph Islard > jGeorge A. Rowe ....

Thunder Cape William Craig

Tombermory Archibald Currie. . . .

Trenton Harbour William Fitzpatrick

Toronto, East Gap George McKelvie . .

* $2.00 per day for this and Snug Harbour Light.

June

Oct.

Aug.

April

June

April

May

Dec.

Oct.

Mar.

July

June

Dec.

May

April

Oct.

Mar.

Ang.

June

Feb.

Oct.

Dec.

July

Aug.

July

Mar.

April

May

Nov.

July

April

June

Nov.

Sept.

;July

Jan.

May

I M

[June
'May
April
Nov.
May
Aug.
May

Oct.

iNov.
ISept.
April
I Oct.
I May
Oct.
Ijan.
.June

6, 1901..

13, 1898..

10, 1880..

28, 1908..
18, 1894..

11, 1865..

30, 1904..
IG, 1897..

2, 1907..

14, 1S96 .

15, 1897..

29, 1907..

16, 1907..

7, 1907..
29, 1898..

12, 1907..

6, 1906..
1892. .

23, 1904..

12, 1892..
1907..
27. 1907..
18, 1888..
21, 1890..
1,1892..
12, 3897..

16, 1899..

7, 1903..
18, 1905 . .

24, 1884..
21, 1908..

18. 1900..

11. 1900..
29, lf;04..
21, 1902..
10. 1903..

% 1903..

31, 1891..
6. 1905 . .

20, 1902..

17, 1907..

8, 1892..

25, 1907..
25, 1901 .

3, 1903. .
14. 1908..

27, 1902..

4, 1893..
1.5, 1905..

19, 1884..

28, 1897..
19, 1902.

12, 1887..
25, 1895..
17,1892..
12, 1903. .
27, 1906..
1.3, 1905..

6 cts.

800 00
345 00
450 00
265 00
400 GO
550 00
8.50 00
180 (H)

345 00

120 00
345 00
385 00
345 00
205 00
350 00
600 00
335 00
70 GO
295 00

395 00
60 00
150 00
420 00
130 00
80 00
345 00
1.50 00
425 00
130 00
320 00
490 00
350 00

180 '66'
240 00
150 00
120 00

90 00
295 00
1.50 00

85 00
285 00
170 00
240 00
180 00
240 00
225 00
370 00
345 00
425 00
370 00

95 00
240 00
240 00
880 00
250 00
150 00
960 00

172

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

Statement giving Names of Stations and Lightkeepers, &c., in the Dominion of

of Canada — Continued.

ABOVE MONTREAIr-Contiriued.

Name of Station.

Victoria Island

Welcome Island

Way Shoal

Warren's Landing

Wabbi River

Weller's Bay

West Sister Rock

Western Island ....

Whitby

Whiskey Island and Penetanguishene

Wiarton

Wilson's Channel

Wolf Island

Name of Lightkeeper.

Appointed.

George Cosgrove

Adolph Perras

Moise Beauchamp

Hugh McDonald

A. M. Ross

H. J. Chase

J. Thibault

Thos. J. Richardson . ,

Whitby Hbr. Co

Christopher Columbus

William Gilbert

H. G. Duncan

William Gillespie

Nov.
May
Nov.
Aug.
Oct.
Nov.
Dec.
June

Mar.

Sept.
Aug.
Mar.

14, 1899.
10, 1906.
20, 1906.
25, 1905.
25, 18!.t5.

4, 1898.

7, 1905.
27, 1.01.
1905.
18, 1893.
13, 1907.
25, 1905.
17, 1885.

Salary.

$ ct».

420 00
760 00
150 00
400 GO
GOO 00
150 00
420 00
920 00
100 00
400 00
75 00
360 00
2.50 00

BRITISH COLUMBIA.

Active Pass

Am phi trite Point.
Berens Ireland ....
Brockton Point . .
Brotchy Ledge . . .

Bare Point

Ballenas Island . . .

Birnie Island

Balfour

Cape Beale

Carmanah Point. .

Cape Mudge

Coffin Island

Crofton Light.. . .
Discovery Island .

Dryad Point

Dock Point

Danger Reef

Denman Island . .
Entrance Island .

Egg Island

Estevan Point . . . .

Flsgard

Fiddle Reef

Eraser River Lights and Garry Pt.

Gallows Point

Green Island

Ivory I.sland

Joan Point

Kaslo Spit

Kyuquot Light

Lawyer Island

Lennard Island

Lennard Island

Lucy Island

Lund Light ■

Merry Island

North Arm Lights

Nanaimo Harbour

Point Atkinson

Portlock Point

Prospect Point.

Pointer Island , . . . .

H. Georgeson

G. W. Grant

S. G. Harrison

W. D. Jones

Thos. Sparks

J. Crozier

M. Brown

C. Rudge

J. W. Gallup

W. L. Thompson

W. P. Daikin

J. Davidson

R. Harrap

R. Allan

M. A. Croft

C. Carpenter

Hugh Moore

R. Harrap

J. A. McMillan

M. G. Clark

J. W. Davies

A. Luckovich

J. Bucholz ,

Capt. Geo. Johnston

D. H. McNeill

A. A. Parker

Western Fuel Co

S. Baker

F. Renter

R. Harrap

Kootenay Electric Co . . ,

A. Ellis

F. W. B. Elsterman . . . .

R. Pollock

F. C. Gerrard

Amos Hanson

Gas Beacon, (No. keeper)

W. T. Franklin

J. F. McMillan

H. B. Shaw

W. Erwin

W. J. Gillespie

Jno. Grove

Jas. Cod^nlle

July 21,

April 2,

Nov. 4,

Aug. 20,

Jan. 1,

June 12,

Oct. 3,

May 2,

Jan. 1,

Sept. 16,

Nov. 4,

June 27,

April 15,

May 31,

April 1,

Nov. 7,

May 15,

April 15,

I Aug. 15,

[Nov. 26,

May 2,
April

1884..

1906..

1897..

1890..

1903..

1897..

1901..

1905..

1900..

1908..

1890..

1898..

1903

1907..

1902..

1899..

1903..

1903..

1906..

1897..

1905..

1907..

July 20,

Mar. 21,

July 1,
May

June 21,

May 2,

April 15,

Dec. 1,

Jan. 21,

April 1,

Julv 1.

MaV. 31,

May 12,

Jan. 8,

Mar. 29,

June 12,

Oct. 5,
Nov.

July 7,

Dec. 26,

1901

1905..'

1907..

1906..

1907..

1905..

1903..

1897..

1906..

1905..

1908..

1905..

1908..

1904
1905.. I
1907.. I
1880.. I
1905..
1898..
1899..!

960 00
270 00
397 50
397 50
120 00
210 00
922 50
270 00
142 50
1,380 00
1,350 00
450 00
150 00
195 00
960 00
397 50
270 00
150 00
450 00
1,200 00
1,380 00
668 50
770 00
500 00
450 00
450 00
120 00
1,200 00
922 50
180 00
240 00
270 00
600 00
1,500 00
800 00
557 50

427 50
270 00
225 00
1,300 00
487 50
397 50
465 00

NAMES AND STATIONS OF LIGHT-KEEPERS
SESSIONAL PAPER No. 21

173

Statement giving Names of Stations and Lightkeepers, &c, in the Dominion of

of Canada — Continued.

BRITISH COLUMBIA— Continued.

Name of Station.

Name of Lightkeeper.

Salary.

S cts.

Portier Pass F. Allison Nov.

Proctor 'G. W. Gallup Jan.

Pilot Bay jE. Montreuil Oct.

Pine Island ;A. B. Gumey April

Pultney Point |E. Hukkla (Temporarj') . . . Feby.

Pachena Point !W. R. PiUar Sept.

Quatsino Light G. H. Jackson Jan.

Race Rocks F. Eastwood

Saturua Island Jas. Georgeson Oct.

Sand Head's Lt. Ship M. O'Brien „

Sisters B. Blanchard Feb.

Sechelt Gas Beacon, (No keeper)

Scarlet Point Win. Hunt

G. Strickland jMar.

A. Codtel April

Sechart Light

Sooke Light

Trial Island H. S. O'KeU lAug.

Victoria Harbour Thos. Sparks [Jan.

Walker Rock John Georgeson |Feb.

Yellow Island . John Doney May

397 50
195 00
142 50
1,200 00
180 00
270 00
735 00

174

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX

Statement of Expenditure by the Marine Department

^Maintenance of Lights —

Above Montreal

Montreal District . . .

Below Quebec

Nova Scotia

New Brunswick

Prince Edward Island

British Columbia

Construction —

Above Montreal

Quebec

Nova Scotia

New Brunswick

Piince Edward Island

British Columbia

Dominion steamers —

Quebec

Nova Scotia

New Brunswick '

Prince Edward ' sland ,

British Columbia

Examination of masters and mates

Hudson Bay expedition

Investigation into wrecks

Marine Hospital, Quebec

Marine hospitals

Meteorological service

Registration of Canadian shipping

Removal of obstructions

Rewards for saving life

Signal service

Steamboat inspection

Survey, Georgian Bay

Water police, Montreal

II Quebec

Civil Government

Steam communication —

Between Quebec and Maritime Provinces

Between Prince Edward Island and mainland .
Purchase of steamers to replace —

Ghndon

Lady Head

Winter mail service, Prince Ed war I Island

Tidal observations

Gratuities

Survey, Burrard Inlet

Export cattle trade

18C8.

$ cts.

40,5(51 28
23,053 56
45,615 35
46,4C0 72
20,488 00

3,136 15

7,323 75

22,041 42

69,026 73
14,778 92

19,977 36
1.070 80
8,200 00

7,106 93

\ 27,445 35
15,083 88

371,070 56

1869.

$ cts.

42,306 69
25,762 54
41,651 73
50,394 88
23,893 00

1870.

$ cts.

46,289 U5
21,069 49
43,730 61 !
43,682 86
27,485 14

7,492 59
6,905 80

37,176 02
26,603 94

19,221 45

15,615 71

8,950 00

2,976 83

1,.543 06

18,967 23

11,555 91

34,549 49
19,759 96

908 12

7,999 00

10,238 71
12,633 59
18,064 25

140 00

21,618 73

15,652 62

8,950 00

2,350 07

7,396 96

9,323 31!

9,038 62i

19,401 05i

360,899 90

36,212 91

1871.

$ cts.

44,054 01
22,453 52
31,582 75
70,230 77
20,542 29

8,770 55

10,948 31
8,735 73

59,797 05
13,139 80

1,407 66

19,823 18

15,728 93

9,370 82

1,000 00

8,321 00

8,030 00

9,379 73

20,220 96

389,537 12

EXPEXDITURE FBOM COXFEDERATION
SESSIONAL PAPER No. 21

175

No. 11.

from Confederation to March 31, 1909.

1872.

1873.

1
1874. ,

1875-

1876. 1877. 1878. 1879.

1880.

S cts.

57,609 16
22,369 00
41,936 00
67,806 24
23,369 12

§ cts.

61,036 47
31,143 14
65,645 00
100.953 80
29,266 55

S ct.s.

60,798 75

20,939 13
102.056 09
114,711 91

53,439 04
3,357 71

18,519 60

24,461 86
41,950 82
51,867 94
31,572 60

8 cts.

71,937 18
15,000 00
110.362 00
114,344 51
60,119 02
12,584 64
15,983 72

14,286 65

19,325 00

43,898 63

8,842 97

S cts. S cts. S cts. S cts.

68,344 IS 65,421 00 73,175 11 74,587 78
12,999 48 15,998 OO 15,996 00 14,917 95
98,792 93 89,980 41 96.904 00 93.178 61
143.125 56 128,496 00 132.8«8 95 120;951 33
62,551 61 50,998 00 58;989 00 57.499 02
13,730 53 11,817 00 16,986 66 12.158 72
17,175 97 15,853 00 18,948 78 15,152 73

13,320 40 16.267 98 7,207 96 11,993 75
24,336 47 12,945 29 12.776 47 4,154 58
42,214 55 2.5,550 OO: 13.500 00 17,386 97
17,819 85' 7,083 82 12,028 13 22,598 14
11,829 6ll 17,752 OOi 2.504 47 2.560 88

S ct.s.

6.5,518 61
16,523 88
96,703 87
116,189 60
61,252 82
15,288 17

13,207 09

18,999 38
39,303 87
90,181 79
16,691 06

15,576 99

6,940 45
57,818 35
34,760 12

9,561 14

13,297 81
7,797 75
7,069 01
4,985 53
6,074 50

4,353 93

64,490 00
30,008 99

8,799 07

79,043 70
22 992 62

8,477 671 29 66

'

47,500 00
20,999 63

51,758 05
24,999 57

62,971 49
133,826 08

49,987 66
38,739 39

42,683 00; 44,972 79
43,027 00 42,016 53

49,318 93
49,438 93

i6,24i 26

10,156 56

4,672 08

61,782 63 28,933 63 16.332 05

16,095 90 12,193 40 7,460 68

4,050 00 4,249 76 4,250 12

14,429 52

12,115 96
4,312 07

15,984 72
6,466 18

10,555 67
4,520 19

41,796 74
5,696 62

9,733 34
4,253 43

874 00
21,000 00
53,536 16
12,618 15

1,068 89
21,000 00
27,150 43
18,830 54

2,313 31

20,456 45

45,986 87

36,700 59

272 30

366 00

21,994 75

37,111 67

33,580 00

1,096 46

450 00

3,552 86

12,200 '66

466 41 342 65 500 00 1,691 00
23.795 85 19,965 97. 19,987 50 20,791 77
37,155 72 42,449 55 37,487 10 37,445 57
45,560 03 44,871 38 46,050 24 45,706 13

412 06 842 14 1.435 10 239 26

676 73
12,991 23
35,040 00
45,554 51

257 75

203 OOi 462 00 305 86
1,958 55j 4,071 00; 2,533 10

825 00

2,284 32

1,975 13

4,931 78

1,000 00

10,291 68

2,292 20

2,263 15

8,500 00

13,266 00

13,08i 86' 13,073 01' 13,228 38 13,076 46

11,854 34

10,000 00
10,348 00
22,644 52

14,453 87
18,200 00
25,336 04

12,370 86
26,526 66
30,087 23

15,000 00

13,3ii5 00
24,500 00
31,328 16

10,000 00

14,090 00
27,136 68
32,789 18

.10,000 00
766 00

13,524 29
21,482 08
32,304 12

14,062 00
23,498 06
32,682 05

13,462 74
23,023 26
36,610 19

13,] 31 06
22,094 48
35,033 95

1

1

.1

1

1

__ 1

j - . - -- . -

; I

518,958 49

700,817 92 845,150 90

844,586 09 970,146 27. 820,054 38

786,156 23 755,^59 47

723,390 89

176

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
Statement of Expenditure by the Marine Department

Maintenance of lights

Above Montreal

Montreal District

BeU'W Quebec

Nova Scotia

New Brunswic-i{

Prince Edward Island

British Columbia

Cape Race

Construction —

Above Montreal

Quebec

Nova Scotia

New Brunswick

Prince Edward Island

British Columbia

Queen's Printer

Doniinion steamers —

Quebec

Nova Scotia

New Bnmswick

Prince Edward Island

British Columbia

Department

Examination of masters and mates

Hudson's Bay expedition

Investigation into wrecks

Marine Hospital, Quebec

Marine hospitals

Meteorological service

Registration of Canadian shipping ...

