CHAPTER XVII.

_Shedding sidelights on unities of Canadian railway management

during the War._

A railway is a republic and a monarchy. It is a republic because

there is no pre-emption of high offices for any favoured class among

its servants. It is a monarchy in the virtual dictatorship of its

President. The Canadian National system has practically a hundred

thousand employes, to every man of whom, if he entered the service

young enough, the highest executive office is open.

All the great rises in railway history have not begun on headquarters

staffs. The most important vice-president of the Canadian

National--S. J. Hungerford--came from the lathe. President Smith of

the New York Central lines, worked on the section. Van Horne was a

telegraph operator. Lord Shaughnessy was a clerk in Milwaukee. Sir

William Whyte, who administered the C.P.R. west of Fort William with

great distinction for many years, was a brakeman on the Credit Valley

line. Sir William Mackenzie taught school. Sir Donald Mann’s prowess

with the axe is proverbial, wherever the story of his encounter with

a touchy Russian officer in Manchuria is told.

Two aspects of the openness of the climb to railway summits are,

perhaps, worth discussing--the ability and character developed among

executive officers; and the relations of railway with railway when

they meet as rival, and sometimes hostile, powers.

Basically, one does not claim a superiority for either generation

of colleagues with whom he has worked during fifty years. On the

whole, I think, we older fellows, who are a little nearer the

Shorter Catechism than some of our more recent executive brethren,

compare fairly favourably with our heirs. But, in social and ethical

standards, there has been a tremendous leveling up in the railway as

well as in other worlds.

Take drink--or rather, think of drink, and the general business code.

Leaving aside the controversy which breeds such a remark as that a

man would rather have prohibition than no alcohol at all, there has

been a beneficent change in custom. In the old Bonaventure station at

Montreal, over forty years ago, every pay day saw the office desks,

in some departments, littered with almost as many whiskey bottles as

pay checks. Where the bottle abounds, its unhappier fruits will be

found also. It may be due to a lack of observation, as well as to

a want of experience, but I cannot assert whether, in Montreal at

that time, spiritual discussion was as inevitable a concomitant of

spirituous indulgence as it was reputed to be in Scotland in days not

lang syne. But nothing is more certain and more gratifying than the

elimination of intoxicating liquor as an ingredient in daily business.

With slacker social proprieties than we now enjoy, the lower standard

of ethics in the railway business showed itself in manners which

may be mentioned without offense, seeing that there have been

great changes for the better. Forty years ago the great bodies of

railway workmen were not organized in unions. The recurring bottle

on the office desk had its fellow where men like engineers gathered

together. The advent of labour unions, though it brought a few

complications with which, perhaps, the services need not have been

troubled, unquestionably raised the morale of all the bodies of men

enrolled in them. To-day there is the severest look-down on the man

who allows liquor to mar his efficiency--it was so, long before

prohibition descended upon us. Any man in trouble because of drink

gets very little sympathy and very short shrift from his union.

With the rise in morale as to personal behaviour has come a

corresponding advance in the breadth and ability with which the men’s

side of labour difficulties is handled whenever cases of discipline

arise--of which something presently.

Improvement of morale does not largely influence another condition,

which may not affect railways more than it does other walks of life:

though, with the multitudes of men, and variety of departments,

the situation may be thrown into stronger relief in railway

administration than in some other branches of industry. I allude to

promotion, and the reasons why some men--most men--do not rise high

or fast.

An old friend in London who had developed a unique business out of

nothing, was asked what percentage of those who had worked under him

during sixty years had enough executive capacity to deal with an

emergency when their superior was away, without being frightened by

their assumption of responsibility. His answer was: “Perhaps two per

cent.--not more.”

Sir William Whyte with whom this facet of success was discussed,

thought the estimate was low, for railways, because the very nature

of railroading--movement, climatic emergencies, accidents, for

example--develops latent ability to meet unexpected conditions, to an

extent that does not apply to a calling wherein the employes operate

in one set of buildings. But, Sir William said, an outsider would

be surprised at the number of men who declined promotion because of

fear that they would be inadequate to enlarged, unfamiliar duties.

One recalls our first engineer at Edmonton who, promoted to a

superintendency, asked for his throttle again.

One is sometimes divided between the two views--that ability is

scarce in the world, and that it is abundant. The question was once

raised among a company of men of affairs--How many high officers in

public, or semi-public service, are the superiors in ability of their

chief subordinates? One, with a wide knowledge of lands and men, said

he thought that perhaps two in five would be the average.

“Oh,” said another, who had sat in Parliament, “your percentage is

far too high. There may be ten able men in the House of Commons--one

in sixty-seven!”

It is true that many men in railway service have a lower estimate of

their own ability than their superiors have had; and that they have

remained stationary because they hadn’t the courage to rise when the

chance came. There are others--not many--who have risen pretty high

because, in the man-power of a railway there is something like the

steam-power which moves trains. A man may be just as powerful as a

locomotive; and just as narrow, and just as helpless if he doesn’t

stay on the track where he was put.

Here, for instance, is a youth in an office, blessed with the great

virtues of willingness, diligence, method, perseverance, and the

ambition to better himself. He isn’t everlastingly looking at the

clock. If he is asked to stay late, he shows that he likes to be

thought important enough to be invited to share an extra burden. All

these distinctions may belong to a head which does not harbour an

expansive, wide-seeing mind. They combine into an efficiency of a

sort that is not at all to be despised, and which almost inevitably

brings promotion.

In spite of the impulses to a liberalized mastery of his work, such

a man will develop qualities that magnify the tendency to use red

tape which afflicts some officials in all large institutions, from

Governments down. It narrows the capacity of subordinates through

a persistent, but usually unrecognized dread of giving an official

inferior full scope to develop any originality he may possess. The

fear of the secondary man coming to the primary place is common

everywhere. You cannot expect a small man to display the qualities of

a giant.

A railway officer, like the centurion who, being under authority,

had soldiers under him, may wire two or three thousand miles to a

subordinate and know that his directions will be obeyed. Perhaps

there is no more potent inducer of a sense of authority than this

ability to command, at long range, by the invisible messenger. It

sometimes produces in a railway official, to whom the wires are free,

a rather morbid pride in keeping in touch with his office when he

is away, by making his office keep constantly in touch with him. An

old colleague used to say that if he could edit the departmental

telegrams of any leading railway system on this continent, and

be paid a cent a word for prevented verbiage, he would become

disgracefully rich in five years.

The admirable tendency in executive efficiency--the encouragement

of initiative--is represented by the practice of the departmental

head whose duty carried him often and far afield--frequently for

weeks at a time he would be absent from his office. He secured the

ablest assistance his appropriation afforded; and when he went away

his instruction to his deputy was:--“Don’t bother me with telegrams,

unless it is absolutely necessary--I assume you are equal to your

job. Whatever comes up, don’t be afraid to deal with it, according to

your best judgment. Always have a clear reason for whatever action

you take, and when I come back I will back you up, even if I don’t

agree with all you have done.”

It is rather a tempting excursus--this discussion of the discovery

and use of executive ability; but it must be passed by, with the

further remark that, on the whole, railways, as I have known them,

are staffed by able, conscientious men, in all ranks; and that, while

our twenty years of phenomenal expansion cannot recur, and the scope

for promotions will be limited, compared with what it was, railway

service will always be a great arena for the use of talents of the

highest order, even though they may first be exercised in the most

unlikely-looking corners of a great system.

Railway rivalry is as keen as any other rivalry in business or

politics, though I think it is healthier than what one sometimes

sees in the political sphere, where ultimate rewards and punishments

lie with electorates who may have given no study to the affairs

they judge. Human nature being human nature, the personal equation

sometimes enters prejudicially into the larger responsibilities

confided to individuals.

The public has occasionally seen it in speed contests and rate wars.

In the middle eighties the Grand Trunk, stung by the too challenging

advent of the C.P.R., and both lines being subject to certain

personalities which should have subdued themselves, ran competing

trains between Ottawa and Montreal in something over two hours. For

several years, owing to incompatibilities at the top, the Grand Trunk

and C.P.R. did not exchange passes. When the Grand Trunk Pacific was

building, and a Grand Trunk Pacific man had business in Montreal,

although the shortest way was by C.P.R.--and the journey would

bring revenue to the C.P.R. sleeping and dining car departments--he

travelled via Chicago, because President Shaughnessy and President

Hays had fallen out.

It is no reflection on Lord Shaughnessy or Sir William Mackenzie to

say that they did not get along well together. The explanation was in

the conscious majesty of the C.P.R. in presence of a rival which had

carried all the marks of infant feebleness and youthful audacity; and

in the natural-born imperiousness of a man who knew without boasting

of it, that he was doing a great work, and did not need, on his

abilities, to take second place to any native or adopted Canadian.

But even here, the individual incompatibility could be subordinated

to a statesmanlike regard for interests which were greater than

either man’s temperament--of which two instances may be given.

Perhaps the most brilliant stroke the Canadian Northern ever made was

the acquisition of the line from Regina to Prince Albert from its

owners, and away from its lessees the Canadian Pacific. When it is

said that at the beginning of its operation as a Canadian Northern

branch the old Qu’Appelle and Long Lake furnished six million bushels

of wheat for delivery at Port Arthur, the importance of the change

may be appreciated. It gave us main line haulage equal to 600,000

miles for one full-loaded car.

In the fall of 1906 the lease to the C.P.R. was expiring, and the

owners of the railway offered it to the Canadian Northern. Mr.

Mackenzie caused Sir Thomas Shaughnessy to be asked whether he

desired to retain the road, as he would not negotiate if the C.P.R.

wished to retain the property. The reply was a speedy “No,” and the

transfer was settled that very day.

On the other side of the account--a time came when it was thought

that some closer association between the C.P.R. and C.N.R. might

be advisable, in view of the impending competition of the G.T.P.

against both. Sir Thomas Shaughnessy, meeting a Canadian Northern

officer one day in Montreal, took him to his room; and said there

was an opportunity for better relations between the two lines. He

and Mackenzie, Sir Thomas said, didn’t get along very well, but that

needn’t make any difference. Wouldn’t his present friend and old

colleague take the matter up, in a friendly spirit, with Mackenzie?

