SOME GENERAL QUESTIONS
The Question of State Aid--The Railway Commission--Progress in
Service--The Unknown Builders
When the pace of construction slackened in 1914, Canada had achieved a
remarkable position in the railway world. Only five other
countries--the United States, Russia, Germany, India, and, by a small
margin, France--possessed a greater mileage; and, relatively to
population, none came anywhere near her. Three great systems stretched
from coast to coast. Need still existed for local extensions, but by a
great effort the main trunk lines had been built. Not only in mileage
were the railways of Canada notable. In the degree to which the minor
roads had been swallowed up by a few dominating systems, in the wide
sweep of their outside operations, in their extension beyond the
borders of Canada itself, and in the degree to which they had been
built by public aid, they challenged attention. While there were
nearly ninety railway companies in Canada in 1914, the three {241}
transcontinental systems controlled more than eighty per cent of the
total mileage. The variety of the subsidiary undertakings--steamships,
hotels, express service, irrigation and land development, grain
elevators--has already been indicated. The control by Canadian
railways of seven or eight thousand miles of lines in the United
States, with corresponding, if smaller, extensions into Canada by
American lines, was an outcome of geographic conditions, intimate
social and trade connections, and a civilized view of international
relations which no other countries could match.
The aid given by the state had been remarkable in variety and in
extent. In cash subsidies alone, up to 1913, municipalities, chiefly
in Ontario, had given over $18,000,000; the provinces, in the order of
Quebec, Ontario, Nova Scotia, New Brunswick, Manitoba, and British
Columbia, double that sum; and the Dominion $163,000,000. Land-grants
exceeded fifty million acres. Guarantees reached $275,000,000--the
Dominion, British Columbia, Alberta, Saskatchewan, and Manitoba
leading--with some sixty millions looming up in the year to follow.
The privately owned railways of the Dominion were then capitalized
{242} at a billion and a half; allowing for the 'water' in this
capitalization on the one hand, and for construction out of earnings on
the other, it may fairly be computed that, omitting the guarantees, the
state had contributed from one-third to one-half their cost. The
objections to this policy were manifold. It had been one great source
of rottenness in politics. It had pauperized some sections of the
country, leading them to look to the government to take the initiative
in every movement. The land subsidies had delayed settlement, and the
exemption of grants from taxation had pressed heavily on the average
settler. The wealth of Canada tended to concentrate in a few
dominating groups. Roads were built that were a sheer waste of
capital, useless for traffic or colonization, or recklessly cutting
into territory sufficient only for existing lines. Yet the profits
side of the account was large. Settlement had been hastened, transport
facilities had been provided, values had increased, social intercourse
had been ameliorated, national unity had been fostered, in ways
impossible had private enterprise been left to struggle on unaided. In
future, it might be hoped, private capital could build unaided, or the
state act directly.
{243}
In the allied field of government regulation progress had been made.
Until very recent years, Canada had been more anxious to get new
railways than to control old ones, and, besides, the worse forms of
discrimination which stirred indignation in the United States had not
been widely practised in Canada. But with the growing complexity of
the industrial organization, and the recognition that competition could
not solve the difficulties, a demand rose for more efficient
regulation. The Dominion government, acting upon an able and thorough
report by Dr S. J. M'Lean, established in 1904 a Railway Commission,
permanent, non-political, and large enough to make it possible for its
members, singly or jointly, to hear complaints in all sections of the
Dominion. Later, telegraph, telephone, and express rates and services
were added to its jurisdiction. Hampered by few of the constitutional
limitations which have lessened the usefulness of the Interstate
Commerce Commission, and guided by efficient businesslike heads--Blair,
Killam, Mabee, Drayton--it soon established a unique reputation for
fairness, promptness, and common sense.