Removal of obstruction

Rewards for saving life

Signal service

Steamboat inswction

Hydrographic surveys

Water Police, Montreal

Water Police, Quebec

Civil Governemnt

Steam communication —

Between Quebec and Maritime Provinces

Between Prince Edward Island and mainland .
Repairs to wharfs

Purchase of steamers to replace —

Stanlei/

(rhndon . .

Lady Head

Winter mail service, Prince Edward Island

Tidal observations

Gratuities

Survey, Burrard Inlet

Export cattle trade

Survey, Baj' of Quinte

Relief of distressed Canadians

Manning ships

Widow of late A. Warren

McDonald Bros

Parliamentary returns

Investigating effect of Chicago drainage canal

John McDonald

Longitude, Montreal

Manne biological station

1881.

1882.

1883.

$ cts.,

65,541 21
14,326 36
89,781 29
128,918 59
63,921 90
12,997 36
17,570 72

$ cts.

71,048 50
21,643 05
91,098 66;
137,846 151
66,073 00'
16,98") 72;
17,803 00

14,180 02
7,539 76
7,757 52
4,578 52
8,150 06
8,655 39

13,581 00
3,731 31

13,355 00
2,253 80
3,092 00
3,237 90

64,973 00
36,700 00

44,923 98
31,049 74

15,139 95
11,788 09

23,911 97
8,504 61

3,888 41 3,981 00

3J0 48

19,964 33

32,218 94

46,163 54

607 43

150 00

1,806 13

863 19

19,938 12

33,162 45

47.464 07

2,013 28

1,116 51

2,212 00

12,211 65

21,953 26
13,497 81
36,447 50

14,835 00

21, 994 74;
20,221 S2|
36,789 46

761,730 62 774,831 53 825,010 82

S cts.

70,116 68
22,260 32
102,784 99
150,793 17
75,946 92
17,907 27
18,349 06

9,782 27
9,672 55
9,422 70
1,022 .57
1,934 49
1,005 26

45,156 13
37,841 07

19,680 00
25,484 00

4,021 20

875 64

19,998 53

29,880 78

51,990 25

168 84

S5 80

2,534 00

3,3<« 33

16,209 00

77 81

15,798 24

22,520 41

37,988 39

399 55

EXPENDITURE FROM CONFEDERATIOy

177

SESSIONAL PAPER No. 21

from Confederation to March 31, 1909 — Continued.

1884.

1885

! 18S6. 1887.

1888.

f

1889.

1890.

1891.

1

$ cts.

70,788 27
22,946 43
101,302 35
142,909 72
86,670 70
19,059 92
18,107 54

S cts.

70,697 89
23,262 94
118,856 94
137,439 40
92,130 28
20,218 83
15,497 76

-S cts.

85,713 98
33,289 28
131,095 29
143,153 24
76,046 63
22,282 52
15,783 75

S cts.

75,690 74

16,735 49

131,540 80

117,708 53

i 96,425 28

17,852 13

16,230 43

4,453 25

18,383 20

1,260 0^

.5,330 89

5,280 75

384 m

321 84

26 58

50,714 52

32.287 10
14,337 23
19,987 67
10,809 07

13.288 83
4,858 98

14,762 61

520 14

19,706 96

32,545 35

57,140 74

233 13

4,190 83

7,363 94

5,082 17

22,847 57

21,. 592 55

17,413 47

22,935 65

37,193 62

§ cts.

85,588 70

17,510 17

108,278 67

133,009 92

73,465 49

14,796 62

19,604 63

5,124 20

6,341 97

2,287 86
5,5-33 48
1,542 61

S cts.

72,721 23

12,285 79

112,690 20

140,197 15

78,285 79

19,118 51

16,877 12

7,358 01

8,623 76

12,203 06

6,039 91

2,966 36

1
S cts. -S cts.

84.0.35 651 93,180 72
1 118,750 70; 122,741 89

139,459 56 • 139,916 83

61,608 91 61,089 31

16,968 80, 19,000 46

16,411 49' 19,595 22

1

18,432 63

3,168 48
12,489 35
2,868 70
2,158 60
2,830 38

27,977 42
4,354 87
4,3.52 42
7,067 42
879 40
5,223 11

51,092 98
42,921 27

36,678 16
.0,877 84
5,905 17
2,421 66

V 23,863 09

f 9,796 28
3,723 14
4,596 94

< 208 16
410 00

4,942 70

51,485 03
30,283 27
24,633 26
20,927 58
13,430 69

5,918 00
150,659 19

V

5,063 96

165 00

513 91

18,777 62

30,667 67

59,986 10

897 02

2,500 94

6,825 48

4,441 59

21,430 45

19,424 14

18,725 95

18,553 57

32,728 78

1,890 00
40 14

126,629 33
4,381 04

14,417 25

43,019 13
27,726 60

19,539 52
16,111 83

33,962 54
12,485 07

114,9.56 20 111,437 03

5,580 79
480 69

6,656 44

71,374 69

385 15

19,996 68

45,371 29

56,625 40

237 88

2,259 21

5,221 15

3,881 05

23,235 04

20,454 68

17,683 59

20,399 33

29,900 83

5,239 28

35,217 10

592 63

16,047 95

32,229 02

56,898 33

157 13

1,237 34

8,147 22

4,622 00

21,775 57

17,759 36

20,933 75

22,922 82

30,453 57

4,177 83 4,255 24

830 12

19,990 34

31,401 30

56,418 16

189 27

342 76

2,614 91

6,704 17

21,893 28

26,f45 54

19,021 93

22,958 79

38,775 00

516 67

18,643 14

33,089 20

58,577 07

179 21

3,603 65

5,503 44

5,092 54

- 22.213 03

17,808 46

16,948 82

14,698 68

43,501 96

888 94

10,279 08

31,450 03

58,452 10

647 52

5,737 26

8,150 92

4,976 80

20,989 52

17,969 23

13,164 00

8,620 61

42,835 78

1,172 77

751 75

33,303 37

62,457 10

1,207 07

3,633 65

4,952 20

4,700 79

22,183 76

17,677 51

573 80

7,279 85

42,253 67

133,505 60

56,164 71

47,238 03

5,985 42

6,312 93

' " 7,746'25

1,842 47

2,752 67

244 75

80 00

7 012 70

. . .:....:!

1,888 71
1 025 00

200 00

.... j

1 690 12

1
1

j

520 85

■■ '1

1

t

1

1

1

!

i

1

1

1

1

1

927 241 61

1,129,901 14

980,120 59

917,557 31

883,250 85

1,023,801 34

807,417 53

885.410 11

21—12

178

MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910
Statement of Expenditure by the Marine Department

1892.

1893.

1894.

S cts.
78,090 69

1895.

1
1896.

1897.

Maintenance of lights —
Above Montreal

S cts.
87,033 61

S cts.
87,598 15

S cts.
82,541 16

S cts.
82,256 28

S cts.
80,961 06

116,531 27

148,815 26

66,886 69

17,069 98

26,858 68

120,404 19

1.50,445 26

71,079 46

16,819 64

24,413 27

124,348 80

137.339 73

59,917 96

15,569 39

27,240 77

124,763 8l! 124,143 66

140,977 53 123,234 65

69,654 46 63,018 64

17,976 67; 17,988 15

21,734 18 24,770 44

126,186 00

Nova Scotia

124,671 19

New Brunswick

Prince Edward Island . .
British Columbia

56,871 02
16,429 23
25,679 52

Construction —

Above Montreal

Quebec .

21,704 05

809 27

1,965 16

1,845 35

1 56

9,478 81

8,766 62
10,097 18
4,381 24
1,271 15
2,958 61

12,581 15
4,743 13
3,104 77
115 45
1,604 00
6,356 43

2,699 40' 11,993 84
3,004 14 3,300 30
4,737 03 1,842 94
1,597 80j 200 00

9,527 94

296 26

61 71

New Brunswick

1 60
452 90

British Columbia

Lake St Peter

180 83 225 50

1

569 99

1

Dominion Steamers —

Quebec "j

Nova Scotia

New Brunswick -

Prince Edward Island.
British Columbia j

145,899 61

163,097 46

178,183 97

169,661 64

145,315 28

136,940 11

Examinations of masters
and mates

6,363 88

4,116 99

3,745 33

2,757 29

4,062 82

3,536 29
19,091 32

Investigation into wrecks..
Lighthouse deixjt, Georg-

603 21

643 49

850 81

351 15

483 98

565 25

Marine Hospitals

34,106 83
67,138 06

462 59
2,878 68
6,398 93
5,014 42

35,757 07
6i,165 60

1,476 19
1,554 53
7,432 64
5.040 58

38,403 94
66,440 96

394 00

202 02

8,014 67

4,668 93

25,961 36

31,461 76

38,589 05
64,588 34

207 40

2,217 36

6,591 34

5,311 54

26,385 88

12,653 28

36,682 96
66,600 29

517 60

456 38

8,004 .38

5,338 76

26,321 27

15,099 63

37,984 71

Meteorological service

Registration of Can. ship-
ping

Removal of obstructions. . .
Rewards for saving life ....
Signal service

67,397 71

531 55

631 86

5,955 19

5,986 12

Steamboat inspection

Hydrographic surveys

22,736 59! 24,386 95

16,451 10 17,542 11

6,161 60 5.4.36 23

26,837 83
12,352 99

Civil Government

43,195 31

56,477 23
84 90

54,988 88
1,007 67

71,373 82
824 38

"'2,644'69

74,801 37
1,795 56

Winter mail service, P.E.I.
Tidal observations

3,309 44
711 59

4,376 96
5,099 17

6,497 03

10,172 61

3,261 32

6,138 18
11,507 24

7,779 69
9,627 45

21,931 05
13,166 20

2,580 45
1,411 57

Export cattle trade

i,7ii 73

2,085 45

1,350 83

2,268 74

2,887 24

Relief of distressed Cana-

7 30

291 08

2,500 00
200 00

Investigation effect Chica-

New life-saving station,

Steamer to replace Baj/fi^ld

Montreal Pilotage Commis-

Montreal wireless tele-

Purchase land for wharf at
Halifax. N.S . .

EXPENDITURE FROM COXFEDERATION

179

SESSIONAL PAPER No. 21

from Confederation to March 31, 1909 — Continued.

1898.

1899.

1900.

1901.

1902. W)3.

1
!

1904. 1905.

S cts.
87,841 22

S cts.

92,751 23
136,134 79

S cts.

82,810 92
122,112 42

.? cts.

93,708 16
132.147 88

S cts. § cts.

92,195 52 117,896 37
154,839 06( 148,302 34

S cts. S cts.

154,194 261 244,960 38
170. .554 10 273,865 74

116,279 88

126,3-6 00

67,369 98

18,112 93

26,862 03

1

65,072 35

128,674 15

20,569 81

29,530 20

122,414 86 142,359 01
52,491 93 65,247 80
42,878 40 28,031 a5
33,545 95 31,938 25

149,572 14

69,133 51

24,223 73

35,119 03

46 75

• 158,714 09

142,725 69
73,410 65
25, .575 33
35,758 43

164,339 92
79,464 50
25,603 09
39,068 34

204,157 27

121.289 44

36,760 32

55,976 59

6,867 69
3.649 90
4,067 99
1,423 34

3,729 62

37,838 80

3,123 16

91 49

616 96

19,305 60

7,094 64

40,319 03

4,884 22

12,499 99

17,060 13

12,832 69

266 34

399,487 73

540,675 07

1,447,202 77

1,409 60
6,414 19

5,586 91

922 00
4,100 74

j

660 03

93,938 90
10.745 36

369,813 97

117,644 39

145,270 75

180,430 65

195,484 75

452,526 92

!

306,171 01 475,907 20
6,106 541 3,123 24

3,335 40
27,050 66

3,568 26

3,750 69

3,730 25

3,305 59

4,968 36

7,761 17 1 5,884 74
178,638 94! 2.36.469 00

312 77

982 17

773 06 1,022 65

1,824 55

1,367 45

3,570 28

5,111 34

12,000 00
51,731 56
98,820 21

1,215 14

9,521 68

9,592 91

8,755 44

50,187 75

103,926 98

511,171 41

102,735 31

1,590 61

38,162 56
64,135 71

818 33
704 17

4,993 88
26,342 29
15,306 66

37,353 29
73,148 05

966 48

745 49

7.049 09

6,067 90

28,035 49

13,664 97

37,743 30i 36,008 75
76,692 42 74,082 76

266 43 546 62

252 19 1,000 00

7,007 97| 8,519 92

5,906 83, 8,950 17

72,965 72 29,247 59

12,600 98 16,170 20

51,827 13
80,147 46

607 23

1,325 25

8,278 55

6,452 .56

27,493 80

25,488 64

48,750 15
87,293 00

417 25

382 98

9,306 25

6,863 75

30,172 09

35,243 97

50,301 78
90,306 99

1,203 56

752 60

11.763 12

7,740 01
33,723 12
41,366 95

74,614 05
1,618 97

72,833 97

144,365 29
8,439 70
5,186 35

63.331 61

697 87

41,951 88

68,776 95
1,261 06

70,246 32

2,824 28

84,442 53
1,721 91

91,985 07
1,300 89

9,575 31
3,081 45

1,503 70
4,372 18

2,093 93
7,060 20

8,835 86

8,925 33

136 85

6,211 28

14,520 00

1,050 00

8,912 57 10,984 74

21,871 n, 23,802 24

1.210 00 ■ 2..340 00

2,499 80

- 2,737 85

2,762 24

2,746 84

3,321 23

3,026 25

3,504 43

3,300 35

133 32
1,659 14

95 10

269 20

5,76916

3,452 21
739 61

2,630 62
1,990 58

3,490 29
1,998 85

1,780 52

2,967 35

50,000 00

55 00

223 00

3,691 69

4.822 78
2,000 00

3,977 63
2,996 54

2,953 19
2,001 69

6,945 96

11,448 10

15,881 35

3,167 62

1,745 23
3,528 25

2,050 00' 10,776 51

i
18,847 31'i 40,785 1

21— 12i

180

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
Statement of Expenditure by the Marine Department

—

1892.

1S',)3.

1S94.

189.^.

1S96.

1897.

Purchase land for wharf at
Charlottetown P E.I, .

$ cts.

$ cts.

S cts.

$ cts.

.$ cts.

.? ct<.

1

■ ■ 1

S Shaw

Salaries, lightkeepers

Agencies, rents, &c

905,654 34

895,828 28

361,426 8C

898,720 03

793,634 49

867.772 90

EXPENDITURE FROM COXFEDERATION

181

SESSIONAL PAPER No. 21

from Confederation to March 31, 1909 — Continued.

1898.

J 899.

1900. 1 1901.

1902.

1903.

1904.

1905.

•S cts.

.? cts.
\

? cts.

g cts.

$ cts.

$ cts.

S cts.

15,119 11

13,000 00

5,036 29

9,135 87

3,335 52

25,000 00

164,414 93

3w 33

242,403 64

29,739 50

531,920 43

23,560 00

l,605,7i8 59

$ cts.

.

/

1

.".'..".'.'.'.'.,.'.'.'.'.'.'.'.'.'.'.

'

!

1

1 1

856,192 50

1,102,601 90

982,561 97

1,029,925 32

1,501,618 88

1,671,494 77

2,150,940 31

4,747,722 SI

182

MARiyE AXD FISHERIES

9-10 EDWARD VII., A. 1910

Statement of Expenditure by Marine Department from Confederation to ^faivli ;>1,

1909— Continued.

190(5.

Dominion steamers —

Quebec

Nova Scotia

New Brunswick

Prince Edward Island

British Columbia

Examination of mastei-s and mates

Hudson's Bay expedition

Investigation into wrecks

Marine hospitals .