The effort was made, with excellent prospects of success, until

political consid--but that’s another story.

These things are mentioned because, when one goes on to say that

railway relations are fully as good as human nature and commercial

competition will permit, it must not be understood that anything like

Christian perfection is claimed for our sort of people. Speaking

broadly, but very comprehensively, the personal relations of railway

chiefs are excellent. When difficult questions have been fought over,

and fought out, friendliness resumes its wonted dominion over the

contenders. It would be said by my friends Mr. Beatty, President of

the C.P.R., and Mr. Kelley, formerly President of the Grand Trunk,

I think, that our relations were always of the happiest, whether we

were associated competitively, or co-operatively.

Mr. Kelley, who dropped out of Canadian activities when the Grand

Trunk organization was nationalized, was like M. H. MacLeod, in his

change from engineering to general administration. He was an American

with a wide range of construction experience, abroad as well as in

the western United States when the Indians were a menace to advancing

civilization.

Mr. Beatty, too, is an example of what is regarded as a change of

profession. He went to the C.P.R. as a young lawyer; and became

president at forty years old, after several years’ headship of the

legal department. He exemplifies the great truth about administrative

quality--that it is not routine proficiency, but grasp of varying

conditions, and capacity quickly to reach and execute decisions which

constitute the title to supreme executive control.

When, in October, 1918, Lord Shaughnessy retired, and Mr. Beatty

became his successor, a very experienced C.P.R. director was asked

why so young a lawyer had been so remarkably elevated. “Because he

is the best-equipped man for the job,” was the complete answer.

I do not think it is true that as men of affairs grow older they

are prone to look back and say there were giants in those days. As

a father rejoices in his son’s eminence, so an old railroader is

delighted to see executives who are young enough to be his boys

conspicuously displaying every mastery of their work. After all, to

have any other disposition would indicate that the generation going

down the hill had been unable to impart anything worth while to those

who are ascending the heights.

One’s pride in President Beatty as a man who adorns his profession,

and dignifies every phase of Canadian achievement he touches, is

the gratification of a competitor as well as the appreciation

of a colleague during the strain of war. The Canadian Pacific

is a Canadian institution; and I am certain that in its first

Canadian-born President it has a chief whom his countrymen will have

abundant cause to honour without waiting for his absence to direct

attention to the value of his presence.

Railway relationships were doubly gratifying during the war, which

had its compensations. The question arose of obtaining the maximum

efficiency of war service from the Canadian railways, as it had more

instantly arisen in Britain, and was fated to appear in the United

States. In Britain there was a Governmental amalgamation of railway

services, as there was in the United States several years later.

Something like the British method was proposed in Canada; but the

Government decided to put patriotic efficiency up to the railways

themselves. The Railway War Board was the outcome.

It was established in co-operation with Dr. Reid, Minister of

Railways and Canals, who showed in this, as in the subsequent

setting up of the Canadian National Board of Directors, an exemplary

superiority to political influences. His letter to me, at the

handing over of the Government railways to the directors who were

appointed to administer the Canadian Northern, containing the most

explicit assertion of the necessity for conducting our business on

a purely businesslike basis, was, I have no doubt, all the more

readily written, because of the experience already gained, of how the

railways could serve the nation and the war with disregard of the

ordinary rivalries of competitive business.

We who served on the War Board can say that we gave to the nation the

maximum of efficiency and economy in our power. We merely did our

bit. We never looked for a word of gratitude from Parliament--and

proved the wisdom of “Blessed is he who expecteth little.”

Curiously, the Government ownership of railways played an absolutely

unique part in this phase of railway history. The Intercolonial, in

a wonderful, and totally unforeseen way, justified its building as a

political railway. One is the more delighted to say this, because of

a somewhat different tone that has perforce been discernible in one’s

allusions to some aspects of its administration from its earlier to

its latter days.

For three years our Atlantic ports absolutely saved the situation,

as far as Canada’s sustained support for the war was concerned.

Until the United States followed our example, in April, 1917,

the short-line military access to the Atlantic ocean during the

winter was not open to Canada. We couldn’t reach Portland by the

Grand Trunk, or St. John, freely, by the C.P.R., because either

movement meant using a foreign neutral for military purposes. The

Intercolonial, therefore, was our true approach to Europe.

But the Intercolonial ran only from Montreal; and troops and supplies

had to come from all over Canada. There could not be efficient

movement from and to Montreal without co-operation in all the country

between Montreal and Vancouver and Prince Rupert. The four main

Canadian railway systems for war purposes were, therefore, operated

as one vast national system. The Intercolonial in winter and spring

was the only small end of the funnel. In summer, as Halifax was the

nearest port to Britain, and the submarine menace made the shortest

possible sea voyage more important than short land journeys on this

side of the Atlantic, the Intercolonial was also in extensive use.

In several vitally important respects the Intercolonial was more

consequential than the other lines combined. It had to receive a

larger proportion of wounded and returning troops than any of them.

The first provision for hospital trains fell on the Intercolonial;

and the “fish trains” were its peculiar care. Before coming to the

“fish trains’” part in making the world safe for democracy, let a

word be said about Moncton’s and Halifax’s patriotic service.

Moncton, perhaps, excelled all other Canadian cities in the constancy

of its beneficence to soldiers going to the war. Never a troop train

reached Moncton the soldiers in which did not receive hospitality

from the citizens, and inspiration from the town band. On one day,

for example, the band gave melodious welcome to eleven trainloads

of soldiers. Many of the players were Intercolonial employes, who

sacrificed much time and money to speed the departing warriors.

Halifax was blown to pieces by the war. But her recovery from the

worst disaster that has befallen any Canadian city was swift and

courageous. With troops going or coming, on many of the biggest

steamers afloat--the Olympic was the greatest ferrier of valour

the world has ever seen--there was promptitude and skill in every

movement out and in. During demobilization Halifax was used in summer

as it had been during hostilities, in the interest of speed. On the

morning of July 9th, 1919, the Olympic docked at No. 2 pier at 7.15.

The first special train, Intercolonial to Montreal, thence C.P.R.,

to Vancouver, pulled out at 7.40, the next at 8.02 and the third at

8.15. The eleventh special from the Olympic, brought the total of

men disembarked up to 5,430, and left at five minutes past eleven.

“Fish trains” carried British gold to be minted at Ottawa, most of

it to be sent to the United States to pay for war material. “Silk

trains” carried Chinese coolies who were brought across the Pacific

to work behind the trenches in France and Flanders. Between July,

1917, and April, 1918, sixty-seven “silk trains” entered Halifax

carrying 48,708 coolies. But the coolies, even when they could be

kept behind blinds, were not as interesting as the boxes of gold, of

which the public knew nothing, and about which observers along the

route were mystified indeed.

Warships brought to Halifax gold cargoes each worth from ten to

twenty million dollars. The average sized “fish” special consisted

of six baggage cars (the first as a buffer behind the engine, and

accommodating guards), and a private car, in which were railway

officials. At night an armed guard rode on the engine. Through a

train telephone, notice was given of anybody having authority to pass

through the cars.

The most precious “fish train” was of eleven cars, holding

sixty-seven million dollars. A wheel tapper at a division point said

to another, “I wonder what kind of a train this is, with so many

baggage cars and no passengers.”

“I’ve heard it’s carrying gold,” said the other.

A discussion of the values followed, and the estimate was made that

the freight was worth from ten to fifteen thousand dollars.

After all, these features of war service were only unusual variations

from phases of railway management which are special to Canada. We

love our climate. Canadian children would almost as soon lose the

summer as do without the winter. But there are certain disadvantages

in our relationship to the North Pole. It is all very well to say

that things don’t grow in the winter, anyway--not even in Texas. But

the longer the winter the more handfeeding of cattle there must be.

A Cobalt silver mine’s ore mill must be heated in winter, as one in

Mexico need not be. It takes more coal to keep up locomotive steam in

forty below zero than must be burned at forty above.

Trains fall behind their schedules in very cold weather, not because

of operating inefficiency, but because temperature is the mightiest

tyrant in the world. Compared with the southern states, or northern

England, for example, equipment must be built to subdue Jack Frost

in his sharpest mood. Treble windows, asbestos-covered steam pipes

beneath the cars, to withstand the piercing cold and the rushing

wind, which takes the heat from them faster than the summer sun

drinks dew--these are some of the factors against time-keeping when

the thermometer is low.

Dripping water from wash-rooms or dining-car kitchens will often

freeze the outlets of pipes. When the train is examined at a division

point, instead of the customary ten minutes for testing, and priming

the cars with ice and water, twenty or thirty are occupied thawing

out the pipes at crucial spots.

If, when winter comes, there were a freezing of the track, and no

thaw until the spring break, care of lines would be comparatively

simple. But the all-powerful temperature is as changeable as an April

sky. Thaws and rains arrive, switches and sidings must be kept clear

of ice, so that when trains pass or turn in there is no uncertainty

about where they will go. Depressions and elevations in the roadbed,

through the freaks of frost, compel the adjustment of the rail

levels--shimming it is called--which makes spring travel somewhat

unstable.

The item of station and water-tank fuel is big. How many people

realize that every water tank must be heated, night as well as day,

from fall to spring, and that in most cases the water supply must

be maintained by a man who patrols perhaps fifty miles of line on a

gasoline-driven jigger, doing nothing but pumping and warming water?

It isn’t all lavender, this running of railways in a Canadian winter.

One’s admiration for the constancy of the men who are out on the

line never diminishes--it is good medicine to have walked half the

night in thirty below zero to obtain help for a frozen-up train on a

pioneer line. As we are touching on the service of workmen, perhaps

this is a suitable place to name a feature of the Railway War Board’s

work which deserves far more appreciation than can be given to it

here.