But it is not merely in mileage or in relationship {244} to the state
that change has come in the three-quarters of a century since the first
locomotive whistle was heard in Canada. Let us glance at some of the
more striking changes in equipment and methods of operation. In the
road bed, new standards of solidity have been set, grades cut down and
curves straightened at a cost of uncounted millions, busy stretches
double-tracked, steel bridges built in place of wooden trestles. The
greatest single advance was the substitution, in the eighties chiefly,
of steel for iron rails, making construction cheaper and repair easier,
and permitting the running of heavier and faster trains. Heavier
trains in turn brought heavier rails, eighty to one hundred pounds to
the yard being the usual weight on main tracks, instead of forty or
fifty in early days. Locomotives grew steadily in size from the
_Kitten_ of 1837 to the huge _Mallet_ of to-day. Freight engines were
differentiated from passenger engines. Coal was substituted for wood
as fuel, and in some cases oil for coal. Electricity replaced steam in
tunnels and other places where smoke was troublesome. The crude little
freight cars, carrying four or five tons, gave way to cars carrying
thirty tons or more, specialized for all conceivable purposes, {245}
from cattle and coal cars and oil tanks to refrigerator cars for fruit
or meats or milk. Passenger coaches, following, as in other matters,
American rather than English models, underwent a similar change, and
improved steadily in size, strength, and convenience. The formal
division into classes which marks European railway travel has not taken
root in Canada; but between Pullman and parlour cars, first and second
classes, the actual variety is great. Train dispatching, at first by
telegraph, and latterly by telephone, has become a fine art; safety
devices such as the air-brake, and more slowly block signals, have been
adopted. The old confusing diversity of local time has been remedied
by the adoption of a zone system, in consequence largely of the
persistent advocacy of Sir Sandford Fleming. Thus the increase in
mileage by no means represents the increase in service rendered: every
year the engines grow more powerful, the cars larger and the trains
longer, and the freight service more speedy and trustworthy. True, the
service is still far from perfect, and when a heavy snowstorm paralyses
traffic, or the diversion to new competitive building of money which
should have gone into equipment brings about congestion, {246} vigorous
denunciation follows these brief reversions to the traffic conditions
of the good old days.
There is no work that man has wrought that would give nobler and more
enduring title to fame than the great cathedrals which mediaeval Europe
bequeathed to the world. Yet no man's name is linked with theirs.
They were the work of generations, of an epoch, the expression of the
genius and the labour and the worship of uncounted thousands. There is
a whole world of difference between the mediaeval cathedral and the
modern railway, but this they have in common, that they are the work
not of a few hands but of many, not a sudden creation, but the product
of labours continued year after year. Leaders were indispensable; we
cannot forget the men who planned and the men who carried through and
the men who organized the working of the great railway systems. Keefer
and Fleming, Poor and Waddington, Galt and Hincks and Howe, Macdonald
and Laurier, Mount Stephen and Strathcona, Van Horne and Hays,
Shaughnessy and Mackenzie, these and many more, though often bearing
feet of clay, we shall honour as builders of a mighty heritage.
{247}
But behind these loom up forgotten myriads who also were indispensable.
The surveyor, often an explorer as well, striking out into the
wilderness, braving sheer precipice and arctic blizzard in search of
mountain pass or lower grade; the man with the pick and shovel, a
mighty and ever-shifting army--English navvy, Irish canaller, Chinese
coolie, Swede or Italian or Ruthenian--housed in noisome bunkhouses,
often fleeced by employment agent or plundering sub-contractor, facing
sudden death by reckless familiarity with dynamite or slower death by
typhoid and dysentery; the men who carried on the humdrum work of every
day, track-mending, ticket-punching, engine-stoking; the patient,
unmurmuring payer of taxes for endless bonuses--these, too, were
perhaps not least among the Railway Builders of Canada.
{248}
BIBLIOGRAPHICAL NOTE
There are surprisingly few secondary books dealing with Canadian
railway history available for the general reader. The admirable
treatise by Dr S. J. M'Lean, 'National Highways Overland,' in vol. x of
_Canada and Its Provinces_, is much the best. Trout, _The Railways of
Canada_ (1871), and the article by T. C. Keefer in _Eighty Years'
Progress of British North America_ (1863), are useful for the early
period, but are scarce. There is, however, a wealth of first-hand
material--pamphlets, travellers' notes, company reports, Hansard
debates, committee inquiries, and departmental returns. The largest
collections of such material are to be found in the Parliamentary
Library, Ottawa, the Library of the Department of Railways and Canals,
the Toronto Public Library, and the Library of Queen's University,
Kingston.
For progress from year to year since 1901, see Castell Hopkins, _The
Canadian Annual Review_, vol. i _et seq_. See also, in this Series,
_The Day of Sir John Macdonald_ and _The Day of Sir Wilfrid Laurier_.
{249}
INDEX
Alberta, railways in, 184, 216, 224; grants in aid, 192, 241.
Allan, Sir Hugh, and the Pacific Scandal, 122-7.
America, North, ways of access into, 29-30; and transport development,
30-5.
Angus, R. B., and the Canadian Pacific Syndicate, 135, 136 n., 137, 151.