Meteoi-ological service

Registration of Canadian shipping

Removal of obstructions

Rewards for saving life

Signal service

Steamboat inspection

Hydrographic survej's

Ship channel

Repairs to wharfs

Winter mail service, Prince Edward Island.

Tidal observations

Unforeseen expenses.

Marine biological station

Salaries, temporary clerks

Purchase land for wharf at Halifax, N. S . . .

Schools for navigation

Naval militia

Cattle insi^ection

Wrecking plant

Ice-breaking steamers

S. Shaw

Salaries, lightkeepei s

Agencies, rents, &c. .

Maintenance and repairs

Repairs to lightshii^s

Construction and apparatus

Submarine signal apparatus

Administration of pilotage

Parry Sound Buoy Depot

Compensation re explosion of gas buoys.

Water' system, Partridge Island

Observatory, Toronto

M Montreal

Hydrographic steamer, Atlantic coast. . .

„ II Pacific coast ... .
New dredge No. 15

II Oalveston

Shipwrecked and distressed seamen. . . .

Parliamentary returns

Gratuities .

Civil Government, salaries. .... .

contingencies .

587,885 8i)

7,068 15

132,707 52

7,476 07

50,120 42

99,719 52

1,800 00

4,967 15

11,991 43

8,194 39

37,590 22

120,359 68

587,957 51

2,960 47

16,680 58

28,047 77

3,765 17

2,914 03

19,947 01

88,032 87

5,036 29

9,135 87

3,335 52

25,000 00

161,414 93

39 23

242,403 64

29,739 50

531,920 43

23,560 00

1,605,778 59

50,547 60

12,066 42

11,711 17

38,686 49

2,957 37

2,872 96

500 00

45,500 00

370 01

1.50,001 32

159,847 89

598 81

485 11

616 66

88.453 31

19,506 45

5,0<>6,252 t:6

EXPENDITURE FROM CONFEDERATION

183

SESSIONAL PAPER No. 21

Statement of Expenditure by Marine Department from Confederation to ITarcli 31,

1909 — Continued.

Service.

Ocean and river —

Dominion steamers

Examination of masters and mates

Rewards for saving life — life-boats, &c

Investigations into wrecks

Schools for navigation

Registration of Canadian shipping

Removal of obstructions in navigable waters.

Tidal service

Winter mail service

Marine biological stations

Cattle inspection

Wrecking plant

Hudson's Bay expedition

II It patrol boat

Ice-breaking steamer Lady Grey

Quebec Coal Company's claim. . .

Arresting two sailors of the Hector

H. M. Stewart, clothing destroyed by fire . .
Unforeseen expenses

Lighthouse and coast —

Salaries and allowances of iightkeepers

Agencies, rents and contingencies

Maintenance and repairs to lighthouses. . . .
Construction of lighthouses and apparatus.

Breaking ice in Thunder Bay

Signal service

Marconi stations ,

Pilotage

Repairs to wharfs

Salaries, temporary clerks

Georgian bay and Parrj'' Sound buoys . . .

Scientific institutions and hydrographic surveys —

Observatory, Toronto

II Kingston

II Montreal

Meteorological service

Hydrographic surveys

Dredge Xo. 15

Cap a la Roche

Galveston

Ship channel

Compensation to L. O'Brien

Marine hospitals

ShipwTeeked and distressed seamen

Steamboat inspection

Returns for Parliament

K. Falconer, reorganizing system of bookkeeping .

Civil (Government, Salaries

.1 II Contingencies

Fishing bounty

Total, Marine Branch. .
II Fisheries Branch.

Amount.

S cts.

447.
5,
9.

8.
4.
1,

1.
19
11,

1

2,

33,

29:

66:

1,

139 03
934 16
025 89
662 16
891 69
506 53
.S77 20
214 79
998 01
537 04
743 80
000 00
871 95
977 91
293 51
000 00
148 75
171 00
,213 62

197,235 03

22,076 58

499,597 86

,159,906 40

21,303 85

6,859 68

53,532 19

21,490 73

1,747 15

14,477 16

4,500 43

2.313 67

375 00

375 00

75,163 iiO

84,435 32

37,362 11
793 56

634 36
25,000 00

68,995 81
14,182 31

Total.
1907.

8 cts.

669,717 04

2,002,727 06

161,602 19
150,000 00

1,347 87

50,089 77

419,398 19

2,200 00

38,156 67
32,459 55

25,634 36
83,178 12

3,637,569 82
534,669 90
159,015 75

4,331,255 47

184 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

S'lATEAiKNT of Expenditure by Marine Department from Confederation to March 31,

1909— Co?! ^in wee?.

Expenditure for the fiscal year ended March 31, 1909.

Amount. Total, 1908.

Ocean and River Service —

Dominion steamers and ice-breakers. . . . $609,428 59

Examination of masters and mates 11,508 31

Rewards for saving life 31,642 41

Investigations into wrecks 6,543 08

Schools of navigation 7,378 07

Registration of shipping 1,982 70

Removal of obstructions 26,009 59

Tidal service 30,977 40

Winter mail service 11,019 79

Cattle inspection 3,503 90

Wrecking plants 30,000 00

Unforeseen expenses 1,301 61

ISTaval militia 9,078 17

Patrolling waters in northern portion of

Canada 34,706 39

New ice-breaking steamer 5,974 61

Returns to Parliament

$381,054 56

Public ^Vorl•s — Chargeable to Capital — .

Ship channel $761,916 84

Permanent piers in Lake St. Peter, &c. . 116,063 87

Dredging, Cap a la Roche 75,000 00

Di-edge Beaujeu 100,000 00

Spur line, Sorel shipyard 8,815 05

Montreal and Quebec Signal Service.. .. 12,232 15

■ $1,074,027 91

Lighthouse and Coast Service —

Agencies, rents and contingencies $ 29,359 26

Salaries and allowances to lightkeepers . . 285,050 14

Maintenance and repairs to lighthouses. . 689,319 86

Parry Sound buoy depot 41,983 93

Oonstruction of lighthouses, &c 715,572 91

Construction of apparatus 801,636 83

Wireless stations 114,986 60

Signal service 9,350 28

Administration of pilotage 31,087 22

Maintenance and repairs to wharfs, &c . . 1,456 86

Maintenance and upkeep of dock yards. . 30,656 22

Breaking ice. Lake Superior, &c 37,053 32

Salaries of temporary clerks, &c 16,728 99

Telephone reporting stations below Mon-
treal 7,820 68

Steamer for the Great Lakes

Service of exi^ert accountants 13,066 34

Charter of steamer. Lime Kiln Crossing. . 6,650 00

Keeping lights ( n ' Castle' and ' Arminia ' 3.680 00

2.835.459 44

EXPENDITURE FROM CONFEDERATION 186

SESSIONAL PAPER No. 21

Statement of Expenditure by Marine Department from Confederation to March 31,

1902— Concluded.

Expenditure for the Fiscal year ended March 31, 1909 — Concluded.

Scientific Institutions and Hydrographic

Surveys —

Meteorological service $122,572 86

Magnetic observatory 2,918 20

Montreal observatory 500 00

Kingston observatory 500 00

Hydrographic surveys 115,631 31

Hydrogi-aphic survey stoam\?r for B.C.. . 107,250 00

$349,373 37

Marine hospital $ 59,957 92

Shipwrecked and distressed seamen . . . . 342 25

Marine hospital at Yarmouth, N.S 7,285 00

67,585 17

Steamboat inspection $ 42,210 43

Fisheries 800,081 73

Civil Government Salaries, Marine and

Fisheries 103,916 53

Contingencies of Marine and Fisheries . . 21,146 77

125,063 30

Total expenditure Marine and Fisheries $6,174,855 91

Fishing bounty 156,114 50

Expenditure for 1908-9 is Appendix No. 5 in this report to be added to statement
of expenditure since confederation.

186

MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 12.

LIVE STOCK SHIPMENTS SEASON 1908-9.
SHIPPED FROM MONTREAL.

Months.

Cattle.

Sheep. Horses.

Hay.

Grain

for
Feed.

1908

May

June

July

August

September

October

November

9,312
9,462
15,886
17,962
15.796
16,332
15,080

99,830

305
1.478
1,485
1,399
2,435
1,416
1,593

10,111

Lbs. I

I

2,449,150 *

2,467,820 j

4,634,870 '
5,283,610

4,769,170 I

4,928,450 i
4,727,910

Men.

116 I 29,260,980

Lbs.
756,180
760,908
758,880 I
741,840 I
821,090
729,630
590,760

P, 159,360

372

381
629
702
636
636
598

3,954

U.S.
Cattle.

10,398

United States cattle included in the total of 99,83(1.

FROM THE PORT OF ST. JOHN, X.B.

Months.

■

Cattle.

Sheep.

Horses.

Hay.

Grain

for
Feed.

Men.

U.S.
Cattle.

1908.
December

5,448

7,032
2,729
3,259
4,455

27
12

Lbs.
1,827,' 37

2,135,256
798,340
949,150

1,375,325

Lbs.
209,612

;- 57,585
212,272
266,030
359,500

218

280
111
133

178

920

1909.

January

February

151

220

April

■ •• ••■

12

22,923

151

65

7,086,008

1,604,999

220

L nited States cattle included in the total of 22,923.

RECORD OF SHIPMENTS OF LIVE STOCK

187

SESSIONAL PAPER No. 21

FROM THE PORT OF HALIFAX, N.S.

December.

January.
February
March . . .
April ...

Date.

1908.

1009.

3,097

Men.

997,191

Lbs.

Lb.s.

1,119

347,671

46,420

44

1,536

520,870

122,376

62

252 j

79,400

25,200

11

74 j

20,000

6,100

3

lie'

29,250

9,300

6

209,396

i;6

Different Ocean Lines by which the Live Stock was shipped during season 1908-9,

from Montreal.

Ocean Line.

Allan Line

Dominion Line . .

Thompson Line

Donaldson Line

Canadian Pacific Steamship Co . .

Furness Withy Line

Elder Dempster Line

Cattle.
14,656
13,580
15,117
22,727
29,120
4,620

Sheep.

6,141

" 678
3,224

68

99,820 10,111

Horses.

18

81

Total shipments of Live Stock from Canada and Ports in Great Britain, &c., to
which the Live Stock was shipped.

London

Liverix.ol . . .

Glasgow

Manchester . .

Bristol

South .A.frica.

48,-502

39,336

26,760

7,192

4,060

2,654

7,389

151

68

40
10
73

12.'>,850 10,262

123

188

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

a

o

W

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CO IC — -^ --I -*" IC
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00 O r-l X iO »o C<1

of to" x' S cc cS t>r

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T-l X r-J .-I CO X ©

1-H rH CO 35_iN TfCO

Tf I— < CO (>• CO Oi

.-I lO .-I t^ 5^ r-l t^
1-1 X 35 t^ CM ■* .--

>-( O t~ © T)> l^ ©

(35 00 t>- ;C IC Tt" CO
00 bl to in "J" CO SM

MARINE HOSPITALS' SERTICE

189

SESSIONAL PAPER No. 21

APPENDIX No. 13.

MARINE HOSPITALS AKD POETS AT WHICH SICK SEAMEN WERE

TREATED.

George J. Desbarats^ Esq.,

Acting Deputy Minister of Marine and Fisheries,
Ottawa, Ont.

Sir, — I have the honour to submit the annual report of the transactions in the
Marine Hospitals Service, for the fiscal year ended March 31, 1909.

I have the honour to be, sir.

Your obedient servant,

C. H. GODIN, M.D.,
Med. Supt. MaHne Hospital^ Service.

^lARIXE HOSPITALS SERVICE.
EXPENDITURE FOR 1808-9,

Amount of appropriation $55,000 00

Amount of expenditure 54,999 85

Balance $ 0 15

Province.

Number
of Seamen.

Number
of Days.

Total
Expenditure.

Xova Scotia

New B^uns^vick

Prince Edward Island

Quebec

British Columbia ...

General Account . . . ..

1,826
424
366
683
485

13,569
2,336
1,265
4,144

5,177

S cts.

23,871 32
6,514 09
4,259 58
9,231 25
9,363 92
1,759 69

3,784

26,491

54,999 85

193

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
Nova Scotia.
Table showing the Expenditure for each Port.

Port.

Number
of Seamen.

Advocate

Amherst

Annapolis Royal.

Apple River

Arichat ,

Baddeck

Barrington

Barton

Bear River

Belli veau's cove

Bridgewater

Canning

Canso

Chester

Cheverie

Cheticamp

Church Point

Clark's Harbour

Clementsport

D'Escousse

I>iprby

Economy

Freeport, Westport, Tixerton

Glace Bay

Guysborough

Halifax City Hospital

Halifax Victoria Hospital . . .

Hantsport

Ingram Docks

Isaac's Harbour

La Have

Liscomb

Liverpool

Lockpwrt ....

Louisburg

Lunenburg , . . .

Mahone Bay

Margaree .

Margeretsville

Meteghau .

North East Harbour

North Port

North Sydney

Parsboro

Pictou

Point Tupper

Port Duff erin

Port Greville

Port Hastings

Port Hood

Port Latour

Port Morien

Port Mulgrave

Port Wade

Pubnico

Pugwash

River Bourgeois

River Hebert

Salmon River

Sandy Cove

Sheet Harbour

Marble Mountain

Shelburne

Sherbrooke ,

Carried forward.

3

13

15

2

32

4

21

9

6

3

8

1

81

1

1

20

1

47

5

1

44

2

43

15

2

3

146

1

7

3

5

6

11

17

16

40

17

1

1

«

2

6

232

88

65

4

3

6

20

1

14

22

4

8

12

10

9

6

1

14

3

1

3

3

9

49

40

35

669

91

162

84

63

176

35

11

91
365
101

16
466

40

1,590

126

"ll'
3,020

126

368
273
232

1,198

254

151
49

98

21
'91'

40
250

23

Total
Expenditure.

S cts.

15 85
179 25

124 70
64 00

922 90
40 00

372 00

400 17
188 50

5 00
24 50

64 25
510 68
369 37

29 00
69 50

138 40
560 75
162 34

6 00
- 499 72

67 55

863 29

414 00

5 75

35 68

4,188 40

2 00

31 75

7 75
158 75
466 50
272 50
222 70

1,335 41

1,258 57

54 95

28 50

2 00

263 61

65 00
18 60

539 65

302 45

1,149 73

286 01

30 50
165 00

54 75

2 50
147 75

125 00
17 50

168 75

181 00

20 50

71 25

45 50

112 15

487 62

10 00

3 00
73 50
42 75

18,547 00

MARINE HOSPITALS' SERVICE

SESSIONAL PAPER No. 21

Nova Scotia — Concluded.
Table showing the Expenditure for each Port. — Conclued.

191

Port.

Total
Expenditure.

Ship Harbour

Springhill

Stonej' Island

St. Peters

Sydney

Tusket Wedge

Wallace

Weymovith

Windsor

Wolfville

Yarmouth

New Bruxswick.
Table showing the Expenditure for each Port.

Port.

Number
of Seamen.

Number
of Day.s.

Total
Expenditure

Bpie Verte

1
4
1
7

98
7

23
4

78
7
9
2

10

13
1
5
8
1
125
6
1
6
2

.5
51

B cts.
7 50

289 69

16 00

Buctouche

17'

13 00

484 86

Cape Tormentine .

147 75

10 75

3

276'

117'

ios

133 75

66 40

Douo"Iastown .

1,220 16

Grand Manan

68 10

Grand Harbour ■ • ' '

Harvey .