Formerly each railway was a separate entity, as far as the trade

unions were concerned. The war brought about a unification which is

still effective in many respects. For all labor matters we formed a

Board of Adjustment on which the railways and the unions had equal

representation. The chairman was changed every six months, the

companies and the unions supplying him alternately.

Every contested case of discipline came before the Board, as before

a Court. It was threshed out, and a decision arrived at, by which

the company concerned stood, even though it was against the grain to

reinstate a man whose dismissal was believed to have been justified.

In no case was it necessary to call in an independent authority

to review a judgment of the Board of Adjustment. The labor

representatives were as judicially minded as their colleagues.

I did not sit on this Board, but was, of course, in the closest

touch with its work and results. Nothing finer in desire for, and

capacity to get at the truth could have been displayed than the men’s

representatives invariably showed.

It must not be supposed that one’s admiration is confined to what,

for the want of a better word, must still be called the lower

ranks of the service. After all, a railway is an entity of vast

ramifications. To be a true success it must work effectively in all

its parts, and win the goodwill of those whom it serves. It would

take pages and pages to sketch, ever so fragmentarily, the wealth

of comradeship, official and otherwise, which was woven into half a

century’s railway service.

Publication of these recollections has renewed, in lively fashion,

many memories and associations which one had rather supposed the

years had dimmed. Survey of what has been written and received makes

it only too clear how inadequately one has shown forth the excellence

of friends and comrades whose goodwill, forbearance and support have

made a long and exacting toil infinitely worth while.

APPENDIX A

ABRIDGED SPECIAL REPORT OF THE OPERATING

AND MAINTENANCE DEPARTMENT, CANADIAN

NATIONAL RAILWAYS, FROM THE FALL OF

1918 TO THE END OF 1921.

The following account of the operating and maintenance department

of the Canadian National Railways is a shortened form of the

report of the Vice-President in charge, which was included in the

comprehensive survey of the railways’ position, submitted by the

President to the Hon. Mr. Kennedy, on his becoming Minister of

Railways and Canals, and as the outcome of the interview mentioned

on page 265. Perhaps no report which has reached the public gives so

succinct and comprehensive a sketch of the manifold activities of

the operating and maintenance department of a great railway system.

It is thought these appendices will be of some value to Canadian

taxpayers who are interested in knowing how their money has been

spent on railways account.

The Management of the National Railways, during 1918-21, was required

to weld a number of disjointed and separately operated Railway

properties into a single system, completely rearrange jurisdictional

territories, and reorganize all departments, dispose of the

accumulated arrears of work in connection with the maintenance of

equipment and permanent way and structures, provide large quantities

of new rolling stock, develop and inaugurate the use of new

standards, systems, methods, plans and forms, while dealing with the

most extensive and important wage movement that ever took place in

the history of roadbuilding.

The functions of the Operating and Maintenance Department may be

broadly grouped as follows:

(a) Transportation (i.e., train and station service).

(b) Maintenance of rolling stock.

(c) Maintenance of track bridges and buildings, including the

provision of additional facilities or the extension or improvement

of facilities on all lines, excepting those still under construction.

The Railways are generally divided into two grand divisions, viz:

EASTERN--6,828.0 miles; embracing all lines situated east of

Armstrong, Ont., and Port Arthur, Ont., and extending to the Atlantic

Coast, including Prince Edward Island. In charge of a General Manager

whose office is at Montreal, Que.

WESTERN--10,030.4 miles; embracing all lines Armstrong, Ont., and

Port Arthur, Ont., and west to the Pacific Coast, including those

on Vancouver Island and the Duluth Winnipeg and Pacific Railway. In

charge of a General Manager whose office is at Winnipeg, Man.

Eastern Lines are again subdivided into three General

Superintendents’ Districts, viz:

District Located Headquarters at Miles

Maritime Principally in Maritime Moncton, N.B. 2671.3

Provinces

Quebec Principally in Quebec Quebec City 2356.1

Ontario All in Ontario Toronto, Ont. 1800.6

Western Lines are subdivided into four General Superintendents’

Districts, viz:

District Located Headquarters at Miles

Central Principally in Manitoba Winnipeg, Man. 3156.6

(including Duluth, Winnipeg

and Pacific Railway lines in

Minnesota 172.6 miles).

Prairie Principally in Saskatchewan Saskatoon, Sask. 3181.8

Western Principally in Alberta Edmonton, Alta. 2162.5

Pacific Principally in British Vancouver, B.C. 1529.5

Columbia

Note--In the Pacific District, an Assistant General Manager is

in charge instead of a General Superintendent, on account of its

remoteness from General Manager’s headquarters.

General Superintendents’ Districts are again subdivided into

Superintendents’ Divisions, each averaging approximately five hundred

miles.

The general division of territory under General Managers, General

Superintendents, and Superintendents is substantially the same

as on the Canadian Pacific. The General Managers’, General

Superintendents’, and Superintendents’ staffs are also generally

similar to those on the Canadian Pacific, and the division of duties

and responsibilities, and the relationships between sub-departments

are substantially the same.

The actual work of operation is divided between sub-departments

as follows, and the first five functions are those generally

handled divisionally, while the balance are largely controlled by

departmental organization.

1. TRANSPORTATION:--Operation of trains, switching in yards,

operation of freight houses, team tracks, etc.

Car Service and Car Accounting--Having to do with the distribution,

movement and record of cars, and collection of per diem and demurrage.

2. MECHANICAL:--Maintenance of locomotives, cars, work equipment,

including shops and roundhouses, and the preparation of plans,

specifications, etc., for new equipment.

3. MAINTENANCE OF WAY AND STRUCTURES:--Maintenance of track, bridges,

buildings, and the provision of additional or improved facilities on

operating lines.

4. POLICE AND SPECIAL SERVICE:--Policing and protection of Company’s

property, investigating of irregularities, etc.

5. MEDICAL SERVICE:--Physical examination of employees, attention

to persons injured on the railways, and general supervision of all

matters relating to the health of employees and patrons.

Note:--Associated with this Department is a Safety organization for

the prevention of personal injuries.

6. TELEPHONE AND TELEGRAPH SERVICE:--Local services of this

character, and being actually a part of the Transportation Department.

Note:--All through telegraph service, whether Commercial or Railway

business, is provided by Canadian National Telegraphs.

7. DINING AND SLEEPING CARS, AND HOTELS:--Operation of dining,

sleeping, parlor and tourist cars, and hotels, restaurants, etc. (In

charge of a Manager, who reports directly to the Vice-President.)

8. COAST STEAMSHIPS AND FERRIES:--Operation of Grand Trunk Pacific

(British Columbia) Coast Steamships and certain car ferries, tugs,

barges, etc., employed on both the Pacific and Atlantic Coasts in

connection with Railway operations.

9. ELECTRIC RAILWAYS, (126.2 Miles):--Operation of certain electric

railways in Ontario. Each of these lines is in charge of a general

officer who reports directly to the Vice-President in charge of the

Operating and Maintenance Department.

The organization is a combination of the departmental and divisional

systems and is arranged along the general lines that the experience

of the Canadian Pacific and Canadian National Railways has shown

to be best for the conditions and vast territory involved. Each

territory has a substantially complete organization, under a

single officer, who is required to follow the general policy and

observe the standards prescribed by the expert at the head of each

sub-department. For operating action the organization is divisional,

but the work is planned and prescribed under departmental standards,

subject to the approval of the territorial Executive head of

Department.

The Vice-President in charge of the Operating and Maintenance

Department has the following Staff Assistants:--Transportation

Assistant, Engineering Assistant, Mechanical Assistant (Locomotives),

Mechanical Assistant (Cars), General Superintendent of Car Service,

Statistician, Chief Electric Engineer, Engineer of Standards,

Superintendent of Police and Special Service.

TRACK AND STRUCTURES:--Tracks were showing the cumulative effect

of the stress of the War years, during which an abnormal volume of

business had to be handled over portions of the system, particularly

lines east of Port Arthur, and the maintenance work on all lines was

abnormally difficult on account of the shortage and inefficiency of

labor, and the difficulty and time necessary to secure supplies of

material.

Vigorous action had to be taken to permit of satisfactory service.

This work has been energetically carried on with gratifying results

insofar as economy, regularity and safety of transportation are

concerned. Unfortunately, prices and scarcity of labor and material

continued to increase until the latter part of 1920, with the result

that the cost of performing this absolutely necessary work was

abnormally high during the first two years.

RAILS:--Most of the main line east of Winnipeg was laid with 80 or

85lb. rails, but many miles of main lines were still laid with rails

on branch lines had to be replaced, on account of wear, and their

inability to carry heavy cars.

Parts of the main lines west of Winnipeg were already laid with 80 or

85lb. rail, but many miles of main lines were still laid with 60lb.

rails which, on the more important traffic sections were replaced by

85lb. rails, and the lighter steel thus released was used on branch

lines under construction.

The installation of heavier new rails does not necessarily imply the

scrapping of the rails that are taken up. They are generally used

over and over again. In this way a large mileage previously laid with

light rails has been equipped with 80 or 85lb. sections.

The statement of new rails purchased for application during the years

1919, 1920, 1921 and ordered for 1922, follows:--

Year Tons Miles

1919 92,703 692.0

1920 67,238 532.0

1921 79,754 559.0

1922 (on order) 51,000 360.0

TIES:--The general condition of ties on the older lines, due to

deferred maintenance during the war necessitated an abnormally high

percentage of renewals. On the Eastern branch lines very large

numbers of ties had to be installed immediately, to maintain traffic

with reasonable safety.

The situation was markedly aggravated because of a very large mileage

constructed between 1910 and 1914 on which the original ties had to

be largely replaced, the average life of untreated softwood ties

being approximately eight years.

The condition of ties on these lines of late construction is now

approaching normal, and on the older lines is satisfactory.