Ashburton Treaty, the, 57-8.
Blair, Andrew G., minister of Railways, 208.
Blake, Edward, his opposition to the C.P.R. contract, 143-5, 157 N.
Borden, Sir Robert, and the Canadian Northern, 191, 192.
Brassey, Betts, Peto and Jackson, railway contractors in the Maritime
Provinces, 66-67, 69, 73, 75; in Canada, 70, 72-6, 79, 80, 81 and note,
83.
British Columbia, its terms of union with Canada, 115, 116, 128, 130;
railway grants in aid, 192, 241.
Broun, Sir Richard, his railway, 58.
Buchanan, Isaac, promotes the Great Western, 47.
Canada, before the advent of the railway, 12-14, 19-26, 109-113;
development of water transport, 14-16, 33-5; of land transport, 16-19;
her railway policy, 27-30, 49-55, 64, 69-71, 169-72, 176, 190, 191,
209, 211, 233-9, 241-3; railway building, 36-49, 84-5, 93, 98, 182-3;
the Grand Trunk, 71-74, 81-2, 83, 88-90, 94, 187; the Intercolonial,
106-8; the C.P.R., 116, 122-9, 139-50, 158-9, 164-5, 176-7, 224; a
'boom' period, 85, 181-2, 196; the Canadian Northern, 190-1, 192, 194;
a period of depression, 197-8, 202; the Grand Trunk Pacific, 206-11,
213-15; railway interrelations with United States, 231, 232-3, 241;
government roads, 108, 233-239; Canada's position in the railway world,
240-1. See Railways.
Canada Central Railway, 100, 128, 173.
Canada North-West Land Company, 153.
Canada Southern Railway, 40, 98-9, 104.
Canadian Northern Railway, 92; building of, 183, 185-9, 230, 232;
financing of, 190-5; other enterprises, 195, 211.
Canadian Pacific Railway, the great demand for, 114-17; the survey and
route, 117-20, 129, 160-1, 162-3; the Pacific Scandal, 120-7; the
syndicate, 130-42, 150-2; terms of building contract, 141-50, 172-173;
financing of, 139-42, 147-150, 152-9, 181, 227-8, 236; its
construction, 128, 159-68; development eastward, 173-175; further
expansion, 175-178, 223-6, 232; and other railways, 139-40, 173-6, 186,
203, 215, 225; the world's foremost transportation system, 220-1, 226-7.
Canadian Pacific Syndicate, the, 130-42, 150-2.
Capreol, F. C., his ingenious financing scheme, 48.
Caraquet Railway Company, 171 n.
Cartier, Sir George, 107; and the C.P.R. contract, 123, 124, 125 n.
Central Vermont Railway, 101, 122 n., 174, 204.
Chamberlin, Edson J., president of the Grand Trunk, 202, 215.
Champlain and St Lawrence Railway, 36-8, 39, 40, 49-50.
Chandler, E. B., 53; his railway mission, 63, 65-6.
Cox, George A., 143, 179.
Elgin, Lord, governor-general of Canada, 72.
England, the locomotive contest in, 1-5; her lead in railway
development, 7-10. See Great Britain.
European and North American Railway, 60-2, 64, 68-9, 102, 174.
Farley, Jesse P., and the Canadian Pacific Syndicate, 132, 137 n.
Fleming, Sir Sandford, 245, 246; and the Intercolonial, 56-7, 106-8,
117; and the C.P.R., 114, 117-20, 178.
Galt, Sir A. T., 172; his railway enterprises, 44, 45, 70, 71, 74-6,
77, 81 n., 84, 114, 246.
Gladstone, W. E., colonial secretary, 59.
Grand Trunk Railway, 38; building and financing of, 71-84, 87, 94, 95,
97, 99, 104-5, 122-3, 187, 232; and the C.P.R., 155, 174, 178-80; in
low water, 196-9; changes of administration and material, 200-2,
218-19; eastern activities, 203-5; westward expansion, 205-6, 208, 211,
214. See Grand Trunk Pacific.
Grand Trunk Pacific, 205; the demand for, 209; question of the route,
207-8, 210, 215-18; building and financing of, 208-9, 211-15, 217.
Grant, Rev. George M., 117.
Great Britain, her railway mileage in 1846, 38; her railway policy in
Canada, 54-5, 106; in the Maritime Provinces, 59, 60, 62-6, 73. See
England.
Great Northern Railway, its development in Canada, 137-138, 187, 228-32.