313 22
12 30

Hillsb<irough

352 80

200 00

Point Wolfe ... . . . . . . ♦

16 00

200 00

42 00

3 75

St. John

1,759

2,566 10

St M artins

55 46

St. Stephens .....

86 50

200 00

Shippeeran

8 00

424

2,336

6,514 09

192

MAJiIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

Prince Edward Island.
Table showing the Expenditure for each Port.

Port.

Number
of Seamen.

Albeiton

Cardigan . . . .

Charlottetovvn Hospital.

P.E.I. Hospital

Crapaud

Georgetown

Miminegash ...

Montague

Murray Harbour

Souris

Summerside

Tignish .

Vernon River

6

2
13
10

3
15

6
16
37
177
70
10

1

366

Number
of Days.

501
469

7

288

1,265

Total
Expendituie.

$ ct.s.

13 95

22 65

756 55

679 30

11 '25

69 05

84 75

26 35

545 20

1,128 58

785 50

130 45

6 00

4,259 58

Quebec.
Table showing the Expenditure for each Port.

Port.

Numbf-r
of Seamen.

Number
of Days.

Total
Expenditure.

Batiscan

Carleton .

Chicoutinii

Frazerville

Gaspe

General Account

5
3
5

8
44

34

" 28
14

is'

21

35

999

2,048

4

10

i77'

647
8

is'

9
21

$ cts.

40 00

7 50

99 60

61 30

208 00

400 00

Grand River

Magdalen Islands

Matane

Montreal Alexandra Hospital

Montreal General Hospital

Montreal Notre Dame Hospital

Montreal Victoria Hospital

2

• 18

14

1
148
158

1

7
11
14

5
24
53
19

4
103

3

1

U
23

5 75
99 25

183 25

73 00

1,704 20

3,011 50

6 00

New Richmond

Pasbebiac

Perce

85 90

218 75

57 50

Port Daniel

Quebec Hotel Dieu

Quebec Jeffery Hale . ...

20 50
265 50
961 50

Rimouski . . . .

80 75

Ste. Anne des Monts

St. Jean

St. Thomas de Montmagny

Seven Islands

52 80
807 70

40 20
310 00

Sorel

38 50

Three Rivers ; . .

47

302 30

683

4,144

9,231 25

MARIXE HOSPITALS' SERVICE 193

SESSIONAL PAPER No. 21

British Columbu.

Table showing the Expenditure for each Port.

Port.

Number
of Seamen.

Number
of Days.

Total
Expenditure.

Chemainus

18
226

2
88
54

4
93

378

191
33

235
1,968

114
2,258

S cts.
719 99

Nanainio ....

845 50

Port Simpson

T7nion Bav

56 90
927 15

Vancouver, St. Paul's Hospital

2,952 00

179 00

3,683 38

Victoria St. Joseph

Victoria Marine Hospital

485

5,177

9,363 92

GENERAL ACCOUXT.

Superintendent's salary to 1st of September, 1908 $ 500 00

Superintendent's travelling expenses 776 28

Doctor Grenfell's grant 200 00

Printing 204 16

Stationery 77 55

Express charges 1 70

$1,759 69

X.B. — The superintendent's salary was charged to civil government after Septem-
ber 1, 1908.

TABLE SHOWING EXPENDITL'RE FOR TREATMENT, BOARD, SUPPLIES, ETC.

Nova Scotia. ^ ^'^^^''' ,
Brunswick.

Prince

Edward 1 Quebec.
Island.

British
Columbia .

General
Account.

Board in hospitals ana
private houses ... .

S cts S cts.
8,528 09 2.760 .57

S cts. S cts.

1,607 57 6,222 30

2,328 55 988 20

312 50 1,518 75

S cts.

5,607 05

621 15

2,250 00
214 50

361 20

S cts.

Medical and surgical treat-
ment

Medical officers and keep-
ers' salaries

Fuel .. .

Supplies, drugs and instru-
ments

6,262 30

5,517 33

796 28

1,483 60

133 68

17 00

188 25

781 94

947 31

2,125 00
96 05

187 73
77 07

500 00
9S1 71

Telephone

66 00

Water

39 60

Transportation

Repairs and maintenance..

34 86
1 00

5 25 77 00

19 30 777 98
15 85 1

Special nursing

Burials

120 87
42 00

5 71 25 00

72 75 1

16 25

68 25

200 00

200 00

Miscellaneous

Grants

400 66

Light

96 52

Totals

23,871 32 6,514 09

4,259 58 9,231 25

9,363 92 1,759 69

21—1-

]94

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

TABLE SHOWING AMOUNT OF SALARIES PAID TO MEDICAL OFFICERS
AND KEEPERS DURING 1908-09.

Nora Scotia.

Beai- River —

Medical oflBcer.
Can so —

Medical officer .
Digby-

Medical officer.

Keeper

Free port —

iledical officer..
Liverpool —

Medical officer.
Louisburg —

Medical officer.

Keeper

Lunenburg—

Medical officer.,

Keei>er

North Sydney —

Medical officer.
Parrsboro —

Medical officer..
Pictou —

Medical officer.,

Keeper

Point Tapper^

Medical officer.,

Keeper

Port Morien —

Medical officei-..
Sydney-
Medical officer.,

Keeper

Yarmouth —

Medical officer..

Prince Edward Island.

Summerside—

Medical officer.

$ cts.

150 00

375 00

250 00
50 00

300 00

100 00

250 00
350 00

287 50
150 00

400 00

300 00

698 33
200 00

100 00
144 00

125 00

625 00
300 00

362 50

,517 33

312 50

Jfeio Brunsicick.

Bathurst —

Medical officer...
Canipbellton —

Medical officer..
Douglastown —

Medical officer..

Keeper

Hillsboro —

Medical officer..
Moncton —

Medical officer...
Richibucto —

Medical officer...
Shediac —

Medical officer..

British Columbia.

Chemainus —

Medical officer..
Nanaimo —

Medical officer.
Victoria—

Medical officer.

Keeper

Quebec.

Gaspe —

Medical officer

Paspebiac —

Medical officer. ,

St. Jean —

Medical officer

Three Rivers —

Medical officer

General Account — Superintendent's

salary up to Sept. 1, 1908

Total amount of salaries .

S cts.

150 00

350 00

525 00
250 00

250 CO

200 00

200 00

200 00

2,125 00

450 00

600 00

600 00
GOO 03

2,2.50 00

200 00
218 75
750 00
350 00
500 00
2,018 75
12,223 58

TABLE SHOWING EXPENDITURE FOR TREATMENT, COMPRISING DOCTORS'
SERVICES, DOCTORS' TRAVELLING EXPENSES, DRUGS AND BOARD.

Nova Scotia.

Ports

Advocate

Amherst

Annapolis

Apple River. . . .

Arichat

Barrington

Baddeck

Barton

Belli veau's Cove,
Bridgewater ....

Doctors'
Services.

$ cts.

9 00

97 00

85 00

11 00

327 00

150 00

14 00

134 50

3 00

16 00

Doctors'
Travelling
Expenses.

S cts.
27 66

35 00

147 50

159 00

18 00

93 00

Drugs.

$ cts.

3 00
29 25

23 00
3 00

212 15

24 00
8 00

39 85
2 00
8 50

Board.

$ cts.

3 85
26 00
16 70
15 00
236 25
39 00

69 42

Total

Expenses.

$ cts.

15 85
179 25
124 70

65 00
922 90
372 00

40 00

336 77

5 00

24 50

MARIXE HOSPITALS' SERVICE

135

SESSIONAL PAPER No. 21

T\BLE SHOWING EXPENDITURE FOR TREATMENT, COMPRISING DOCTORS'
SERVICES, DOCTORS' TRAVELLING EXPENSES, DRUGS AND BOARD.

Nova Scotia — Continued.

Ports.

Doctors'
Services.

Canuing

Chester

Canso

Cheverie

Chitecamp

Church Point

Clark's Harbour

Clementsport

Bear River

DEscousse. .

Digby

Economy

Freeport, &c

Glace Bay

Guysborough

Halifax City Hospital . . .
Halifax Victoria General.

Hantsjiort

Ingram Docks

Isaac's Harbour

La Have

Liscomb

LockeiX)rt

Liverjxxil

Louisburg

Lunenburg

Mahone Bay

Marble Mountain

Mai-garee

Margarets\-ille

Metegnan

North East HaTboiu-

Northport

North Sydney

Pictou

Port Dufferin

Port Greville

Port Hastings

Port Hood

Port Latour

Port Mulgrave

Port Wade

Point Tupfier

Pubnico

Pugwash

River Bourgeois

River Hebert ;

Salmon River ....

Sandy Cove

Sheet Harboxir

Shelbume

Sherbrooke

Ship Harbour

St. Peters

Sydney

Tusket Wedge

Wallace

Weymouth

Windsor

Wolf ville . . ,

Yarmouth

Springhill

Stonv Island

g cts.

22 00
275 00

4 00

57 50

49 00

225 00

37 00

Doctors'
Travelling
Expenses.

■S cts.

Drugs

Board.

20 00

40 50

126 75

73 00

17 00 I

17 00

294 00

5 00

10 50

1 00

8 OD

6 00

39 00

50 00

94 75

12 00

21 00

0 50

100 50

330 00

36 00
3 00

15 00

1 00

122 00

31 00

11 00

50

9 40 I
18 00 I

5 00
76 00
21 00

1 <X)
62 00
10 00
16 00

25 00
22 00
13 00
0 50
70 25

70 00

12 00
18 00
23 00
18 00

213 75
4 00

48 00

13 00
3 00

49 00

88 00
85 '66'

40 00
14 00
72 00
130 00
1 00
3 50
17 50

103 50

8 00

19 00

124 00

03 00

1 00

6 00
15 00
46 75

S cts.

7 75
14 50

12 00
8 90

96 40
6 05

12 55

14 00
0 75

1 00

2 75
1 25

19 25
32 50
19 25

18 95

6 00
1 00

88 60
16 00

7 60
67 65

0 50
21 50
20 75

1 00
3 50
7 50

24 25

26 00 i
8 50 j

13 25 !
8 50 '
5 00

51 60
5 00
4 00

12 25
2 00

40 50

3 00

9 15

59 70

29 75

1 00

3,138 00 i 2,008 65 1,115 65

-S cts.

34 50

37 00

135 68

5 00

Total
Expenses.

35 00
112 60

46 29

38 50

6 00

199 72

21 00
553 29
104 00

10 68
4,110 90

54 00
105 70
172 50

99 08
516 63

91 61

65 63

45 50

12 00

40 50
21 01

15

10 00

6 00
675 44

109 60
24 50

487 69

7 20

17 70

8,528 09

>< cts.

64 25
326 50
135 68

29 CO
69 50

133 40

56a 75

162 34

38 5C

6 00
199 72 •

67 55

553 29

412 00

5 75

33 18

4,110 90

2 00
31 75

7 75
1.58 75
466 5C
219 70
172 50

99 08

516 63

54 95

3 00
28 50

2 00
261 61

65 00
18 60
67 65
65 63

30 50
165 00

54 75
2 50

147 75
17 50

168 75
21 01

181 00
20 50
71 25
45 50

112 15

487 62
10 00
65 50

42 75
5 00

199 00

675 44

17 OO

43 15
340 05
117 2-5

2 00

487 69

7 20

17 70

14,790 39

21—13^

196

MARIXE AMJ FISHERIES

9-10 EDWARD VII., A. 1910

Table showing expenditure for the treatment comprising Doctor's services, Doctors'
travelling expenses, Drugs and Board.

New Brunswick.

Ports.

Baie Verte

Bathurst

Beavei- Harbcur .

Buctouche

Campbellton

Cape Tormentine.

Caraquft ,

Dalhousie

Dorchester

Douglastown . . .
Grand Manan . . .
Grand Harbour. .

Harvev

Hillsbbro

Point Wolfe

River Loiiison . . .
St. Andrews. . . .

St. Stephens

St. John

St. Martins

Shippegan . ...

Doctors'
Services.

Doctors'
Travelling
Expenses.

S cts.
5 00

S cts.

Drugs.

2 00

9 00

100 00

03 00

4 50

72 00

56 00

10 00

40 00

105 00

4 liO

1 00
11 50

3 00
51 00

40 00
1 00
1 50
5 00

13 00

72 00

4 00

14 00

2!) 00

25 00

24 00
2 00

553 00

25 00

239 50

S cts.

4 00
4 00

19 25

5 25

41 80

5 40

15 10 i .

29 50 !

4 30 I.

1 00

1 50

75

10 50

6 46
6 00

Board.

154 81

S cts.

2 50
3f) 42

25 50

'6'26
lis 33

'i6f;'72'

102 80

2,302 10

2,700 57

Total
Expenses.

S ct.^.

7 50
36 42
16 00
13 00

100 00
147 75

10 73
121 50

66 40
118 33

GS 10
313 22

1? 30
102 80

16 75

4i, 00
3 75

86 50
2,362 10

55 46

8 00

3,707 8S

PamcE Edward Island.

Ports.

Alberton

Cardigan

Charlottetown Hospital ...... .

Prince Edward Island Hosjjital

Crapaud

Georgetown

Miminegash

Murray Harbour

Soiiris

Summerside

Tignish...

Vernon Ki ver

Montague

Doctors'
Services.

Doctors'
Travelling
Expenses.

S cts. \

7 00
15 00 '

8 00

33 00

22 Oa

272 00

605 00

473 00

J<7 00

4 00

18 00

1,-544 00

-S cts.

50

4 OO

41 (M)

124 00

4 00

Drugs.

2 75

32 05

21 75

146 20

343 90

.? cts.

0 95
7 65

39 45
2 00
8 35

173 50

611 05

Board.

Total
Expenses

754 05 I
679 30 I

3 OO
171 22

13

22

754

079

11

69

84

.545

1,120

473

130

6

26

1,607 57 i 4,136 12

ilARIXK HOSPITAL.^ SERVICE

197

SESSIONAL PAPER No. 21

Table showing Expenditure for treatment, comprising Doctors' services. Doctors'
travelling expenses. Drugs and Board.

Quebec.

Ports.

Doctors'
1 Services.

Doctors'

Travelling
Expense.*.

.s cts.

Drugs.

Board.

Total
Expenses.

S cts.
29 00

•S cts.

11 00
4 50

21 00
9 80

$ cts.

$ cts.
40 00

3 00
27 00

7 50

Chicoutimi .

oi 60

28 00
8 00

99 60

Frasorville

....' 20 00

3 50

61 30
8 00

... ; 5 00

.... 1 28 00

128 00

75
25 50
17 75

5 75

Magrdtlen Islands

Matane

33 00
6 00

11 25

31 50

70 00

1,660 20

2,985 00

4 (Ml

10 00

265 50

961 50

3 50

97 75

183 25

70 0<3

1.660 20

2,985 (to

Victoria Hospital, Montreal

4 00

Xew Richmond

Quebec Hotel-Dieu

..... 24 00

20 00

31 90

85 90
265 50

Jeffery Hale, Quebec

Rii^iouski

961 50

. . . . { 35 75

... 7 00

....' 23 00

Q on

17 00

3 00

14 00

31 00

24 56
10 50
20 50
12 80

80 75
20 50

Perce

• 57 50
52 80

St. Jean

57 70

7 25
25 00

42'36

57 70

St. Thomas de Montmagny

Seven Islands

Sorel

Three Rivers

27 00

109 00

16 00

151 '66'

5 00

5 95

i? 56'

40 20

285 00

38 50

42 30

400 75

283 50

213_95

6,222 30

7,210 50

British Columbu.

Ports,

Doctors"
Services.

Doctors'
Travelling
Expenses.

Drugs.

S cts.