The new ties laid for maintenance and not for new construction, are

as follows:--

Year Number Average Cost

1919 7,203,532 .73c

1920 7,245,035 .81c

1921 5,898,374 .85c

1922 (ordered) 4,500,000 .57c

(to be applied) 5,500,000

BALLASTING:--A great deal of the mileage was insufficiently

ballasted. Speed of trains was restricted, riding qualities were

wholly unsatisfactory, and the expense of constantly restoring track

to passable surface and alignment was unnecessarily high.

Some of the more recently constructed main lines were fairly well

ballasted when built, but a good deal of the ballast was, as is

usual, absorbed in the embankment before it solidified. As the dump

settled it left many sags and irregularities in the track. It was

imperative to apply a very considerable amount of ballast in excess

of what might be considered normal for older track. Most of this

extra work has been performed. This experience in connection with new

lines is common. Track is not usually considered to be stable until

it has been ballasted three times. The use of heavier locomotives

and cars, to secure economical operation, also necessitated heavier

ballasting on certain sections.

The improvement in track conditions has been most marked, and we are

now enjoying better riding, greater track stability, and less cost of

maintenance.

BRIDGES, TRESTLES AND CULVERTS:--Prior to the period under review,

the Intercolonial main line bridges had generally been replaced by

heavier structures to carry larger and more powerful locomotives.

But construction of double track at certain points necessitated new

double track bridges, the most expensive one being over the Tantramar

River in New Brunswick.

The situation on the branch lines, including the Halifax and

Southwestern Railway was very unsatisfactory. The steel bridges were

generally of insufficient strength to safely carry the heavy cars

coming into general use on all roads. The wooden structures required

complete replacement or very extensive repairs. While a considerable

number on those branch lines require attention in the near future,

most of them have been dealt with.

The National Transcontinental bridges were generally of a high

standard, but some pile trestles, particularly at points where the

foundations were uncertain, have been replaced.

On the Canadian Northern Quebec lines the bridge situation was

very serious. Bridges are very numerous. The large steel ones were

generally too light for heavy locomotives. Replacement of the timber

structures was imperative. Traffic from the paper and pulp industry

had so rapidly increased, that it could not well be handled with the

comparatively small locomotives that could use the bridges. It was

expedient to reduce the loads of large capacity cars, or to place

lighter cars between them to ensure safety. Besides the inability to

handle satisfactorily all of the traffic offered, the use of so many

train units was extremely wasteful. There was no alternative but to

replace most of the bridges.

This work was undertaken in the spring of 1918, to make the main

line between Ottawa and Quebec, between Montreal and Joliette;

between Garneau and Riviere au Pierre; and between Quebec and

Chicoutimi; suitable for Mikado locomotives, with a tractive effort

of 53,000 lbs. compared with those of 25,000 and 30,000 lbs. formerly

available. With a very large increase in the tonnage and decrease in

the number of trains, the economies in operation are very great.

On the Canadian Northern main lines between Ottawa and Port Arthur,

and Toronto and Capreol, while steel bridges of high classification

were provided over the principal streams many ravines were crossed

by timber trestles, the intention being to fill them with earth when

the lifetime of the original timber had expired and provide steel or

concrete structures over the streams.

There were eighteen miles of timber trestles on these lines in

Ontario. To date about one-half of this mileage has been disposed of.

The same policy in respect to timber trestles was followed on the

Canadian Northern and Grand Trunk Pacific Railways in the West.

There are many large timber structures on the Grand Trunk Pacific

between Winnipeg and Prince Rupert, and also on the Canadian Northern

between Warden and Brazeau in Alberta. Again, on the line between

Wayne and Calgary there are many comparatively small trestles but

about one-third of them have been replaced. There are also quite a

number of timber structures on the Canadian Northern between Edmonton

and Vancouver, but most of them are small. All large openings are

crossed by heavy steel bridges.

STATIONS AND OTHER BUILDINGS:--The only large stations that have been

constructed are terminal buildings at Levis, Capreol, Hornepayne and

Rainy River. Ordinary stations have been erected at intermediate

points either to replace ones destroyed by fire, or under order of

the Board of Railway Commissioners to meet the demands of increased

traffic.

The roof of the train shed at St. John collapsed in 1919 as a result

of age and corrosions, and was entirely removed, temporary wooden

umbrella shelters over platforms being substituted. The station

building itself has also suffered to some extent, apparently through

the settlement of foundations. Plans have been prepared for a new

station of different type, suitable to the peculiar topographical

conditions, but as grade separation and the cutting down of grades

are involved, an agreement with the City is necessary before any work

can be undertaken.

Numerous enlargements of freight sheds and express buildings have

also been made, to provide for growing traffic.

Owing to labor shortage, it was exceedingly difficult to maintain

section forces, largely on account of lack of living accommodation at

isolated points. It was found necessary to build section houses each

year. This policy will necessarily have to be continued for several

years before the lines are completely equipped.

On account of the newer main lines running through thinly populated

territory, and the terminals being located where no previous

settlement existed, it has been necessary to build cottages for

our employes, notably, Napadogan, N.B., Parent, Que., Capreol,

Hornepayne, and Atikokan, Ont., Kamloops and Boston Bar, B.C. No

further large expenditures in this connection are anticipated, except

at Edson, Alta., on account of the Canadian Northern and Grand Trunk

Pacific consolidation.

On account of rapid development of lumbering and mining north and

west of Sudbury, the lack of accommodation for unmarried employees at

Capreol became acute. Adopting the practice of the Grand Trunk and

Canadian Pacific Railway, a building was erected at that point and

turned over to the Railway Y.M.C.A. to operate. This institution has

been of great benefit to the employees, and has undoubtedly resulted

in improved morale and better service. Several other points on the

System greatly need some facility of this kind.

WATER SUPPLIES:--East of Winnipeg good water is so abundant that the

only work required was to ensure the regular supply, or in a few

instances, to provide new supplies to facilitate traffic movement, or

to substitute gravity or hydraulic ram operation instead of pumping

to reduce the cost. This applies also to western Alberta and all of

British Columbia.

Between Winnipeg and Edmonton, or Calgary, the situation is entirely

different. Rivers are few and far between and the difficulty of

securing adequate supplies of water at proper intervals is very

great. Much of the water obtainable from wells or small lakes is

so heavily charged with suspended matter or salts in solution that

it produces scale on the interior of boilers, causing them to leak

so seriously as frequently to result in complete failure on the

road, and greatly to increase the consumption of fuel and boiler

maintenance costs.

There are many stretches between water tanks of such length that

locomotives could not pull fully loaded trains with the water carried

in their own tenders and had to draw one or more water cars behind

them. Until recently, it was at times necessary to employ from one

hundred and fifty to two hundred water cars simultaneously. This

practice is very expensive, as each car usually displaces a revenue

load, its maintenance cost is very high, and the trouble and delay at

terminals incidental to their use are very great. On a single G.T.R.

subdivision of less than a hundred miles, during a period of heavy

traffic, water cars on trains, cost $10,000 per month.

A certain amount of work was done each year, but was undertaken on

a much larger scale in 1921. Pipe lines of considerable length have

been constructed to obtain water from several streams. Numerous

existing wells have been deepened or enlarged. But, in general,

the policy has been followed of providing storage reservoirs by

excavation, or by the damming of ravines, or by a combination of the

two, in which to catch and hold the water resulting from melting

snow in the Spring of the year, or from rainfall. This water is the

best obtainable on the Prairies. The open storage arrangement has

the advantage of showing at any time the total quantity of water

available.

TELEGRAPH AND TELEPHONE:--Lines east of Quebec, and west of Port

Arthur, were moderately well equipped with wire facilities, but

between Quebec, Montreal, Toronto and Port Arthur there were only two

iron wires, both of which were used exclusively for local railway

operation.

The consolidation of the Canadian Northern and Canadian Government

Railways into the Canadian National System, with headquarters at

Toronto, greatly increased the volume of telegraph business with that

city; and it immediately became necessary to provide some additional

circuits. In 1919 two copper wires were strung between Toronto and

Quebec, and between Toronto and Winnipeg, and, later, an additional

copper from Quebec to Toronto, and two additional from Toronto to

Winnipeg. Two of these wires are used as a metallic circuit for

telephone train despatching and they are also used at the same time

for simplex telegraph service. The remaining two are assigned to the

Canadian National Telegraphs for commercial business.

An iron wire was strung from Edmonton to Vancouver and an additional

iron wire from Kamloops to Vancouver to meet pressing requirements,

but increased facilities between the former points are still required.

Telephone train dispatching circuits were also extended on the

Intercolonial, and telegraph facilities in the Prairie Provinces were

improved.

Metallic circuit telephone service for train despatching is a very

great improvement over the telegraph service previously employed, and

has now been adopted by all of the larger railways. It is not only

much more rapid, thus greatly reducing delay to trains and increasing

the total number of trains that can be handled, but in many instances

makes it possible to reduce the number of despatches. The train crews

carry portable telephones, and when emergencies arise, hook onto the

wires and immediately get in touch with the dispatcher. Formerly, to

report a breakdown or derailment it was frequently necessary to walk

many miles to a telegraph office.

The entire maintenance and operation of telegraph and telephone

facilities, except those required for train despatching and local

railway purposes, was handed over to the Canadian National Telegraphs

in the Fall of 1920. It may be noted, however, that the combination

of the general railway and commercial business makes for economy

in that a considerable portion of the railway business can be

transmitted during the slackness of commercial business.

YARDS:--Island Yard at St. John was reconstructed to provide

additional terminal facilities for winter export business.

The yard at Moncton was altogether too short for the trains hauled by

the larger locomotives placed in service during recent years, and the

situation of the roundhouses and other engine facilities prevented

any extension. This lack of track length involved a great amount of

terminal delay and extra switching. The handling of the numerous

passenger trains was exceedingly difficult and expensive. The

roundhouses, built many years ago for small engines were altogether

unsuitable. The coal dock was worn out; and all other facilities

were wholly inadequate for present requirements. The lack of proper

facilities at this point where a very large number of trains were

handled, involved much additional expense in operation, and, at times

made it impossible to give satisfactory service.