Great Western Railway, building of, 40, 41, 46-7, 54, 55, 69, 70, 77,
84, 86-7, 91, 94, 95, 97, 99, 104-5; acquired by the Grand Trunk, 179.
Guarantee Acts, to aid railway building, 55, 69, 71, 84, 86.
Gutelius, F. P., manager of the Intercolonial, 234.
Gzowski and Co., railway contractors, 77, 81 n.
Hays, Charles M., 246; president of the Grand Trunk, 200-1, 203-4, 206,
212, 215; drowned in the 'Titanic' disaster, 202.
Hill, James J., and the C.P. Syndicate, 133, 134, 136 n., 137 and note,
141, 151, 162; and the Great Northern, 138 n., 228-30.
Hincks, Sir Francis, 52, 53, 246; his railway policy, 53-4, 56, 69,
70-1, 72-3, 88; and railway enterprises, 65-6, 73-6, 122.
Holt, H. S., and the Canadian Northern, 184.
Holton, Luther, his railway enterprises, 70, 71, 74-6, 81 n., 84.
Howe, Joseph, 52, 53, 246; his railway campaign in England, 62-4, 65-6,
69, 70; and state ownership, 66-7; his prophecy, 113.
Howland, Sir William, his railway syndicate, 143, 145.
Hudson, 'King,' railway promoter, 38, 47.
Hudson Bay Railway, 237-8.
Intercolonial Railway, 59-60, 98; building of, 105-8, 179; later
development, 233-7.
Jackson, Henry, railway contractor, 73, 75, 76.
Jaffray, Robert, 179.
Keefer, Thomas C., a distinguished engineer, 36, 246.
Kennedy, John S., and the C.P. Syndicate, 132, 136 n., 137 n., 141, 151.
Kittson, Norman W., and the St Paul and Pacific, 133, 134, 136 n.
Lash, Z. A., and the Canadian Northern, 184.
Laurier, Sir Wilfrid, 246; his railway policy, 188, 190, 192, 207, 210.
Liverpool and Manchester Railway, 2-4, 36.
Mabee, Justice, chairman of Railway Commission, 232-3, 243.
M'Carthy, D'Alton, and a Railway Commission, 171.
Macdonald, Sir John, 246; and the C.P.R., 115, 116, 122, 124-6, 128-9,
130, 140, 141-2, 158, 210.
Macdonnell, Allan, railway promoter, 113-14.
M'Intyre, Duncan, and the C.P.R., 139-40, 141, 150, 157.
Mackenzie, Alexander, and the C.P.R., 127-8.
Mackenzie, William, 246; and the Canadian Northern, 183-5, 189-90, 192.
M'Lean, S. J., his report on railways, 243.
M'Mullen, G. W., and the Pacific Scandal, 121-2, 123, 124.
MacNab, Sir Allan, promotes the Great Western, 47, 53.
Macpherson, D. L., his railway enterprises, 70, 71, 74-6, 81 n., 84,
123-4.
Manitoba, railways of, 176-7, 183, 185, 186, 233, 237; grants in aid,
191, 192, 241.
Mann, Donald, and the Canadian Northern, 183-5, 189-90, 192.
Maritime Provinces, their network of roads, 18; their railway projects
and policy, 55-69, 93, 104 n.; and the Intercolonial, 106-8, 237; and
the Grand Trunk Pacific, 207-8.
Merritt, W. Hamilton, and the Welland Canal, 90-1.
Midland Railway, 100, 179, 183, 230.
Minnesota venture, the, 131-9.
Mississippi, transport development on the, 31-2.
Mitchell, Peter, and the Intercolonial, 107.
Montreal, and the St Lawrence and Atlantic Railway, 42-4, 60.
Morse, Frank, manager of the Grand Trunk Pacific, 215.
Mount Stephen, Lord, and the C.P. Syndicate, 134-7; and the C.P.R.,
139, 140, 141, 150, 157 and note, 221-2, 246.
Municipal Loan Fund, the, 88-90.
National Transcontinental Railway, 172, 233, 236.
New Brunswick, railways in, 67-9, 102, 103 n., 175; grants in aid, 241.
See Maritime Provinces.
Northern Railway, building of, 40, 41, 47-8, 55, 69, 84, 87-8, 94, 100,
104 n.; acquired by the Grand Trunk, 179.
Northern Pacific Railway, 116, 121 n., 134, 157, 166, 177, 186, 230.
North-West Rebellion, the, and the C.P.R., 164-5.