S cts.

Chemainiis

Xanaiuio

Port Simpson

Union Bay

Vancouver. St. Paul's. . . .

Victoria, St. .Joseph

Victoria Marine Hospital.

34 00
281 00

120 00

186 15

Board.

Total
Ex}:»enses.

269 99

269 99

239 50

239 .50

22 90

56 <t0

340 00

927 15

2,952 00

2.952 (X)

179 00

179 0<j

1,6<J3 66

1.603 66

315 00

120 00

186 15

5.607 05

.228 20

198 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
DETAILED EXPENDITURE FOR FUEL,

Nova Scotia —

Loiiisburg ^Marine Hospital $105 00

Lunenburg Marine Hospital ■• . . . . 192 75

Pictou Marine Hospital- • 171 78

Sydney Marine Hospital • • 100 25

Yarmouth Marine Hospital 226 50

$796 28

N'Bw Bi-unswick —

Bathurst Marine Hospital •• $22 92

Doiiglastown Marine Hospital 73 13

96 05

British Columbia —

Victoria Marine Hospital $214 50

214 50

Total expenditure for fuel ■ • . . $1,106 83

DETAILED EXPENDITURE FOR WATER SUPPLY.

Nova Scotia — Sydney Hospital $17 00

British Columbia — Victoria Marine Hospital.... 39 60

Total expenditure for water • • . . . . $56 60

DETAILED EXPENDITURE FOR TELEPHONE SERMCE.

Nova Scotia —

Lunenburg Marine Hospital. . . . • • ' . . $41 66

Sydney Marine Hospital • 30 75

Yarmouth Marine Hospital 61 25

$133 66

New BrunswicTc —

Douglastown • • 77 07

77 07

British Columhia —

Victoria •• 66 00

66 00

Total expenditure for telephone $276 73

DETAILED EXPENDITURE FOR REPAIRS AND MAINTENANCE.

Nova Scotia — /

Louisburg. . • • $246 88

Sydney- - 234 66

Yarmouth •• 300 40

$781 94

New B runs wide —

Douglastown $1 00

1 OC-

British Columhia —

Victoria 15 85

15 85

Total exjjenditure for repairs and maintenance $798 79

Total expenditure for telephone $276 73

MARINE HOSPITALS' SERVICE

199

SESSIONAL PAPER No. 21

Detailed Expenditure for Drugs, Surgical Instruments, Furniture, Stationery, etc.

Nova Scotia —

Louisbur?

Lunenburg. . . .

Sydney

Pictou

Point Tapper
Yarmouth

New Brunswick—
Bathurst ... .
Douglastown .

British Columbia-
Victoria

General account .

Total expenditure for drugs, &c.

Drugs and

Surgical

Instru ments

S cts.

266 38
67 80
58 50

Other
Supplies.

21 00
632 37

1,046 05

12 10
150 09

162 19

326 85

§ cts.

98 80
13 99

324 76

437 55

25 54

25 54

34 35

281 71

Total.

$ cts.

266 38
67 80

157 30
13 99
21 00

957 13

1,483 60

12 10
175 73

187 73

361 20

281 71

2,314 24

GRANTS TO SEAMEN S SOCIETY.

Montreal Sailor's Club $ 200 00

Montreal Seamen's Institute 200 00

St. John's Seamen's Mission 200 00

Dr. Grenfell's Deep Sea Mission 200 00

Total amount $800 00

AMOUNT OF EXPENDITUBE FOR TRANSPORTATION.

Nova Scotia —

Barton $ 10 40

Church Point 5 00

Glace Bay 2 00

Halifax City Hospital 2 50

Halifax Victoria Hospital 37 50

Louisburg 18 07

Lunenburg 2 23

North Sydney 72 00

Parrsboro' 2 45

Weymouth 27 85

Yarmouth 8 25

New Brunswick —

Campbellton $ 34 86

$188 25

34 86

200

5 25

MARfXE AXD FI.SH FRIES

9-10 EDWARD VII., A. 1910
AMOUNT OF EXPEXDITURE FOR TRAXSPORTATIOX.

Prince Edward Island

Charlottetown $0-0

Souris "

1^ (0

Quebec —

Magdaleu Islands $ 1 -,0

Montreal Alexandra Hospital ' •> qq

Montreal General Hospital . . . 44 00

Montreal Xotre Dame ......* 96 50

Montreal Victoria Hospital .. .' " *' _' " ~o qq

British Columbia— . ' " ^^

i^anaimo <e p nn

^^^'""^ 13 30

General Account— "^^ '^^

Travelling expenses ^^^g 28

ii^xpress charges . ^^

777 98

Total amount for transportation $1,102 64

TOTAL EXPEXDITURE FOR XURSIXG.

Nova Scotia —

Barton « ro a,-,

Chester ..■.■.;::;:: :: •■ --MS?

Loekeport g ^^

Shelbiirne c aa

St. Peter';

^ 1 -^ 2 00

1^^^"^^'- 2 00

^^^^1^^^ 10 00

Prince Edward Island— ^^'^ ^"^

Souris fl> _ ^^

-1) 0.1

Quebec— ' ^ *^

Magdalen Island 0500

BritisTfi Columbia— -^ ^^

Victoria. ... -^ ^^
(2(0

72 75

Total expenditure for nursing ,$994 33

TOTAL EXPEXDITURE FOR LIGHT.

British Columbia —

Victoria Marine Hospital $96-2

MARINE HOSPITALS' SERYICE 201

SESSIONAL PAPER No. 21

TOTAL EXPENDITURE FOR BURULS.

Kova Scotia —

Halifax Yict $40 00

Meteghan 2 00

42 00

Neiv Bvunswich—

Dalhousie $12 25

St. John 4 00

16 25

Total amount for burials $58 25

TOTAL EXPEXDITLRE FOR MISCELLANEOUS.

New Bnwsivick —

Bathurst $ 68 25

Total amount of physicians' travelling expenses in outports,

where there are no marine or other hospitals $2,825 15

Amount of expenditure for drugs supplied to sick seamen, out-
side of hospitals, or outside of ports where physicians
received a fixed salarv $2,281 61

Total number of vouchers for each province —

General account 38

British Columbia 108

Prince Edward Island 86

Xew Brunswick Ill

Xova Scotia 574

Province of Quebec 97

Total 1.014

Tabular Statement showing Diseases for which Seamen received treatment during

1908-9.

General Diseases — 905.

Small-pox 8 Diseases dependant on animal para-

Measle? 10 sites: —

Scarlet fever ;. .. 3 Scabies 12

Influenza Ill Tenia 2

Mumps 1 Poisoning bv tobacco 1

Diphtheria 13 Scurvy.. ..' 3

Cerebro Spinal fever 1 Alcoholism 5

Enteric fever 93 Eheumatism 136

Choleric Diarrhoea 18 Gout 2

Epidemic Diarrhoea 7 Osteoarthritis 5

Dysentry 57 New Growths non-malignant 1

Beriberi 4 Xew Growths malignant

Malarial fever 49

Erysipelas 28

Anemia '. 6

Diabetes Mellitus 3

r, ■■ • ~,c Congenital Malformations 1

Septicemia 28 Debility 13

Tubercle 45 Tetanus 2

Syphilis.

Gonorrhea 1.57 Total 905

202

MARINE AXD FISHERIES

9-10 EDWARD VII., A. 1910
Tabular Statement showing Diseases for which Seamen received treatment during

1908-d— Continued.

Local Diseases — 2,239.

Diseases of the nervous system.. .. 126

1. Of the nerves —

Neuritis 22

Multiple Neuritis .. 3

2. Of the Spinal cord mul membranes

ludammation 2

3. Of brains and membranes —

Hemorrhage 2

Meningitis 3

Anemia 1

4. Functional nervous diseases with

other diseases of undetermined

nature-
Apoplexy 1

Paralysis 7

Spasm 2

Epilepsy 2

Vertigo {

Headache 4

Neurasthenia 19

Neuralgia 51

Hysteria 2

5. Mental diseases : —

Insanity 4,

Diseases of the eye: 137.

Conjunctivitis 68

Keratetis 4

Ulceration of Cornea 5

Iritis 23

Optic Neuritis 2

Abscess of lacrymal sac 9

Blepharitis marginalis 7

Abscess of eyelid 6

Ecchymosis of eyelid 13

Diseases of the ear : 57.

Inflammation of external meatus.. .. 6

Accumulation of wax or epidermus.. 1

Inflammation of middle ear 42

Abscess axilla 8

Diseases of the nose: 13.

Inflammation of septum 1

Necrosis of septum 2

Inflammation of sinuses 1

Inflammation of neso-pharynx 9

Diseases of the circulatory system : 95.

Pericarditis 4

Endocarditis 7

Valvular diseases 29

Aneurism heart 2

Inflammation muscular substance

herat 4

Angina Pectoris 4

Arteritis 3

Degeneration of arteries 6

Phlebitis 5

Varicose iilcer 31

Diseases of the Respiratory system: 406.

Inflammation of larynx 22

Bronchitis 217

Spasmodic Asthma

Congestion of lungs

Hemorrhage of lungs

Pneumonia

Broncho-l'neumonia

Abscess of lungs

Phthisis

Pleurisy

Empyema

Injury to lungs

16

4

9

34

10

4

42

46

1

1

Diseases of the Digestive sy:^tem : 757.

Inflammation of the mouth

Ulceration of the mouth

Abscess of dental periosteum

Tootache

Necrosis alveoli

Sore throat

Inflammation of the tonsils

Inflammation of the pharynx

Post pharingeal abscess

Inflammation of stomach

Ulceration of the stomach

Hemorrhage of stomach

Dilatation of stomach

Indigestion

Vomitting

Gastralgia

Inflammation of the intestines: —

Enteritis.

Typhlitis

Colitis

Appendicitis

Duodenitis

Intestinal obstruction

Constipation

Diarrhoea

Fistula in auo

Prolapsus of rectum

Ulcer of rectum

Piles

Inflammation of the liver

Jaundice

Hernia

Inflammation of hepatic ducts and
gallbladder

Calculi

Biliarj' colic

Inflammation of the peritoneum.. ..

Dropsy

Diseose of the Ijnnphatic system: 352.
Inflammation of lymphatic glands..
Diseases of the thyroid body: 1.

Goitre

Diseases of the urinary system : 104.

Acute nephritis

Bright's disease

Abscess perinephritis

Calculi in kidney

Calculi in ureter

Ilaematuria

Albuminuria

Lithuria

Phosphaturia

Inflammation of bladder

Diseases of the generative system : 233.

Urethritis

Stricture of urethra

Inflammation of the prostrate

I'himosis

Paraphimosis

Inflammation of the glands

Soft chancre

Inflammation of the scrotum

Iiiflammation of the spermatic cord..

Varicocele

Inflammation of the testicle

Epididymitis

Cryptorchidism

2
1

15

51

7

2

65
19
2
169
8
5
1

39

7

13

27

2

1

13

55

4

2

1
43

38

7
42

13
5
2

16

52

10

39

3
2

5
6
2
1
1
35

4

19

12

9

5

1

62

21

18

34

29

18

1

MARINE HOSPITALS' SERVICE

203

SESSIONAL PAPER No. 21

Tabular Statement showing Diseases for which Seamen received treatment during

190S-9— Continued.

Local Diseases — Continued.

Diseases of the organs of locomotion :
120.

Inflammation of the bones

Osteitis 1

Periostitis "

Caries 1

Inflammation of the joints 22

Dislocation of ankle 9

Dislocation of spine 1

Psoas, lumbar and other abscesses.. 26

Lumbago 24

Sciatica 23

Inflammation of bursea 6

Diseases of connective tissues: 21.

Cellulitis 18

Abcess 1

Gangrene 2

Diseases of the skin : 117.

Erythema 2

Urticaria 2

Eczema 25

Herpes 5

Dermatitis 1

Acne ■ • 1

Seborrhea 1

Ulcer 16

Boils 42

Carbuncle 9

Whitlow 9

Onychia 1

Ringworm 1

Frostbite 2

Total 2,239

Injuries — 64:0.

General Injuries: 29.

Efiects of heat 4

Burns and scalds 20

Multiple injury 2

Suffocation (drowning) 1

Shock 2

Local injuries: 611.

Rupture of muscles 1

Wound of muscles 1

Burns and scalds of skin 18

Wounds scalp 24

Fracture of vault of skull 1

Concussion of brains 3

Contusion of eyelid 1

Wound of eyelid 2

Wound of eyeball 2

Foreign bodies in nose and other

cavities 3

Wound of neck 2

Wound of chest 1

Contusion of chest 2

Fracture of ribs 21

Sprain of back 5

Wound of back 4

Contusion of abdomen 2

Contusion of upper extremities 134

Sprain of shoulder 4

Sprain of elbow 2

Sorain of wrist 34

Sprain of hand

Wound of upper extremeties

Fracture of clavicle

Fracture of scapula

Fracture of humerus

Fracture of radius

Fracture of ulna

Fracture of radius and ulna.. ..
Fracture of carpus metacarpus and

phalanges ^

Dislocation of humerus

Dislocation of phalanges or thumb.
Contusion of lower extremities.. ..

Sprain of hip

Sprain of knee

Sprain of ankle

Sprain of foot

Fracture of femur

Fracture of patella

Fracture of tibia

Fracture of febula

Fracture of tibia and febula

Fracture of bones of foot

Maliugery

Vaccination

Incomplete reports

5
31
16
11
46
17
27
20

14

10
45
19
16
2

15
6
4
1

Total 640

Total number of seamen treated 3,784

204 MA rim: AM) FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 14.
REPORT OF THE CHIEF EXAMINER OF :NrASTERS AND :\tvVTES.

George J. Desbarats, Esq.,

Acting Deputy Ministei- of Marine and Fisheries,
Ottawa, Ont.

SiR^ — I beg to submit my annual report giving details of the work I have the
honour to supervise respecting examinations of masters and mates throughout the
Dominion.

The statistics herewith submitted are from the 1st of Septerriber, 1908, date of
my last report, to the 1st of April, 1909, covering a period of seven months.

Compared with a corresponding number of months, the records show a marked
increase in the number of examinations. It will also be noted that a greater number
of failures have occurred, which, conclusively, demonstrate that greater supervision
and care have been and are now exercised in order to secure but able and competent
men ready to meet the actual requirements of the rapid development of traffic by
water.

I am happy to state that the examiners under my supervision are men of high
qualifications who have so far performed their onerous duties under trying circum-
stances in a conscientious and satisfactory manner.

Yearly, more problems are added and a greater knowledge is required from all
candidates, and this is, as it should be, the sea-faring class is waking to the fact that
higher qualifications are now needed on their part and they have submitted willingly
to the inevitable. Shipowners have testified that the class of seamen now available
is superior to what was on hand a few years ago; therefore I claim that as the exigen-
cies of traffic become more exacting; for instance, if ship's tonnage increase as well as
their number, so must the standard of knowledge of officers who will be placed in
charge of property running into hundreds of thousands of dollars.

I contend that as the knowledge in matters pertaining to that profession is
increased greater will be the confidence and coolness in times of danger, and as after
results, men holding certificates under those conditions, will be inspired with greater
self-respect, and it will serve to raise their professional status in a very marked
degre>e.

In connection with those examinations, I beg to bring to your kind attention
that in order to secure the highest efficiency, a very exact and conscientious super-
vision must be exercised, and to expect a devotion to the work so that the best results
may accrue, it would be Avell that the remuneration to examiners be such as to inspire
them with the idea that their labours and conscientious attendance to their duties
are duly appreciated by the department.