It was decided at the beginning of 1920, to provide new enginehouse

facilities and extend the yard. Land was acquired for immediate

and future requirements and a certain amount of grading and the

construction of a large culvert were done. Last Spring the additional

yard grading, and the construction of a 40-stall enginehouse, with

machine shop, power house, stores building, coal dock, water tank and

ash pits, were undertaken by our own forces, and the buildings have

been occupied since December 17th, 1921.

The principal roundhouse, engine terminal and yard of the

Intercolonial in the Quebec District is at Chaudiere, a short

distance southwest of Quebec City, but there was also a large

roundhouse at the north end of the Quebec Bridge, built by the

National Transcontinental Commission. The Grand Trunk had a small

enginehouse at Point Levis. All three were being operated at much

unnecessary expense. The facilities at Chaudiere were enlarged in

1920 and 1921 and all engines in that vicinity handled there at a

saving of $75,000 per annum.

Canadian Northern engine terminal facilities in the east end of

Montreal were unsatisfactory. A 10-stall enginehouse, with stores

building, machine shop, and all other usual facilities, has been

constructed at Longue Pointe.

The roundhouse at Hornepayne, Ont., destroyed by fire in 1920, was

replaced by a permanent structure of a new design, to meet the

extraordinary snow conditions, and extreme cold of that region.

On Western Lines, it was necessary to rebuild in brick or concrete,

the wooden roundhouses at Atikokan, Rainy River, Kamsack, Humboldt,

and North Battleford.

At Saskatoon, the original Canadian Northern yard is in the centre

of the City. Our facilities became wholly inadequate during periods

of heavy traffic. Canadian National and Grand Trunk Pacific

co-ordination greatly increased the pressure upon this terminal. The

two railways intersect at Nutana, in the southern part of the City.

Suitable land was available there. Work was commenced upon the new

yard, enginehouse and other terminal facilities in 1920. The terminal

has been in use since November, 1921.

Except at Quebec, Montreal, Ottawa, Toronto and Fort William,

terminal facilities are now fairly satisfactory and apparently no

very large expenditure at any one point will be necessary during the

next few years although the growth of traffic at Winnipeg is so rapid

that it may possibly enforce some improvements at that point.

At Quebec, Montreal, Toronto and Ottawa large developments are

involved, which will require a great deal of careful consideration.

Some additional facilities are immediately necessary at Quebec City,

to take care of growing traffic, and a proportion of the Grand Trunk

business.

At Fort William it is imperative that large modern yards and

terminal facilities be constructed immediately. Otherwise it will

be impossible materially to increase the grain traffic that can be

handled from the prairies to Lake Superior. Favorable options have

been secured upon suitable property, a very satisfactory tentative

agreement has been made with the Township of Neebing, for the closing

of streets, fixed taxation, etc., and plans have been developed.

REPAIR SHOPS:--The chief plants for repairing equipment,

manufacturing material, etc., are at Moncton, N.B., St. Malo, (Quebec

City), Leaside (Toronto), Transcona (near Winnipeg), Fort Rouge (in

Winnipeg). Smaller plants at which a limited amount of general repair

work is performed are at Riviere du Loup, Que., Limoilou, Que.,

Capreol, Ont., Port Arthur, Ont., Saskatoon, Sask., Edmonton, Alta.,

Port Mann, B.C., and Prince Rupert, B.C.

The outstanding developments were the equipment and opening of the

large St. Malo Shops, Quebec, and the construction and opening of

the moderately-sized plant at Leaside, Toronto. The former plant,

constructed by the National Transcontinental Railway Commission, was

completed in 1914, but was neither equipped with machinery nor used

until 1919. The lack of adequate repair facilities in the Province of

Quebec, together with the rapid growth of traffic, produced a serious

situation, and the equipping of St. Malo shops was undertaken in

1919, actual repair work being commenced in the fall of that year.

There were practically no repair shop facilities on the National

Lines in Ontario. A very serious situation in regard to the condition

of equipment having developed, work was commenced early in 1918, at

Leaside, a suburb of Toronto, upon a moderately-sized plant for the

repair of locomotives and cars, which began operation in 1919. This

plant is not of great capacity but the necessary land is owned by the

Railways, and the design of the plant will permit of large extension.

As the principal repair shops of the Grand Trunk Railway are located

at Montreal, Que., Stratford and London, Ont., that Road having no

important repair facilities at Toronto, it is likely that under

co-ordination it will be found advisable to enlarge the plant at

Leaside, to take care of some of the Grand Trunk work. It is highly

desirable that a freight car shop be provided at Leaside at an early

date.

It is unlikely that any large extensions will be required in the

plants at Moncton, Transcona, and Fort Rouge, in the near future,

but there is immediate need of a medium-sized plant at Edmonton, as

there are now no adequate facilities for repairs between Winnipeg and

the Pacific Coast, and only a freight car shop of moderate size at

Port Mann, B.C. As the distance from Winnipeg to Vancouver is 1,565

miles, and from Winnipeg to Prince Rupert 1,758 miles, and as most

of the equipment has to be hauled to Winnipeg for general repairs

and then hauled back to the point at which it is to be used, a large

saving can be effected. Highly suitable property at North Edmonton is

owned by the Grand Trunk Pacific, and plans for a plant there are in

preparation.

ROLLING STOCK:--The rolling stock owned was wholly insufficient.

Very little new equipment had been provided since 1913, and traffic

had grown enormously. It was impossible properly to maintain the

equipment during the war, on account of the shortage and inefficiency

of labor, difficulty of securing materials, and lack of shop

facilities in Ontario and Quebec. The situation was aggravated by

the shortage of equipment on United States railways. Canadian-owned

cars sent into the United States loaded with paper, pulp, pulp-wood,

lumber and other commodities, were generally retained by the American

roads.

The National Railways are the originating lines for a large volume of

the classes of traffic referred to. As it was generally impossible

to secure a sufficient number of American-owned cars to move the

products enumerated above, the volume of which had grown enormously

during the war, we were faced with the alternatives of supplying

cars for the export of commodities referred to, thereby incurring

the risk of losing some of their equipment for an indefinite length

of time, or by refusing to furnish their cars for this business, to

deprive the paper and lumbering interests of Canada of the means of

exporting their products, thus causing serious injury to the business

of the country, and tending to aggravate the already serious exchange

situation.

The policy adopted by the Canadian National Railways under these

conditions was to make every effort to secure American-owned

equipment for this traffic, and make up the deficiency as far as

possible with system-owned cars. It was the only sound policy, but

it deprived the National Railways of a considerable number of their

cars, particularly during 1919 and 1920.

The National ownership of locomotives, freight cars, and passenger

cars, was relatively below that of the other principal Canadian

railways. If all had been available it would have been totally

inadequate to meet traffic requirements. The public demand for

additional train service, and car supply was most insistent and the

actual need of additional equipment very great, so that many new

locomotives, freight and passenger cars were ordered in 1918, 1919

and 1920, delivery being generally from six to twelve months after

each order was placed.

LOCOMOTIVES:--As it was highly desirable to employ the most powerful

locomotives in order to handle the maximum tonnage per train, the

policy was adopted of only purchasing heavy engines, placing them

upon lines with the greatest density of traffic and with suitable

track and bridge conditions.

Besides the ordinary repair work a certain amount of locomotive

improvements, such as heaters, brick arches, etc., to increase

capacity and reduce fuel consumption, which had been commenced some

years before, was continued, and is still being carried on.

During the first eight months of 1921, through shrinkage in traffic,

several locomotives were out of service, but all engines were

employed during the Fall. This extra motive power available on

September first, made it possible to increase the volume of grain

handled from the Prairies to the head of Lakes during the past four

months, as compared with previous years.

Several subdivisions can now carry heavy locomotives for which

such power is not available. It is, therefore highly desirable in

the interest of economy, that additional freight locomotives be

purchased. A few large passenger engines are also badly needed in

order to satisfactorily handle heavy through trains on certain

sections. Five powerful freight locomotives of special design are

essential to handle coal traffic on the Bickerdike branches of the

Grand Trunk Pacific. These locomotives would effect very substantial

economies, and fully justify the expense involved.

PASSENGER CARS:--One of the first and most urgent problems of the

National Railways was the securing of sufficient passenger cars to

handle returning overseas military forces. One hundred and thirty

steel Colonist cars with wood interior finish were ordered for the

earliest possible delivery.

The shortage of general passenger equipment was also extreme. A

considerable number of cars in service at that time were wholly

unsuitable on account of age, weakness, and obsolete character. The

constant increase in the number of cars required to be handled on

long-run passenger trains led us to adopt all-steel equipment for

main line services. Very careful consideration was given to design,

and the new passenger equipment is fully equal to that of any other

line.

FREIGHT CARS:--As there was much variation in the freight cars

previously ordered by the several lines, each design was carefully

considered, and new standards adopted.

Heavier locomotives and longer trains imposed such severe stresses

upon the older types of wooden cars that many more repairs were

required. During the war cars in bad order accumulated. During

Government Control in the United States all freight cars were pooled,

and equipment repairs greatly neglected. When Canadian cars were

returned in great volume last fall and winter a large percentage were

in defective condition. Recently about ten per cent. of our freight

cars were in bad order, or about twice the normal number.

Contracts were placed with Canadian car builders some time ago to

make heavy repairs to three thousand cars and the forces in our own

shops were augmented. The freight equipment should be in normal

condition by September 1st.

A serious trouble with freight cars of older designs is the pulling

off of wooden draft timbers. Four years ago we began to replace

wooden draft timbers with steel members. This greatly reduces the

cost of repairs, delays to shipments and trains, and prolongs the

life of cars.

The Canadian National lines at the end of 1919 had 1,644 locomotives.