Nova Scotia, railways in, 67, 102, 103 n., 188; grants in aid, 192,
241. See Maritime Provinces.
Ontario, railways in, 40, 41, 45-8, 49, 50-1, 80, 89-92, 98-101, 103
n., 175, 216, 233; and the C.P.R. contract, 123; grants in aid, 103 n.,
190, 191, 192, 216, 241.
Osler, E. B., and the C.P.R., 151.
Pacific Scandal, the, 120-7.
Palliser, Captain, his mistaken view regarding a railway to the
Pacific, 117.
Papineau, L. J., and state ownership of railways, 49.
Peto, Brassey, Betts and Jackson, 66. See Brassey.
Poor, John A., 246; his railway enterprises, 42-4, 60-1, 114.
Pope, John Henry, and the C.P.R., 139, 140, 158.
Prince Edward Island, its railway, 103, 233. See Maritime Provinces.
Quebec, railways in, 36-40, 41-5, 49, 92, 101-2, 103 n.; grants in aid,
103 n., 190-1, 241.
Quebec and Richmond Railway, 75, 80, 81 n.
Railway Commission, the, 171-172, 243.
Railways, development of, 1, 4-12, 244-6; the gauge question, 95-8;
narrow-gauge lines, 98-100, 103, 224; wooden rails, 101-2; railway
profits, 50, 79, 82, 86, 94, 95, 121; railway jobbery, 85-6, 170-1 and
note, 213, 235 n., 236; grants in aid, 103 and note, 170-1, 241-2;
'ticket scalping,' 172. See under Canada.
Reciprocity Treaty, the, 80.
Richelieu, Cardinal, and the power of steam, 7.
Rivers-Wilson, Sir Charles, president of the Grand Trunk, 199-200, 202.
Robinson, Major, his railway survey, 59-60, 107.
Rogers, Major, his C.P.R. route through the Rockies, 162.
Ross, A. M., and the Grand Trunk, 77, 79.
Ross, James, and the Canadian Northern, 184.
Ross, John, first president of the Grand Trunk, 76.
Rosser, General, and the C.P.R., 152.
Ruskin, John, his opinion of the railway, 11.
Sage, Russell, and the St Paul and Pacific, 132.
St Lawrence, the canal system of the, 15-16, 34-5; river steamers of,
25.
St Lawrence and Atlantic Railway, 40, 41, 42-5, 54, 55, 69, 70, 75-6,
79.
St Paul, Minneapolis and Manitoba Railway, 128, 132, 134, 137, 151,
228. See Great Northern.
Saskatchewan, railways in, 184, 216, 224-5; grants in aid, 192, 241.
Scott, W. L., and the C.P.R., 154.
Shaughnessy, Sir Thomas, president of the C.P.R., 222-223, 246.
Simpson, Sir George, his record journey to the Pacific, 109-12.
Smith, Donald, 133. See Strathcona, Lord.
Stephen, George. See Mount Stephen, Lord.
Stephenson, George, his locomotive triumph, 2-5, 10.
Stickney, A. B., and the C.P.R., 152.
Stockton and Darlington Railway, 2-3, 6.
Strathcona, Lord, 112 n.; and the C.P. Syndicate, 133-4, 141-2, 151,
157, 166, 246.
Surrey Iron Railway, 6.
Tache, E. P., his railway advocacy, 65.
Timiskaming and Northern Ontario Railway, 216, 238-9.
Trans-Canada Railway, 187, 207.
Tupper, Sir Charles, minister of Railways, 139, 140, 141, 146, 158, 170.
Tyler, Sir Henry, president of the Grand Trunk, 140, 199.
United States, their transport development, 25, 32-3; competition with
Canada for the western trade, 31-5, 39; railway development, 38, 52-3,
96, 115-16, 121; depression in, 198, 202; interrelations with Canada,
28, 50-1, 232-3.
Van Horne, Sir William, and the C.P.R., 148 n., 152, 159, 161, 164-5,
166, 205, 222, 246.
Waddington, Alfred, railway promoter, 115, 121, 122, 246.
Watkin, Edwin, his Pacific project, 114.
Watt, James, his reciprocating steam-engine, 9.
Young, John, his railway enterprises, 45, 65, 70, 114.
Zimmermann, Samuel, railway contractor, 47.
Printed by T. and A. Constable, Printers to His Majesty
at the Edinburgh University Press
End of Project Gutenberg's The Railway Builders, by Oscar D. Skelton