Examination of masters and mates may rightly be classed as first aid to naviga-
tion; lights, beacons and buoys are certainly secondary in importance.

In the erection of lighthouses every effort is made to introduce the highest and
most efficient illuminating apparatus in order that the lights may warn the naviga-
tors of the dangers and its proximity, and all these lights and precautions taken to
indicate obstacles in the way of the mariners will be fruitless unless the men in
charge are fully conversant with the means and methods to utilize these aids to navi-
gation to the best advantage.

I have the honour to be, sir.

Your obedient servant,

L. A. DEMERS,

Chief Examiner.

EXAillXATIOX OF MASTER.^ AXD MATES 205

SESSIONAL PAPER No. 21

Statement.

Inland, coasting and minor waters —

Passed. Failed.

Masters 70 21

Mates 93 25

Sea-going —

Masters S 0

Mates 15 8

Second mates 12 8

Service certificates —

Masters 2

Temporary certificates —

Masters .- 4

Renewed certificates of competency for inland and coasting —

Masters 8

Mates 2

Renewed certificates of competency for sea-going —

Ma.^ters 4

The ports where examinations for all grades are held are : —
Victoria, B.C., Capt. James Gaudin, examiner.
Vancouver, B.C., Capt. Charles Eddie, examiner.
Halifax, X.S.. Capt. W. R. Lugar, examiner.
Yarmouth, X.S., Capt. J. E. Murphy, examiner.
Lunenburg, X.S., Capt. A. J. Wolff, examiner.
Xorth Sydney, X.S., Capt. J. Sutherland, examiner.

Examination for local certificates only held at : —
Montreal, P.Q., Capt. J. Riley, examiner.
Quebec, Que., position at present vacant.
Toronto, Ont.. Capt. Charles Moller. examiner.
Collingwood, Ont., Capt. Geo. C. Coles, examiner.
West Selliirk, Man., Capt. M. Thordarson, examiner.
Edmonton, Alta, Capt. A. Grand, examiner.
Xelson. B.C., Lt. Gordon Ilallet, examiner.

206 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 15.

MARINE SCHOOLS.

George J. Desbarats^ Esq.,

Acting Deputy Minister of Marine and Fisheries,
Ottawa, Ont.

Sir, — I beg to herewith submit my annual report and statement of attendance at
the marine schools under my supervision for the winter of 1908-9.

These marine schools have been instituted with the view of enlightening those
who are preparing themselves to enter the sea-faring career as well as those who
already have experience in that profession, by delivering a series of lectures treating
on all subjects most important to prospective candidates for examination of masters
and mates, as well as for pilots and prospective pilots.

By the statement herewith submitted it will be seen that nine lecturers assisted at
these lectures.

Through an amendment to the Shipping Act passed last session, by which coast-
ing vessels of hundred and fifty tons are allowed to sail from any port in Canada on a
coasting voyage extending to Venezuela, without a qualified master, and that vessels
of three hundred tons are allowed to sail without a qualified or certificated mate, has
had the efiect of diminishing somewhat the attendance at the schools established in
Nova Scotia, such as Lunenburg and North Sydney. It will be noted that Vanoouver
had the largest attendance.

These lectures are given by the examiners of masters and mates, who are
thoix)ughly competent to discuss any matters pertaining to shipping. This subject
being of a dry nature, it requires besides the knowledge on the part of the examiners
also the talent and fluency of speech, in order tio deliver those lectures in an interest-
ing and attractive manner, and I think that those in charge of those schools are fully
competent in that way. They have all been supplied with instruments and materials
to help them in their task. By means of a reflectoscope, drawings and illustrations
are thrown on the screen enabling and helping the lecturer to develop more fully the
subjects under analysis.

Though the attendance at Lunenburg and North Sydney is not exactly satis-
factory, still I think that sooner or later, our seafarers wiU come to realize the impor-
tance of the matter, and by their steady attendance to the lectures, will convey to the
government the expression that the efforts made for their welfare and their- education,
are fully appreciated.

Owing to the fact that the examiner at Quebec had resigned and that there were
no candidates applying for the position, no lectures were given this winter at that
port.

I herewith submit a statement of attendance, minimum and maximum at each
school.

I have the honour to be, sir.

Your obedient servant,

L. A. DEMEES,

Superintendent of Marine Schools of Canada.

MARINE SCHOOLS

207

SESSIONAL PAPER No. 21

STATEMENT OF ATTENDANCE.

Schools.

Lecturers.

No. of
Lectures.

Minimum.

Maximum.

Average.

Total
Attendance.

Victoria, B.C

Vancouver, B.C

D. Jones

Capt. Eddie . .

11 Murphy .

11 WolflE. ..

11 Lugar. . .

1. Suther-
land. ..

n Watkins.

.1 Coles....

11 Moller...

33
32
32
32
31

32
36
24
.32

12

15

0

0

4

0
3
2

7

28
50
14
18
27

11
30

28
18

18-87

29 22

7 2.5

i M

12 42

5 3
19 61
17- 4
12-

62?
934
232

Lunenburgh, N.S

Halifax, N.S

139
385

North Sydney, N.S

Midland, Ont

176

706

Collingwood, Ont

Toronto, Ont

419
384

208

MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 16.
INVESTIGATIONS INTO WRECKS AND CASUALTIES.

George J. Desbarats, Esq.,

Acting Deputy Minister of Marine and Fisheries,
Ottawa, Ont.

Dear Sir^ — I beg to submit the annual report with reference to investigations
into shipping casualties, held by Captain Spain, during 1908-9, a list of which is
annexed.

Besides the casualties mentioned, thore are few others, which, through pressure
of business, were not investigated at the time, and owing to the long interval
between the casualties and the return of the vessels to ports during the present
season, it was found, in several cases, useless to deal further with them, as the most
important witnesses were unavailable.

I have the honour to be, sir,

Your obedient servant,

L. A. DEMERS.

INVESTIGATIONS HELD BY CAPTAIN SPAIN, 1908-09.

Date.

Name of Vessels.

1908.

April 29 Bona Vista.

July 5 Imperial- Quebec .

II 12 Portsmouth

M 16 India

August 7 ' Premier

II 8 Catalone -

M 11 jSagamo-Kenosha

■I 11 ... South wark

II 15 Sverre

September 5 I King Edward

6 Gustaf Adolf.

II 13 ICorinthian-Malin Head

M 17 j Marina

M 20 Regulus Ocland

II 20 |Amur-Vadso

October 2 Inishowen Head

II 13 Ariel-Energj-

II 19 Refina- John Irwing

,1 20 SS. Virginian

.. 26 SS. Ashanti

II 26 Iroquois

November 6 Lena F. Oxner

II 8 C.P.R. Liner and Japanese

Liner.
1909.

January 16 .
M "16.

File
Number.

Occurred at.

28,988
29,139
29,148
29,151
29.194
29,223
29,224
29,198
29,221
29,263
29,256
29,269
29,276
29,288
29,309
2fl,308
29,349
29,326
29,328
29,334
29,343
29, .361

Strandel below Traverse.
jPoulier Varenne.s.
Off Cape Chatte.
Below Pt. Citrouille Light.
[Lake Winnipeg.
iRed Island.
'' Beaumaris .

iWest Point, Forteau Bay.
[Traverse Lower Light.
Chantey Island.
Goose Island. *
; Below Quebec, off St. Laurent
i Ashore near Vaiennes.

I

McKays Beach, B.C.

Ashore 5 miies above Quebec.

1 Halifax Hai-bour.
! Montreal Harbour,
lisle of Orleans.
Gulf of Georgia, B.C.
Red Island Reefs.

Hartfield.
Bruce

29,360 jVancouver Harbour.

I
29,191 jVancouver Island.
29,228 'Baldwins Reefs.

WIRELESS TELEGRAPH STATIONS

SESSIONAL PAPER No. 21

APPENDIX No. 17. j

WIRELESS TELEGRAPHY.

George J. Desbarats.. Esq.,

Acting Deputy Minister of Marine and Fisheries,
Ottawa, Ont.

Sir, — I beg to submit herewith my annual report on the wireless stations belong-
ing to this department.

There were twenty wireless stations operated by the department during the past
year, located at the following points : —

Father Point, River St. Lawrence.

Clarke City,

Fame Point, "

Heath Point, Anticosti.

Cape Bear, Prince Edward Island.

Pictou, Xova Scotia,

Cape Race, Newfoundland.

Whittle Rocks, Gulf of St. Lawrence.

Point Amoiir. " "

Belle Isle "

Point Rich. ''' '

Cape Ray, Xewfoundland.

Sydney. Xova Scotia.

Cape Sable. Xova Scotia.

Partridge Island, Xew Brunswick.

Point Grey, British Columbia.

Victoria, "

Pachena, '•'

Estevan "

Cape Lazo "

AU stations have worked satisfactorily.

On account of not having received complete returns I cannot give the number
of messages sent and received from the different stations.

I have the honour to be, sir.

Your obedient servant,

C. DOUTRE,
Supt. Govt. Wireless Stations.

21— U

210 MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 18.

SABLE ISLAND.

Sir, — I beg to submit the following report on equipment, repairs to buildings,
stock, patrol, &c., for the year ending December 31, 190S.

WRECKS AND CASUALTIES.

No known wrecks have occurred during the year.

' White Point ' buoy drifted ashore on the northeast bar January 12. ' Sambro '
automatic gas buoy drifted ashore near the east end light January 18, both of these
buoys were taken off by the D.G.S. Lady Laurier early in the season.

Two fishermen's dories, no name, came ashore during October.

BOATS A>"D APPARATUS.

The beach apparatus (Lyle gun) at Nos. 1, 3 and 4 stations are in good condition,
also the boats at the different stations. In my report for the year 1907, I pointed out
the necessity for another cargo surf boat and a life boat to replace the old boat Relief
sent off during that year and condemned.

PATROL.

The island was patrolled forty-two times in the morning and thirteen times at
night.

STAFF CHAXGES.

Wm. H. Home, keeper of east light, resigned and was succeeded by John Grigoire,
April 23. I

BUILDLXG A>D REPAIRS.

Men's quarters removed south 100 feet and an addition of seven rooms and cellar
built on to it with concrete wall under both main building and addition.

Cattle ham. — Concrete wall under north side and concrete floor undeT cattle.

Drill pole erected.

No. Jf. Station. — Keeper's dwelling raised and concrete blocks placed under for
foundation to replace old rotten posts, chimney retopped and new sheeting put under
siUs. Roof shingles repaired.

FARMING.

This was carried on as usual, but owing to the unusual dry season results were
not equal to that of some previous years.

'lVtb stock ox haxd.

Seventy head cattle, 30 trained ponies, 3 imported stallions, 5 imported mares,
5 hogs, 200 wild ponies.

STOCK KILLED.

Lbs.

Nine beeves weighing 5,950

Nine hogs weighing 1,300

Six calves weighing 360

SABLE ISLAND 211

SESSIONAL PAPER No. 21

SHIPPED.

Forty-nine ponies, quantity salted hides.

CENSUS.

No. 1 Station —

Supt. R. J. Boutilier, daughter and domestic 3

Carpenter, Wm. Byrne; cook, Roby. Cleary; supernumary,
J. Dunn; surf men, S. Himmelman, A. Byrne, S. Glaze-
brook, E. S. Boutilier, M. ]S[oonan 8

— 11
No 2 Station —

Keeper and coxwain, R. Naugle and family 4

No. S Station —

Keeper, Jas. Ritcey and family 4

Surf man, E. Osborne 1

— 5
No. Jf. Station —

Keeper and chief coxwain, Gustav Soderberg and wife. ... 2

Surfman G. Malally 1

Surf man Jno. Lee 1

— 4
West End Light—

Keeper, A. J. Home, wife and family 5

Surfman and assistant, Jas. Home 1

— 6
East End Light —

Keeper, John Grigoire and family 5

Surfman and assistant, H. ISTaugle 1

— 6
Marconi Wire-ess Telegraph Station —

Chief, J. D. Taylor; operators, D. IManson, Jas. Surgey, G.
Blackburn; cook, Ted Strickland 5

— 5

Total 41

(Sgd.) R. J. BOUTILIER,

Supt., Sahle Island

21— 14i

212 MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 19.

LIFE-SAVING SERVICE OF CANADA.

The Deputy Minister of Marine and Fisheries,
Ottawa.

SiR^ — I have the honour to report on the life saving service of Canada with resi>ect
to the fiscal year 1908-9.

Though I have been connected with this service only about six months, I have
visited several of the life-saving stations, my report in regard to which was duly laid
befiDre you.

The great purpose of a life-saving station is, as its name indicates, to save human
life by providing prompt and sufficient aid, when possible, in cases of shipwrecked and
distressed vessels, so as to prevent loss of life by drowning. As a rule the period each
year during which a life-saving station is in full operation is during the season of
navigation

There are at the present time in Canada 3-i life-saving stations of more or less
importance and efficiency, established along the sea coasts and on the shores of the
gTeat lakes near localities where navigation is the most perilous. The locations of life-
saving stations with respect to provinces, are, 3 in New Brunswick, 13 in Nova Scotia.
3 in Prince Edward Island, 4 in British Columbia, and 11 in Ontario (on the great
lakes.)

At every life-saviug station there is at least a life boat and a crew of seven men
including the coxswain under whose immediate care and supervision all manoeuvres
and operations of the crew are performed. There is also a boat house. During recent
years many of the stations have been supplied with new and up to date life boats cost-
ing from $225 to $775 each and one $10,900. Boat houses are built of different size?
according to the number of boats and other equipment to be accommodated, and cost
from $600 up. Besides being always on the alert to add to the efficiency of this ser-
vice in other respects, care is taken by the department to see that the boat houses and
boats of the various stations are kept painted and that all other equipment and
apparatus are also properly looked after so that the best results may be obtained.

A coxswain appointed by the department is in charge of each life-saving station
and its equipment, and is responsible to the department for the proper care of the same.
The coxswain also selects the crew for the life boat which, with himself, consists
of seven men, and the crew is directly under his charge when on duty whether in ser-
vice at a wreck or when performing drills of which the maximum number is fourteen
each season. As the position of coxswain is a responsible one, the regulations govern-
ing this service require that the person appointed to fill that position shall be of good
moral character and of sober and correct habits. He must have a fair education and
be familiar with the line of coast embraced within his district, and he must possess a
thorough knowledge of the management of life boats and of the use of the various
apparatus empliDyed in the service. The coxswain must also understand how to pro-
perly treat the apparently drowned, according to the written regulations with which
every life-saving station is provided. Besides, it is the duty of the coxswain to be
always on the lookout to assist i^ersons in danger of drowning. As a rule, a coxswain
is allowed $75 per annum for taking care of the station and $2 for each drill. He is
also allowed such extra pay when engaged at a wreck as the department considers
proper.

LIFE-SATIXG STATIONS 213

SESSIONAL PAPER No. 21

The life boat crew at every life-saving station is selected by the coxswain from
able-bodied and experienced boatmen residing near the station, so that they will
always be available when required. As the efficiency of a life-saving station depends
largely upon the good training and discipline of the crew, each crew is required to
drill regularly during the season of navigation, in rough water as well as smooth.
The number of drills to be performed by a life boat crew is fourteen each season, and
must be carried out at regular intervals as fixed by the coxswain, and each drill must
iDccupy at least five hours. Life boat crews as a rule, are paid at the rate of $2 per
man for each drill and extra when performing service at a wreck.

I attach hereto a list of the life-saving stations maintained by the Dominion gov-
ernment, showing the name of each station, when established, name of the coxswain
and his annual salary, number of the crew and their pay, description and cost of the
boat in use, and equipment.