At the end of 1921 the total was 1,718. The Grand Trunk Pacific

engines at the same periods were 259 and 256. Passenger equipment

during the same periods stood at: C.N.R., 1,816 and 1979; G.T.P.,

355 and 352. The freight car situation was C.N.R., 1919, 62,576;

1921, 66,591. G.T.P., 1919, 15,232; 1921, 14,908. At the end of 1921,

therefore, this Department was responsible for 1,972 locomotives,

2,331 passenger cars and 81,499 freight cars. We also had altogether

4,032 work cars.

C.N.R.--G.T.R. CO-ORDINATION:--Following the acquisition through

special legislation of the Grand Trunk Railway System on March 8th,

1920, a mixed Committee of Management was appointed by the Government

to co-ordinate the two systems to improve service and reduce cost of

operation. This Committee consisted of the following:

Mr. Howard G. Kelley, President Grand Trunk Ry., Chairman. Mr.

Frank Scott, Vice-President Grand Trunk Ry., Finance. Mr. W.

D. Robb, Vice-President Grand Trunk Ry., Operating. Mr. C. A.

Hayes, Vice-President Canadian National Rys., Traffic. Mr. S. J.

Hungerford, Vice-Pres. Canadian National Rys., Operating.

A conference of officers of both lines appointed sub-committees to

study and report upon various phases of activity, which, if approved

by the Committee of Management, were immediately put into effect.

Traffic and ticket offices throughout the United States and Canada

were consolidated, terminals and stations were used jointly, track

connections were constructed to permit of consolidation, freight

movements rearranged, interline passenger services established, and

tickets and passes interchanged. Express services were also closely

co-ordinated.

Most of the physical connections and other required facilities

have been provided, and authority will be asked to complete the

program. Very substantial economies in operation have been secured,

and the relative position of the Government-owned lines materially

strengthened. The Operating Department consolidations are at the

following points:

FREIGHT STATIONS:--Toronto, Toronto (Cherry St.), Port Hope, Cobourg,

Grafton, Colborne, Brighton, Trenton, Belleville, Napanee, Kingston,

Brockville, North Bay, Pembroke, Ottawa (Hurdman), Ottawa, Washago,

Rockland, Hawkesbury, Aston Junction, Lyster and Ste. Rosalie.

PASSENGER STATIONS:--Parry Sound, Napanee, Brockville, North Bay,

Pembroke, Rockland, Hawkesbury, Ste. Rosalie, Quebec, Washago,

Kingston, Cobourg, Grafton, Colborne, Brighton, Aston Junction and

Lyster.

YARDS:--Toronto, North Bay, Hawkesbury, Pembroke, Rockland and Ste.

Rosalie.

ENGINEHOUSES:--Toronto, Brockville, Pembroke, Hawkesbury, Ste.

Rosalie, Kingston, North Bay, Ottawa, Rockland, and Chaudiere.

G.T.P. ABSORPTION:--Owing to the Grand Trunk’s difficulties, on

March 7th, 1919, the Minister of Railways and Canals was appointed

Receiver of the Grand Trunk Pacific, and on July 12th, 1920, an Order

in Council was issued appointing the Board of Directors, Canadian

Northern Railway, Managers of the Grand Trunk Pacific, acting on

behalf of the Receiver.

Immediately the official staffs of the two lines were amalgamated

and reorganized. Departmental officers and staffs were also

consolidated. Train services were rearranged to secure the shortest

routes, and arrangements made for the joint use of terminals and

other facilities. Duplicate offices have been abolished, and

certain freight sheds, stations and roundhouses have been closed,

passenger train services materially improved and freight traffic

short-routed, the whole involving very substantial reductions in

operating expenses, capacity to handle a larger volume of business,

and improved service to the public.

Various physical connections have already been provided, but several

important ones remain to be constructed.

The Grand Trunk Pacific has a terminal at Jasper, seventeen miles

east of the summit of the Rocky Mountains. The Canadian Northern has

one at Lucerne, five miles west of the summit. The rails were removed

from portions of the two lines between Edmonton and Red Pass Junction

in 1917, and sent to France for war purposes. Traffic has since been

handled over one route consisting of portions of both lines. Only

one of the two terminals mentioned is now required. The facilities

at either of the points are not adequate. Something more must be

provided at whichever point is selected.

The Operating Department’s co-ordinations are:

FREIGHT STATIONS CONSOLIDATED:--Winnipeg, Portage La Prairie, Regina,

Saskatoon, Prince Albert, Canora, Battleford, Edmonton, Stony Plains,

Moose Jaw, Yorkton, Calgary and Evansburg.

PASSENGER STATIONS:--Portage La Prairie, Yorkton, Saskatoon, Canora,

Battleford, Moose Jaw, Calgary, Prince Albert, Stony Plains,

Evansburg and Edmonton.

YARDS:--Fort Rouge, Transcona, Winnipeg Terminal, North Regina,

Nutana, Prince Albert, Edmonton and Calgary.

ENGINEHOUSES:--Winnipeg, Rivers, Melville, Regina, Moose Jaw, Prince

Albert, Edmonton, Edson and Calgary.

TRAIN SERVICES:--The regular train services incidental to the

co-ordination of Government-controlled lines have been given a great

deal of study. We have now daily time freight services between

Halifax and Vancouver, with regular connections reaching all

important points. The results are gratifying. In the way-freight

services substantial economies and improvement in service have been

secured.

STANDARD OFFICE WORK:--The co-ordination of independent roads, each

with its own methods, systems and forms, necessitated the adoption of

new standards.

A staff of engineers has been established at headquarters, which

prepares standard plans and specifications, for bridges, culverts

and buildings, and develops uniform methods and instructions for the

construction and maintenance of such facilities, instead of having

it done at the various offices of the Chief Engineer. The members

of this staff were generally withdrawn from outlying offices where

they were not replaced. The establishment of this office does not

represent any considerable increase in cost.

It was formerly difficult to secure satisfactory reports of

operations, exercise proper control, or make fair comparisons of

results and costs, because there was no uniformity in connection with

reports.

Standard forms of reports and methods have been adopted with very

favorable results. A very fine system of Operating Statistics has

been inaugurated similar to that in use on Class I United States

Railways, which makes it possible for Division, District, General

and Executive Officers to know promptly the results from and the

efficiency of operation in any territory.

The benefit in reduced operating costs resulting from numerous

physical improvements is now being felt. The provision of those

contemplated, particularly in respect to water supplies and track

connections to short-route traffic, and save train mileage, will also

have a very important effect upon operating costs.

Very substantial improvements in freight and passenger train service,

in economy of operation and satisfaction to the public have been

effected, the latter being indicated by the steadily increasing

public patronage. Much of the criticism of the National Lines is

due to conditions which are now largely non-existent, or to lack

of information as to the character of service now furnished. As a

striking example of the progress that has been made, the western

grain moved to the Head of Lakes during September, October, November

and December, in 1920 and 1921, respectively, is quoted:--

1920 42,016 cars.

1921 65,238 cars.

One of the greatest handicaps is the necessity of maintaining

duplicate main lines in certain provinces, involving great additional

expense without proportionate increase in revenue. Another is the

extremely low traffic density of a considerable proportion of the

system mileage, which must be operated throughout the year in the

interest of people who have settled in adjacent lands and have

developed business interests. Generally speaking, the lines in

question have low grades, and an increase in population would make

them profitable. Another handicap is the considerable number of older

branch lines principally in Eastern Canada which must be operated,

but on which the volume of traffic is so small as to involve very

serious loss in operation.

It is a pleasure to pay tribute to the splendid loyalty, energy, and

enthusiasm displayed by the official and working staffs as a whole.

It can be said, without reserve, that the officers and employees

of the National are as enthusiastic and zealous in their work as

those on any privately-owned railway. No tendency to relax has

been observed since certain lines were acquired by the Government.

This enthusiasm is one of the most valuable assets of a large

organization. If encouraged it will be a most powerful factor in

placing the National Railways upon a basis entirely satisfactory to

the owners, the people of Canada.

APPENDIX B

EXTRACTS FROM REPORT OF THE CANADIAN NATIONAL

RAILWAYS’ TRAFFIC DEPARTMENT, FOR

THE PERIOD SEPT., 1918--DEC., 1921, AS

SUBMITTED TO THE MINISTER OF

RAILWAYS.

To indicate what has been accomplished by the Traffic Department

during the past three years, it is desirable to define the functions

of that Department in the Railway Organization. It may be described

as the sales department of the railway--selling transportation--under

a Freight Traffic Manager, and Passenger Traffic Manager, each

supervising his sphere of the work over the entire Canadian National

Railways.

These heads are provided with assistants with prescribed

territories--each of these assistants being supported in turn, by

district men in immediate charge of assigned territories and staff.

The duties of the departmental heads are:--

1.--To establish the basis for the publications containing the prices

at which the transportation is to be sold.

2.--To confer with officers of the Operating Department respecting

services required to give patrons the maximum of satisfaction,

consistent with cost.

3.--To advertise the prices and services, as by printed tariffs, time

tables and other suitable advertising material and methods.

Advertising must then be delivered to the direct selling forces--the

district passenger and freight men, and ticket men behind the

counters, stationed in Canada, United States and Overseas.

All these representatives are required to keep themselves informed

upon the day-to-day requirements of their districts. They must

observe, if traffic is offering freely, if the proper proportion of

competitive traffic is secured, if efficient service is given, and

they must render such assistance to our patrons as will facilitate

their comfort as passengers, or their requirements as shippers.

The supervision of the departmental heads also includes negotiations

for the interchange of traffic with steamship connections, with other

railways in Canada and the United States, and for the consummation

of arrangements for satisfactory service for our patrons, and the

maximum haul for the railway.

An officer with the title of General Foreign Freight Agent is also

provided, supported by a sufficient staff for soliciting the inland

rail haul on traffic from or to Overseas; for assisting patrons in

securing quotations and space from Ocean Steamship connections; and

generally, for keeping informed upon the world’s trade conditions.

The efforts of the Foreign Freight Department on this side are

supplemented by the co-operation of the European Manager, in London,

who, with a staff in Great Britain and agencies on the Continent,

gathers up traffic that cannot be secured on this side. He also

secures and forwards information as to prospective traffic, as to

competition through Canadian and American ports. Through these

representatives quantities of traffic are secured that might

otherwise pass to competitors, American as well as Canadian.

The European Manager also co-operates with steamship connections

Overseas and the railway representatives on this side in developing

passenger traffic of the various classes, and in promoting

immigration.

In Australia, New Zealand and the Orient, officers have also been

appointed who perform similar functions with respect to the movement

of freight and passenger traffic through Pacific Coast ports.

These Overseas representatives in Great Britain, on the Continent,

in the Orient and Australasia are expected to gather traffic for the

Canadian Government Merchant Marine, as well as to work closely with

all other possible steamship connections.

Periodical reports--weekly, monthly, or daily when necessary--are

submitted by all the district men to their immediate superiors, and

are passed on through the passenger or freight traffic managers

to the vice-president in charge of traffic. From these reports is

gleaned the information necessary to a proper supervision of the

work, and to be passed on to the President, to assist in keeping him

informed upon the movement and conditions of business throughout the

entire system.

In the development of our traffic organization, but three years have

passed, since the combination of the former Canadian Government

Railways with those of the Canadian Northern, and little more than a

year since the absorption of the Grand Trunk Pacific.

Co-ordination with the traffic organization of the Grand Trunk has

proceeded as far as possible under the existing conditions, the

district and soliciting forces having been consolidated.

It may be said that with the consolidation of a number of Canadian

National and Grand Trunk offices, the absorption of the Grand Trunk

Pacific staff, and the resumption of work by our men returned from

overseas, that we have greatly strengthened the personnel of our

official and soliciting forces. We now have a most efficient staff

in Canada and in the United States whose loyalty and devotion to duty

is specially worthy of mention, as it is sometimes assumed that only

those employed in privately-owned corporations can be credited with

these attributes.

Success is only attained by the sales department of any large

enterprise, through an efficient organization composed of experienced

men with initiative, who are capable of responding promptly to

every reasonable demand upon their services, in the interest of

the enterprise they represent. Nothing produces efficiency in all

lines of activity more than rivalry. With a large competitive

system, privately owned, and operated in the same territory by

which to measure our results, the rivalry that necessarily follows

should ensure against inefficiency and stagnation, in so far as our

organization may be permitted to function under the same business

principles as those governing its competitors.

It is felt that this spirit of rivalry has dominated every officer

and representative of the traffic department since its organization,

not as an incentive to pursue unfair methods, but rather as a

stimulant to their determination that results must be accomplished by

close attention to the wants of patrons, and to the service rendered

by all departments of the railway.

Perhaps it is too much to expect, with operating forces extending

from the Atlantic to the Pacific, that complete satisfaction will be

given by the staff at all times; but it should be realized that an

organization in existence only three years, and engaged to a large

extent in co-ordinating the services of a number of lines, previously

operated independently, and in some cases in competition, has much

yet to accomplish to gain the strength, and the same traffic-getting

power as its chief competitor. This rival organization has gradually

strengthened, as its mileage and territory grew, and as its

facilities, both railway and steamship, for securing traffic, were

increased.

Due economy, consistent with efficiency, has been observed in the

organization of the Canadian National traffic force. The ratio of the

cost to the gross revenue for last year, 1920, was 1.94 per cent.,

against 2.31 per cent. on the C.P.R. In this connection it should

be borne in mind that we are meeting the competition of a strongly

entrenched rival, and the results indicate a substantial measure of

success.

GRAIN:--The following table of grain movements will give some

indication of the productive value of the territory served by the

lines of the former Canadian Northern and Grand Trunk Pacific, and it

may not be out of place to point out that the portions of the three

prairie provinces, served by the trunk lines of these companies,

have been the steady producing areas of the West, where crop failure

has been less frequent or entirely absent.

Number of cars of grain inspected and handled each crop year from the

First of September to December 31st.

1918 1919 1920 1921

Cars % Cars % Cars % Cars %

----------- ----------- ----------- -----------

C.N.R. 27,334 31.3 26,771 31.7 33,101 27.4 52,924 36.2

G.T.R. 11,044 12.6 12,511 14.8 12,238 10.1 19,226 13.2

----------- ----------- ----------- -----------

Total 38,378 43.9 39,282 46.5 45,339 37.5 72,150 49.4

C.P. 48,491 55.4 44,799 53.0 75,375 62.4 73,219 50.1

G.N. 677 .7 455 .5 146 .1 690 .5

----------- ----------- ------------ ------------

Total 87,546 100 84,536 100 120,860 100 146,059 100

From the foregoing it will be noted that a total of 72,150 cars have

been handled by the National Railways--September 1st, to December

31st, of this last season’s crop--in contrast with:--

1920 45,339 cars equal to 59.1% increase

1919 39,282 ” ” ” 83.7% ”

1918 38,378 ” ” ” 88% ”

A new movement of grain took place in 1920, of some 600,000 bushels

of wheat from Alberta points to Vancouver, for export via steamships

using the Panama Canal route to Great Britain. A substantial increase

is shown this present season, and will possibly total close to three

million bushels by both railways; the National Railways are handling

considerably more than 50 per cent. of this quantity. To December

29th we had delivered at Vancouver 754 cars and on the same date had

1,114 cars in transit and were making deliveries in Vancouver as

rapidly as the grain could be handled by the Government elevator at

that port.[3]

The easy grades of the National lines through the mountains are

favorable to such a movement. The grain this season is going forward

to Japan as well as to U.K. ports.

In the last crop year the Canadian National Railways also handled

approximately 50 per cent. of the grain moved East, all rail,

from the head of the lakes to Eastern Canada and the eastern

seaboard--thus indicating the ability of the railway to participate

fully in this competitive movement.

LIVE STOCK:--The Canadian National Railways are also actively

participating in the competitive movement of live stock traffic from

Winnipeg and West as illustrated by the following:--

To To

Eastern Canada United States

and via

United States Emerson

Number of Cars Number of Cars

Total Via Via Total Via Via

Years All Lines C.N.R. C.N.R. All Lines C.N.R. C.N.R.

1919 3,274 974 30% 5,476 739 13.5%

1920 5,235 2,404 46% 3,182 1,496 47.0%

1921 2,983 2,027 68% 1,559 758 48.6%

This very favorable showing is largely due to rapid transit,

excellent transportation arrangements and recognition by the shipper

of the efficiency and quality of our service.

COAL:--Commercial coal produced at mines served by the former

Canadian Northern lines for each coal year ending with April 30th, in

tons:--

1914-15 393,421

1915-16 513,722

1916-17 758,878

1917-18 1,018,250

1918-19 1,140,879

1919-20 1,198,864

1920-21 1,328,429

Adding to the foregoing the production at mines on the Grand Trunk

Pacific from May 1st, 1920, to April 30th, 1921, of 553,114 tons, we

have a total tonnage for the year of 1,881,543 net tons.

The Drumheller district in Alberta on the Saskatoon-Calgary branch of

the Canadian Northern, produced 54 per cent. of the total tonnage.

The following figures are of interest indicating the growth of the

tonnage in that district.

Output Coal Year

ending April 30th Net Tons

1912 1,183

1912-13 15,564

1913-14 52,321

1914-15 149,837

1915-16 222,729

1916-17 377,626

1917-18 607,783

1918-19 796,070

1919-20 886,407

1920-21 1,007,154

TRAFFIC BY LAKE AND BY RAIL:--In another line of competitive

traffic the Canadian National has shown its ability to participate

fully, illustrated by the increase in the year 1920 of some 79,600

tons by rail and by lake from Eastern to Western Canada, over the

corresponding movement of the previous year, this increase being

equal to 31½ per cent. The all-rail westbound traffic for 1921 shows

a heavy decrease, due to the general depression in business. We are

confident, however, that we have secured a greater proportion of the

total tonnage that has moved by all-rail or by lake-and-rail both

westbound and eastbound.

PASSENGER SERVICE:--The consolidation of the Canadian National-Grand

Trunk Pacific lines has not only had the effect of removing an

important competitive element but has enabled us to effect important

economies and improvements in train services. Between Winnipeg and

Vancouver we have been able to shorten our schedule by ten hours,

thus meeting the running time of our competitor between these points.

We have also been enabled to make substantial savings in train

mileage.

In the past we have been seriously handicapped in securing the rail

haul in connection with ocean steamship passenger business, by reason

of our competitors having a more frequent service from Atlantic

ports, than the steamship lines with which we co-operate.

The White Star and Cunard Lines recently announced that they were

instituting an improved service by the St. Lawrence route. Under this

arrangement there will be almost an equal number of sailings by these

lines as by those of our competitor. This will enable us to secure

a larger proportion of rail business, not only of passengers going

overseas, but of passengers arriving by the steamship lines, destined

to points in Canada--Trans-Canada or the United States.

We might also refer to the difficulty thus far experienced in

getting support from the Canadian Australasian Line operating on the

Pacific between Vancouver and Australia and New Zealand. This line

has been receiving from the Dominion Government a yearly subsidy of

$180,000.00, nearly $500.00 per day--in return for this expenditure

by the Government its Railway should receive consideration in its

passenger interchange, Canadian and Trans-Canada, but to expect such

we must give a supporting rail service.

The inauguration of the daily transcontinental service following

tri-weekly trains, the co-ordination of the Canadian National-Grand

Trunk service between Toronto and Ottawa, and numerous other changes,

have effected a much improved all-round service on Canadian National

lines, which has met with many evidences of public approval. There

is little doubt that the splendid service provided by these

trains, with unexcelled equipment, has had a far-reaching effect in

influencing the public mind in favor of the railway.

Business depression has seriously affected passenger travel all over

Canada during the past year, and the volume of business shows a

consequent falling off. We continue, however, to carry an increasing

proportion of the competitive travel, so that the prospects for the

future are distinctly encouraging.