During the year four new life-stations have been established, one at Point Escu-
minac, N.B., and one each at Clo-oose, Ucluclet and Clayoquet, B.C. The life-saving
station at Mud Island, N.S., has been discontinued.

The life-saving stations at St. Pauls Island and Sable Island are under the con-
trol of the respective superintendents of the humane establishments of those islands
and are amongst the best equipped stations in Canada.

x\t the life-saving station at Long Point, Lake Erie, the men are employed two or
three months longer than at the other stations and their remuneration is more.

While some minor casualties have been reported to the department during the
last season in which life-saving crews have rendered assistance to vessels, no serious
casualties involving danger to life have taken place.

During the past three years there has been an average yearly expenditure lof over
$25,000 in connection with this branch of the public service, and a number of the
stations have been fitted out with new and expensive apparatus and boats, yet with
Canada's almost illimitable stretches of coast lines and ever increasing coasting trade,
there is still much to be done to bring this service up to that stat^ of efficiency which
its importance demands.

I have the honour to be, sir.

Your obedient servant,

C. E. KLN^GSMILL,

Officer Commanding the Marine Service of Canada.

214

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
LiFfi-Saving Stations maintained

Stations.

New Brunsicick-
l! Seal Cove ...

2 Richibucto

3. Point Escuminac.

If ova Scotia-
Baker's Cove .

Blanche

6 Clark's Harbour

7 Devil's Island . . .
8. Duncan's Cove. .

9 Herring Cove . . . .

10: Pictou Island

11 PortMouton. ..

12' Scatarie

13j Seallsland

14 St. Paul's Island .

15; White Head

16 Sable Island.

P. E. Ishind—
17! Charlottetown . .

18! Souris.

19

Alberton

British Cohimhia-
20 Clo-oose

23

Bamfield
Ucluclet

Clayoquot .

Ontario —
Great Lakts-
24 Coburg

Colling wood . . .

Goderich

Kincardine . . . .

Coxswain.

1898
1907
1908

1886
1889

T. Benson
Albert Long ...
E. F. Fleiger.. . .

A. Cain

W. A. B. Smith.

Crew.

Coxswain's
^ Salary.

Per annum.

1900.T. X. Nickerson.!

1885 6. H. Henne-
berry. >

1886'J. W.Holland..]

1 I

1885| J. Gorman

1889 Ale.x. Currie . . . . :

1889 Walter Cook. ...

1885 J. T. Martell.,..;

1880 Thos. Synionds .

1885; Supt. Humane
I Establishment.

1890 H. P. Mumoe ..

1885

1907

/ G. Soderberg . .
y.f. Ritcey !

1908

D. Logan .

1907 W. H. Gillen. ..
1908; A. W. Lyche....!

1908

18^2
1885
1886
1903

J. Chesterman . . |

D. Roouey

G. F. Watts...
D. MacKay. . . .
Thos. McGaw. .

J. P. Moore ■

1907iN. Mcintosh. ..'
1907; John Champion. 7

Pay of Crew.

75
75

75

75
75
75
75
75
75
75
75
75
250

$2 per day and extra when saving
life.

250 \
250/

75

75
75

§100 per annum

$300 each per annum.

§2 per drill and extra when saving
life.

iPaid as island staff

60 perm.

. . . /operm,
0 |(operm.

75
75
75

S2 per drill and extra when saving
life.

S45 per month for three months.

SoO for engineer, S45 for two men

per mouth.
860 per month for men during

season and $100 per annum

when boat is not in commission.

Volunteers 50 cents per hour

when required.
§60 per month when empl<iyed.

Volunteers 50 cents per hour

when required.

.§2 i)er drill and extra when saving
life.

LIFE-SAVING STATIONS

215

SESSIONAL PAPER No. 21

by the Dominion Government.

Description of Boat.

Cost.

Beebe-McLellan surf-boat, self-
bailing, 2.5 feet long.
Race point surf-boat, 24 feet long..

Beebe-McLellan self-bailing...

Dobbin's pattern self-righting. 25
feet long.

Beebe-McLellan surf boat, self-
bailing, 25 feet long.

Beebe-McLellan self bailing, 25
feet long, low ends.

Dobbin's pattern, surf-boat, self
bailing, 25 feet long.

Beebe-McLellan surf-boat, self
bailing, 25 feet long.

Dobbin's pattern, self-righting and
bailing, 25 feet long.

Beebe-McLellan surf-boat, self-
bailing, 25 feet long.

Beebe-McLellan boat on east side .

Beebe-McLollan boat on west side.

Beebe-McLellan self bailing, 25
feet long, loiv ends.

Doobin's jiattern, snrf-boat, self-
bailing, 25 feet long.

Two Dobbin's pattern, self-righting
and bailing, and one Beebe-Mc
Lellau surf -boat, self -bailing.

Beebe-McLellan self-bailing.

Doherty's Improved Beebe-Mc-
Lfllan, 25 feet long.

Self-righting self-bailing power

lifeboat, 3fi feet long.
Doherty's Improved Beebe Mc-

Lellan, 25 feet long.

575

575

Dobbin's pattern, self-righting and 750

bailing.
Beebe-McLellan self-bailing, surf- 375

boat.
Snrf-boat 330

Beelie-McLellan self-bailing, surf-
boat.

5
250

225

225

575
250
250
575
250
250

When Built. Equipment.

Remarks

Shelburue, N . S . Full regulation

Dartmouth, N.S.

Shelb

N.S.

575 i Dartmouth, N.S.

250

240
240
250

575
1,100

Shelburne, N.S.

Halifax, N
Shelburne,

S....

X.S.!

Dartmouth, N.S.
Halifax, N.S....

225 Shelburne, N.S,

225

225

575 Vancouver Ship-
yard Co. , Van
couver, B.C.
10,900 iBayonn-' City,
1 U.S.A.

350

Vancouver Ship
yard Co.

Goderich, Ont . .
Collingwood, O.

Iron rails laid in 1901.

Iron rails laid in 1900.
New boat, 1901.

Lyle g^n at this station.

!Lyle gun at this station and
i new boat in 1903.

New boat in 1903.

Lyle gun here since 1903.

Lyle gun and rocket appar-
atus at this station. Cox-
swain under control of
Supt. of Humane Estab-
lishment.

. . New boat in 1896.
. . I New boat in 1892.
. . iNew boat in 1903.

216

MARINE AND FISHERIES

9-10 EDWARD VII., A, 1910
LiFE-Saving Stations maintained

Stations.

Coxswain.

Crew

Long Point |1902.(Teo. Wisner. ,

Point Pelee 1900 L. Wilkinson..

Port Hope 1889 W. T. Clark

Port Stanley...
Toronto Island .
Consecon

1885 J. R. Moore..
1883 Wui. Ward..
1898: John O. McLean

Southampton 11907 John A. Mac-

' ' Auley.

•5b, g

*^ 5

Q Ph

$

75

75
75
75
75
75
75

Pay of Crew.

S2 i>er drill ajid S40 per month for

three months.
$2 per drill and extra when savine

life.

NOTE-

There are several other places in Canada, not regularly organized, which receive support
N.S., Cape Tormentine, N.B. and Wellington on Lake Ontario. There is also a life saving s

from the
station at

LIFE-SATING STATIONS

217

SESSIONAL PAPER No. 21

by the Dominion Government — Concluded.

Description of Boat.

Cost.

When Built.

Equipment.

Remarks.

Surf-boat

$
500

330

620

350

600

750

330

Collingwood, 0.

Goderich, Ont. .
Collingwood, 0.
Goderich, Ont. .

Collingwood, 0.

Full regulation. .

A tramway has -been con-
structed at this station.

Removed from Popular

Point in 1900.
Removed from Wellington

in 1893.

Dobbin's pattern, self-righting and
bailing.

Beebe-McLellan surf-boat, self-
bailing, 25 feet long.

Dobbin's pattern, self-righting and
bailing.

Beebe-McLellan surf-boat, self-
bailing.

Dominion Government, where there is a life saving service of more or less importance, such as Halifax,
Victoria, B.C., maintained by the Victoria Life Saving Association.

218

MARINE ASD FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX

Haufax Citadel
RECORD OF SHIPPING. AS PER RECORD FOLIO,

British '

Foreign

■

1st Class

2Nf) Clas s

Men-of-War.

Men-of-War.

Steamers.

Steamers.

Year and Month.

Reported.
Arrived.

1

Oh

Reported.
Arrived.

'6

ei

1

a

T3
>

<

T3

1

1

a)

>

<

i

(X,

1908.

1

July

1

1

63

60

3

61

61

August

3

3

54

54

66

66

1

1

54

51

3

61

61

October

1

1

1

45
58
62

43
52
61

2
6
I

66
52
60

65 1

52

1

60

1909.

59

57

2

40

40

February

55

5t

1

39

39

March

54

52

2

37

37

1

2 2

5 5

504

484

20

482

481

1

REPORT OX SIGXAL SERTICE

219

SESSIONAL PAPER No. 21

No. 20.

Signal Statiox.
FROM JULY 1, 1908, TO MARCH 31, 19<i9.

SCHOOXKRS,

Ships, Barqces

Brigs axd

3-MAsr OR

Monthly-

AND BaEQUEXTIXES.

Brigaxtixes.

Bearixg
Private Sigxals.

Totals

Re

^•

^ .

_.

marks.

1

S. 1 -c

.

& i "o

_S

"O

t.

o

'V

"S a*

T)

■S a^

•a

«

a

>

03
X

S .S:

S

a ! -^

X

-r.

o

2.

■c

S

G

<a

- 6- :5

as

<i;

Pk

i; < :-

— <;

—

ir <

2

2

5

5

132

129

3

i^

_^

1

1

1

1

10

10

135 135

-

2

2

1
3

5
7
5
5

5
7
5
5

123 1 120
120 117
118 i 112

3
3
6
1

1

3

1

1

129

128

1

\

1

X
X

1

1

1

100
98

98
97

2

1

X
I

i.

1

3

3

1

!....

8

8

99

97

2

4i
1

1

=

n 11

1

H ^

48 48

1

1,054 1,033

I

21

220

MARIXE AXD FISHERIES

9-10 EDWARD VII., A. 1910

APPENDIX No. 21.
HAEBOUR MASTERS.

Table showing the names of Ports proclaLmed under certain Dominion Acts, the pro-
visions of which are found in the Canada Shipping Act, chapter 113, Revised
Statutes of Canada, 190G, for the appointment of harbour masters; the dates of
proclamation; the names of the harbour masters appointed; the dates of the
appointment of harbour masters; the amounts which each of their salaries is not
to exceed; the amount of fees collected by each of them during the calendar year
ended December 31, 1908, and the overplus, if any, paid to the credit of the Re-
ceiver General, for the year ended December 31, 1908.

PROVINCE OF ONTARIO.

Names of Port.

Harbour Masters.

Date of
Appointment.

Amount
Collected.

Remunera-
tion
Allowed.

Amount

paid to

Cr. R.G.

Amherstburg M. Barrett

Bronte J. Wilson

Byng Inlet C. E. Begin

Collingwood F. Toner

Depot Harbour W. H Hoppins.

Fort William J. McAilister . .

French River |E. Barron

( Toderich !D. McKay

Little Current {J.F.May

Meaford !S. McClain . . ..

Midland |J. White

Oshawa jW. T. Henry. . .

Parry Sound ;B. Taylor . . . .

Penetanguishene 'P. Light . .

Port Arthur ;B. Guerard. . . .

Port Stanley ., 'F. h . Shephard .

Rondeau ,' .... |W. R. Fellows .

Dec. 29,
Oct. 2(5,
Mar. 24,
Dec. 31,
April 15,
May 12,

1906.1
1905.
1908.
1908.
1907.
1906.

Southampton .

Sarnia .

W. H. Johnston

Geo. McVittie, depy. h.m
R. Mc Adam

Apiil21,

July 19,

„ 16,

M 13,

Aug. 10,

April 27,

May 7,

., 21,

Jan. 15,

Dec. 17,

Oct. — ,

1908.

I'toe.

1902.
1897.
1904.
1909.
1906.
1897.
1898.
1888.
1882.

May 3, 1880.

S cts

199 00
4 50

25 50
158 00

58 00
6.'^5 00

21 00

60 00
1^5 50

30 00
137 00
Nil.

47 00

24 00
335 00

2.3 50
40 00

Nil.

S cts.

200 OJ
200 00
200 00
300 00
200 00
600 00
200 00
300 00
200 00
200 00
300 00
.3<i0 00
200 00
200 00
300 00
200 00
100 00
100 00

300 00

S cts.

*84 75

35 00

PROVINCE OF QUEBEC.

Amherst Harbour J.

Bonaventure : A.

Cai)e Cove J.

Chicoutimi I A.

Grand Entry ;J.

Grand River JG.

Gaspe !F.

House Harbour G.

A.

L.

P.

J.

F.

J.

T.

W

E.

Maria

Matane

Malbaie

New Carlisle

New Richmond ....

Nouvelle

Oak Bay

Paspebiac

Perce

Port Daniel . |B.

Rimouski 'A.

Riv. du Loup F.

St. Ths. Montmagny L.

St. Johns G.

Sorel J.

Tadousac . j A

Trois Pibtoles |E.

I

, . . Sept.
. . . June

. July
, . . June

. Feb.
. April

Dec.
Mar.

Cassidy

Bourque ....

Scott

Sturton ,

A. Chenell ...

Baudin ,

J. Eden

Lafrance

Cyr

J. Levasseur Dec.

Lawrence i

Chit»holm . . I April

X. Cormier i .■

Casey Jan.

Harjier July

. L. Kempffer Sept.

Donohue Oct.

Langlois Feb

P. St. Laurent
E. Gilbert...

Dionne

H. Farrar

A. ProuL^c

Gingra.'?

T. Petitgrew..

1878.

1905.

1908.

1886

1892.

1900.

1889.

1S96.

1905.

1896

May
Oct.

Mar.
June

April

1902.

1902.1

1903.'

1904 .

1900.

1903.

191 '7.

1896.

1902.

1896.

1897.

1901.

1906.

1899.

11 5a

9 00

1 00

65 00

1 50

18 00

62 50

24 50
1 50

69 00

17 00

7 50

25 00
22 00

12 50
37 50

5 00

7 00

76 50

55 00

24 00

718 00

563 00

10 50

Nil.

200 00
100 00
200 00
200 00
200 00
100 00
500 00
200 00
100 00
200 00
200 00
200 00
200 00
200 00
200 00
150 00
100 00
200 00
200 00
100 00
200 00
6(«0 00
400 00
20<J 00
150 00

118 00
163 00

For P.O. A., 25 cents.

HARBOUR MASTERS 221

SESSIONAL PAPER No. 21

Table showing names of ports, harbour masters, collections, salaries, &c. — Continued.
PROVINCE OF NEW BRUNSWICK.

Names of Port.

Date of
Appointment.

Alma 'G. W. Parson Mar.

Bathurst Capt. M. Daly Apr.

Black's Harbour and i

Beaver Harbour E. W. Cross Sept.

Buctouche jH. Hutchison ;Apr.

Campbellton |G. E. Asker . . May

Capobello W. S. Sulis Dec.

Cape Tormentine M. S. Treene May

Caraquet J. A. Albert Nov.

Chatham R. J. Walls ^Apr

Cocagne T. Bourque June

Dalhousie W. S. Smith Mar.

Dorchester J. Shea Oct.

Fairhaven 'A. Calder July

Grand Manan North J. E. Caskell Mar.

Grand Harbour T. Ingalk Apr.

Gull Rock Channel G. A. Johnson . Apr.