Lack of hotel accommodation in the mountains has seriously

handicapped us in increasing the long haul, incident to

transcontinental travel, but as there is a prospect of this being

remedied during the coming year, it will not only assist us directly

in securing this class of travel in Canada, but will be a valuable

medium to enable us to bring to the attention of the whole of

the selling forces of the United States railways this feature of

accommodation and the great attractions offered by our scenic route

through the Northern Rocky Mountains, and will result in attracting

additional tourist and transcontinental business.

The necessity of making known, what the Canadian National lines

are and the territory they serve, also the numerous additions and

changes in train service has involved a large amount of advertising

during the past two years. This was necessary, not only to inform the

public at large but also the transportation selling forces of other

lines--particularly in the United States, in a position to direct

business to us. The accumulating effect of this advertising is now

beginning to be felt and is undoubtedly reflected in the proportion

of competitive travel that we are securing. Steps are being taken

to complete a wall map of the system which will fill a great want

and when it is distributed, will have more effect in informing the

Canadian public as to what constitutes the Canadian National Railways

than any other medium.

DEVELOPMENT AND COLONIZATION:--It would appear necessary to emphasize

the fact, that we fully realize the vital importance to Canada

in general, and the Canadian National Railways in particular, of

increased population. Immigration of the right kind should be

fostered from Overseas, as well as from the United States, and

settlement encouraged on our lines, not only in Western Canada, but

in the Maritime Provinces, Quebec and Ontario.

To increase population, particularly in the agricultural districts

is a necessity, and to that end, we have been working in the United

States with a specialized staff at Chicago, Boston and Seattle,

co-operating with our Canadian staff, and in close co-operation with

the representatives in the United States, and in Canada, of the

Immigration and Colonization Department of the Dominion Government.

Through the work of our Industrial and Resources Department,

colonization is stimulated, and suitable people induced to settle in

Canada, and acquire lands along the lines of the Canadian National

Railways; adding directly to the country’s wealth, in capital, and

in the plant and effects they bring with them, and as producers of

increased traffic for the railway.

In order to give some idea of the activities of the Department in

the United States during the period under review, it is worthy of

mention that information is being sent out periodically to some forty

thousand enquirers. The Chicago office alone is in correspondence

with between five and six thousand prospective settlers, and has

distributed some 374,000 pamphlets giving information about Canada

and the Canadian National Railways.

It is estimated that over one million acres have been taken up so

far in the West along the National lines, under the auspices of the

Soldiers Settlement Board, and that 67 per cent. of the homesteading

in 1920 and upwards of 80 per cent. in 1921, applied for in the

prairie provinces were contiguous to the National lines.

Government figures show that during the past two years, 86,000

settlers came from the United States to Canada. Analysis indicates

that two-thirds of such migrants from the United States are farm

settlers. As most of the more recently developed mixed-farming areas

are tributary to the Canadian National lines, it is fair to assume

that at least fifty per cent. of these farm settlers settled along

our railways, or allowing 2 to each family, 14,250 families, during

that period.

Records show that on an average each American family takes up a half

section, and is ultimately worth at least $750 a year revenue to the

railway. Therefore, the settlements of the past two years may be

computed to have a potential value in annual revenue to our line of

from ten to twelve million dollars.

With references to colonization in Eastern Canada it may be said that

progress is being made along the former National Transcontinental

lines. In the Abitibi District, that portion thrown open to

colonization by the Quebec authorities, stretching from the Megiscan

River 125 miles to the Ontario boundary, Government Agents now report

a population of some 15,000 souls. Over three thousand families

settled in the district last year, which is a satisfactory indication

that a farming community is being built up along this line.

Agricultural exhibitions have been held at Amos and Makamik, giving

evidence of the interest that is being taken in the raising of

live-stock and agriculture generally. In this connection it is of

interest to note that a representative of the Quebec Agricultural

Department estimated the value of the crops produced in the Abitibi

District in 1921 at $1,100,000, consisting in the main of oats,

potatoes and garden vegetables.

As the Industrial and Resources Department of the railway becomes

better known it is being called upon to give information on the

whole field of Canadian National resources and the activities and

conditions of the country generally, and in this respect it is

well equipped to meet the situation, having men of experience with

technical training and wide knowledge of the country. It is also

provided with perhaps the best working library of its kind in the

country, dealing with the mineral and forest resources, agriculture,

water powers, trade and commerce, fisheries, general statistics and

other information on Canada.

T. H. BEST PRINTING CO. LIMITED, TORONTO

FOOTNOTES:

[1] This mention of a tune unexpectedly produced striking proofs of

the correctness of the idea the allusion was meant to convey, of the

carefulness with which personal reminiscences are read, and of my

own shortcoming as a musical remembrancer. In this chapter as first

published “Belmont” was given as the name of the tune my father

changed. Immediately Mr. John A. Hyslop of Toronto, wrote to The Star

Weekly a kind letter in which he said: Pollokshaws was not the only

place where certain tunes were so associated with certain psalms, but

the idea was peculiar to Scotland generally. I think, however, that

Mr. Hanna is mistaken when he refers to his father attempting the

daring innovation of singing the fortieth psalm to some other tune

than “Belmont”. This tune is not well suited for “I Waited for the

Lord My God”. Throughout Scotland generally this fine old psalm was

always sung to “Balerma”, while “Belmont” is usually associated with

“By Cool Siloam’s Shady Rill”.

The turn of the year also brought this letter from Alberta, which

is printed as a delightful example of how old associations may be

revived, as well as of the depth in the Scottish character to which

the ancient melodies have attained:--

Lougheed, December 27th, 1923.

P. O. Box 63,

D. B. Hanna, Esq.

Dear Sir,

I take the liberty to write you, having seen a sketch of your life

in the “Manitoba Free Press”, which I read with pleasure as well as

great interest.

I was in Speirs Bridge, Thornliebank at the time you wrote about,

when all the old chums were there, such as Agnes and Jane Hamilton,

Agnes and Mary Stark, Tina and Agnes Tattersall, Alice Ritchie, the

Sives and the Lambies, James Craig, Deaconsbank, and the Patersons at

the Castle. You remember the Misses Picken and the black man, Andrew

McEwan. I remember quite well your sister, Mrs. Wardrop, and your

brother, Hugh, also the Sunday School children, and at this time of

year, the grand Christmas tree in the print works.

We were really a model people as well as a village. I recall the

Old Men’s, and Old Women’s tea with Robertson the Mason, and his

quadrille band, and the Templar’s soiree and dance on New Year’s

night, with Willie McNaught in the chair, and Donald Cameron.

These old memories are worth something. I can look back on scores

more of faces which were so familiar, and are so pleasant to think

about--Peter Hunter and Willie Stark, as leaders of music in the

Sunday School, and dear Mr. Weild, the minister. Now I feel relieved

a bit.

My husband was born in Rob’s Lea Farm, and they used to be in

Henry’s croft too. McKinnon is his name. We came up here in 1911

and settled on a C.P.R. farm six miles out of Lougheed. After that

we homesteaded, seven miles from our farm, and bought a quarter of

school land joining our homestead, so that we have two farms, three

quarter sections of land. We brought pure bred horses with us. But

we lost such a lot that long winter. Before that we were so well

fixed, but it may be good times will come back again. We trust so;

for everybody. We had a dandy crop this year--all kinds of feed, and

we are still holding to a bunch of stock in the hope that prices will

come again.

Now I offer you my congratulations on your success. My husband joins

me. I sent the “Manitoba Free Press” to my brother, Robert Bell, in

Alexandria, N.B., which I am sure, he will also read with pleasure.

At this season we like to offer greetings, and especially to old

friends.

Again accept my warmest regards.

I am, Yours respectfully, I. M. McKINNON.

P.S.--I must correct you in the name of the tune “Belmont”; it should

be “Balerma”.

[2] A few days after this was printed in Toronto I received a letter

from another former clerk at Buchanan Street, who was there after my

time enquiring if the perpetrator of this discipline was not “Old

D----”. It was.

[3] At the time this book was in the press it was estimated that

50,000,000 bushels of the 1923 crop would be exported to Vancouver.

TRANSCRIBER’S NOTE

Obvious typographical errors and punctuation errors have been

corrected after careful comparison with other occurrences within

the text and consultation of external sources.

One of the repetitive title headings ‘Trains of Recollection’ in

the frontmatter has been removed.

The Table on page 290 was printed sideways in the original book.

It has been rotated to the horizontal and split into two parts in

this etext.

Except for those changes noted below, all misspellings in the text,

and inconsistent or archaic usage, have been retained: for example,

waybills, way-bills; firebug, fire-bug; program, programme;

Scotsman, Scotschman; employes, employees; fluctuous; destinated;

growed; apocryphers; gipsy; woodware.

Pg 41: ‘it semed likely’ replaced by ‘it seemed likely’.

Pg 73: ‘instal the machinery’ replaced by ‘install the machinery’.

Pg 77: ‘atempts to flavour’ replaced by ‘attempts to flavour’.

Pg 88: ‘whole dum section’ replaced by ‘whole durn section’.

Pg 100: ‘arival at Fort Garry’ replaced by ‘arrival at Fort Garry’.

Pg 127: ‘semed a good’ replaced by ‘seemed a good’.

Pg 130: ‘his old asociates’ replaced by ‘his old associates’.

Pg 235: ‘Canadan Northern, then’ replaced by

‘Canadian Northern, then’.

Pg 239: ‘guaranteed securites’ replaced by ‘guaranteed securities’.

Pg 255: ‘In was in the’ replaced by ‘It was in the’.

Pg 265: ‘was corncerned only’ replaced by ‘was concerned only’.

Pg 321: ‘Water Supplies:--’ replaced by ‘WATER SUPPLIES:--‘.

Pg 326: ‘the couutry, and’ replaced by ‘the country, and’.

End of Project Gutenberg's Trains of Recollection, by David Blyth Hanna