Harvey Wm. Wood June

" ~ - July

Apr.

Amount
Collected.

Remunera-
tion
Allowed.

Heron Channel D. Robertson

Hillsborough j J. O'Shaughnessy

Hopewell Cape J. H. Christopher

Ledge of St. Stephens. . . Wm. McBean Jime

Letete H. W. Harris Feb.

Moncton T. Coffey Apr.

Musquash J. McXulty .Sept.

Newcastle .J. Russell ... June

Port P^lgin and Bale VerteC. Trenholme Apr.

Richibucto J. Jardine May

SackviUe E. Chase May

St. Andrews Capt. R. Keay Feb.

St. George G. W. McKenzie 'May

St. Martin and Quaco. . . J. R. McDonough iJuly

Seal Cove J. W. Wooster 'Apr.

Shediac A. McQueen jMay

Shippegan
Tracadie . .
Waterside
West Isles.
Whitehead

J. Degn:-ace.

T. Savoy

W. C. Anderson

B. Simpson

A. Cheney

Apr.
Sept.
May
May
Apr.

$ cts.

100 00
200 00

100 00
100 00
200 00
100 00
200 00
1.50 00
3<X» 00
100 00
200 00
200 00
200 00
100 00
100 00

100 00

100 00
200 00
150 00
200 00
100 00
100 00
200 00
100 00
3<XI 00
200 00
200 00
200 00
100 00
100 00
100 00
100 00
300 00
100 00
100 00
100 00
200 00
100 00

Amount

paid to

Cr. R.G.

S cts.

PROVINCE OF NOVA SCOTIA.

Abbot's Harbour

Advocate

Amherst

Annapolis

Arichat

Baddeck

Barrington .

Bear River

Beaver Harbour

Big Harbour

Bridgewater

Big Bia.s d'Or

Cape Canso

Cape Negro

Chester

Cheticamp ...

Clark's Harbour

Clementsport

D'Escousse

Digby

Gaberus

Glasgow and Cape Breton
Pier, Sydney

F. D. Entremont May 23, 1901 .

J. W. Knowlton Feb. 11, 1908.

F. A. Gates April 3, 1907.

J. Lindgren July 7, 1898.

J. Langlois JMar. 22, 1909.

P. L. McFarlane May 6, 1909.

B. Kenny .lulv 6, 1893.

W. McFadden Sept. 27, 1897.

H. Hawbott „ 22, 1888 .

D. G. McKenzie I April 18, 1908.

W. Oakes j Jan. 28, 189(5.

J. McLean .' . . . I Aug. 13, 1903.

G. Oliver Feb. 14, 1905.

A. D. Parry May 18, 1881 .

A. C. Corkum July 8, 1896.

F. Aucoin (April 15, 1876

•I. G. Nickerson '

J. M. LeCain Oct. 18, 1898.

M. Martell April 22, 1902 .

H. Anderson June 19, 1902.

J. W. Hardy Nov. 2, 1886 .

A. McQuarrie Oct. 30, 1880. '

4 50
7 00

21 00

76 50

22 00
Nil.
30 50
27 50

1 00

0 50

13 t 00

4 00

77 50
10 00
16 50

4 .50
64 50
10 00

9 50
80 00

3 OO

33 00

200 00

100 00

300 00

200 00

200 00

100 00

200 00

100 00

too 00

100 00

100 00

200 00

150 00

•AOO 00

100 00

100 00

200 00

150 00

100 00

200 00

100 00

300 00

39 00

222

MARINE AND FISHERIES

9-10 EDWARD VII., A. 1910
Table showing names of ports, harbour masters, collections, salaries, &c. — Continued.
PROVINCE OF NOVA SCOTIA— Continued.

Names of Port.

Guvsboro

Halifax

Hantsport

Ingonish So. Baj'

Ingram River

Int. Pier, Sydney

Isiiac's Harbour

Jeddore

Jordan Baj'

Kelly Cove

La Have or Getson's Cove

L'Ardoise Upper and
Lower

Li&combe

Little Bras d'Or Lake,
between McKay's Point
and (Jrand Narrows.. . .

Little Glace Bay

Little Narrows to Cran-
berry Point

Liverpool

Lockeport

Louisburg

Harbour Masters.

Date of
Appointment.

A. M. Peart 'Feb. 11,1902.

J. E. Butler Sept. 21, 1893.

W. McCallock Jan. 17, 1892.

J. Doucett i April 30, 1!K)1 .

E. Huntly 1 Jan. 19, 1907 .

M. J. Neville jOct. 30, 1880.

T. D. Cook June lH, 1900.

E. Biker.-^ Dec. 3, 1!!03.

F. Thorbum May 11, 1901 .

J. Kenny April 6, 1908.

G. H. Zwicker Feb. 26, 1875.

Amount
Collected.

Lunenburg

Ma' ou

Mahone Bay

McNair's Cove

Marble Mountain. . . .

Margaretsville

Margaret's Bay . . . .

Margaree

Marie .Joseph

Meteghan Hbr

Meteghan River

Musquudoboit

Neil s Harbour

Noel

Northport ...

Parrsboro

Petit deGrat. . .
Petite Riviere Bridge

Port Greville

Port Hastings

Port Hood

Port Latour

Port Lome

Port Maitland

Port Morien

Port Mulgrave

Port Med way

Pubnico

Port Wade

Pugwash

River Port.

Riviere Bourgeoise. . .

River Herbert

St. Ann's Bay

St. Ann's Hbr

St. Mary's River

St. Peter's

Sambro

Sheet Harbour

Shelburne

Ship Harbour

Spencer's Island ....

G. Burke Aug. 29, 1884.

L. Wilson Feb. 20, 1900.

]). J. Campbell April 17, 1899.

E. Douglas May 8, 1884.

K. McLennan Nov. 1, 1897.

J. Ryan Dec. 22, 1906.

G. J. Locke April 2, 190G.

H. C. Levate Oct. 13, 1898.

J. Townsend, D.H.M. . . May 1, 1899.

J. Loye Dec. 10, 1896.

J. Mclnnis July 11, 1900.

A. Hyson Feb. 18, 1908.

R. McEachern Mar. 8, 1875.

D. McDonald July 26, 1892.

J. McGranaghan May •j9, 1906.

H. C. Garrisson Dec. 14, 1901.

M. A. Dunn Mar. 6, 1909.

C. Dixon Feb. 2, 1! 07

J. McLair Nov. IT, 1908.

L. A. Cormeau Re.signed

T. Williams May 31, 1905.

R. Payne July 15, 1905.

S. O'Brien Oct. 26,1905.

J. Da\-is Dec. 21, 1902.

April .SO, 1892.

June 5, 1895.

April 27, 1888.

April 27, 1909.

Feb. 15, 1908.

Julv 9, 1875.

Feb. 1.5, 1898.

June 9, 1896.

Dec. 10, 1896.

R.T. Smith

S. Boudrot

J. Nelson

J. Graham. . . .
iG. L. McLean
J. H. Murphy
|W. Shokls...'.
|F. Beardsley. .

' J. Ellis

H. McDonald IMar. 3, 1879

J. A. McDonald jJune 29, 1908.

I J. Hopkins Feb. 13, 1903.

D. Q. Amireau Sept. 27, 1882.

jj. McWhinnie .Oct. 14,1907.,

G. N. Allen 'Mav 15, 1907. 1

IT. J. C. Creaser j Jan. 8, 1901 . |

E. C. Bouchie April 9, 1886.

1 W. Y. Theal July 24, 1903 .

G. E. Fader Sept. 21, 1906.

A. McLeod 'April 16, 1909.

R. Quinn June 21, 1909. '

P. McNeil Sept. 17, 1883.

B. Smith May 27, 1890.

H. Hall April 11, 1893.

J. C. :Morrisson May 4, 1897 .

C. Marks June 2, 1884. j

D. McLelJan May 23. 1899 . '

$ cts.

2 00

1,523 00

18!) 50

9 00

48 00

421 50

11 00

29 50

5 50

0 50

45 00

4 00
23 CD

Nil.
14 00,

Nil.
162 50

Nil.
333 00

'l22'50'
7 00

24 50

Nil.
5 00
3 00
3 50
2 00

1 50

2 50

Remunera- Amount
tion paid to

Allowed. ' Cr. R. G.

5 .50
4 50

4 50
37 50

164 50
12 00

2 00
25 00
98 00

2 50
18 50

2 50

5 50

29 50

6 00
22 50
44 00
17 50

30 50
34 00

7 50
10 50

8 00
24 00
24 50
79 00
21 00

192 00

20 50

6 00

S ct?.

100 00
1,800 00
300 00
100 00
100 00
300 00
100 00
100 00
150 00
100 00
300 00

100 00
200 00

100 00
200 00

100 00
200 00
100 00
200 00
150 00
150 00
100 00
200 00
150 00
2U0 00
100 00
100 00
100 00
100 00
100 to

•S cts.

100 00
100 00
200 CO
100 00
300 00
200 00
100 00
200 00
200 00
200 00
200 00
200 00
200 00
400 00
200 00
200 00
100 00
200 00
100 00
100 00
100 00
100 00
200 00
200 00
200 00
200 00
200 00
200 00
200 00
100 00
100 00

121 50

HARBOUR MASTERS

223

SESSIONAL PAPER No. 21

Table showing names of ports, harbour masters, collections, salaries, &c. — Continued.
PROVINCE OF NOVA SCOTIA— Concluded.

Names of Port.

Harbour Masters.

Tangier

Tatamagouche . .

Tiverton. .

Torbay

Tusket

Tusket Wedge . .

Wallace

Walton..

West Arichat. . .

West Port

Weymouth

Whycocomagh. .

Wolfville

Woods Harbour
Yarmouth

C. A. Hilchey .
W. Rielley . . .
J. Blackford . .
S. Fougere . .
C. Doucette . .

J. LeBlanc

S. D. Potton. . . .
B. McCulloch. . ,
A. B. Poirier.. .

G. Welsh

S. McCormack.
N. McKinnon . ,
J. L. Franklin ,
S. K. Woods . .
E. Scott

Date of
Appointment.

Amcunt
Collected.

Remunera- Amount
tion paid to

Allowed. I Cr. R. G.

Nov. 14,
June 1,
j April 3,
Aug. 25,
Nov. 21,
May 16,
Feb. 14,
Oct. 26,
Oct. 9,
Jan. 29,
May 29,
Oct. 8,
I Aug. 16,
Feb. 19,
Oct. 19,

1901.
1900.
1900.
1903.
1902.
1901.
1896.
1905.
1896.
1899.
1897.
1875.
1901.
1892.
1877.

S cts . !

10 50 '

1 00 i
5 00 !

14 50 i
10 00 I
39 00 I

2 00
24 50
13 50
33 00 i
61 00

13 00

30 50

200 00

§ cts.

200 00
200 00
100 00
200 00
100 00
100 00
100 00
200 00
100 00
200 00
200 00
100 00
100 00
200 00
250 00

§ cts.

PROVINCE OF PRINCE EDWARD ISLAND.

Alberton

Charlottetown and Hills-

boro River

Crapaud

Egmont Bay

Georgetown

Malpeque

Minegash

Montague Bridge

Murray Harbour

Murray River

New London

Pinette

Souris East and West. . .

Summerside

Vernon River Bridge. . .
Wood Island

J. Kinch.

July 30, 1901 .

White Mar. 6,

. Myers June 17,

Henry Dec. 5,

Westaway I May 16,

Champion.

Doucette

McPher.>on . .

McLeod

McLeod

Bell

p. McDonald .

Tierney

Matheson . . .
Finlay

Young

.Dec.
Jan. 21,
May 5,
Jan. 19.
Feb. 9,
Aug. 25,
Oct. 22
May 15
Feb. 8,
Oct. 9
May 22

1909.
1874.
1906.
1904.
1896.
1908.
1904.
1907.
1897 .
1896
1903.
1905.
1907.
1884.
1899.

(

2 50

134 50

2 50

1 50

23 75

1 00

2 50

9 50

3 50

3 50

4 00

1 50

50 50

30 50

0 50

Nil.

200 00

400 00

200 00

200 00

200 00

200 00

100 00

200 CO

200 00

200 00

200 00

100 00

200 00

200 00

200 00

100 00

PROVINCE OF BRITISH COLUMBIA.

Chemainus L. G. Hill

Mar. 2,1887.

70 50

200 00

Comox G. H. Rowe

April 25, 18<,6.

339 00

200 00

139 00

La dysniith

W. Eraser

May 29, 1906.

201 00

200 00

1 00

Nanaimo Departure Bay.

J. Knarston

Oct. 26, 1905

597 50

500 00

97 50

New Westminster 'W. B. Shiles

Feb. 15, 1908.

116 50

400 00

Snug Harbour R. Kellahne

Mar. 2, 1903.

3 50

200 00

Vancouver D. A. Mclnnis

Jan. 22. 1909.

607 00

600 00

7 00

Victoria and Esquimault. C. E. Clarke. .

i

Nov. 3, 1894.

596 00

600 00

RECAPITULATION.

Province.

Number

of
Ports.

Amount
Collected.

Amount

paid to

Cr. R. G.

Ontario ....

Quebec

18
25
38
98
IG
8

S cts.

2,037 00
1,844 00
1,097 00
5,048 50
271 75
2,533 00

S cts.

120 75
281 00

New Brunswick

Nova Scotia, including Halifax

Prince Ldward Island

British Columbia

121 50
244 50

Total

203

12,831 25

767 75

1

Ji

Cajx; Ray Lighthouse, Newfoundland.

21—15

North end of Belle Isle Light Station.

21— 15i

Reinforced Concrete Lighthouse at North end of Belle Isle.

Low Litclit un South End of Belle Isle.

Fishing Schooners moored in Black Jcike Cove, l:>elle Isle.

^mj \wi' wm- tt^tt' uf r^ ^-'t. ,. .

'Z^VBi^Xj^f^^!^f;r*^t^

4

Iceberg in Strait of Belle Isle.

1

I

Iceberg in Strait of Belle Isle.

Entry Island, Magdalen Island;?, Lighthouse.

Cape Dogs, 'due., Lighthouse.

Little Metis Station, Que., showing New Concrete Lighthouse Tower.

21—16

Ste. Aune de Beaupre, Quebec, Front Rangre Lighthouse.

21— 16i

St. Pancras Point Lighthouse, Quebec.

21—17

C. G. Steamer " Montmagny "" under construction at Sorel Government Shipyard.

21-17i

I

Pin Platte on Lake St. Peter, St Lawrence River.

Xew Steamer " Lambton" for Lighthouse Construction on the Great Lakes.

New Steamer " Lambton " for Lighthouse Construction Service, Great Lakes.

New Steamer " Simcoe " employed in Lighthouse Supply and Buoy Service on the Great Lakes.

Port Stanley, Ont., Concrete Lighted Beacon under construction.

Colchester Keef, Ont., Lighthouse.

i

\

i

i

Owen Sound, Ont., Back Range Lighthouse.

21—18

Point Edward, Ont., Front Range Lighthouse under construction.

21— 18A

i

i

Stag Island Shoal Lighthouse, St. Clair River, Ont.

Grand Trunk Elevator, Depot Harbour, Ont.

i

Canadian Northern Railway, Iron Ore Trestle, Key Inlet, Georgian Bay.

Entrance to Port Stanley, Ont.

i'ort Stanley, Ont., site for Concrete Lighted Beacon.

Triangle Island, Cape Scott, B.C.

k

First Order Lighting Apparatus, Cape Ray Lighthouse, Xfld., maintained by Dominion Government.

mm

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