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 WEBSTER, N.Y. MSSO 
 
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 MISCELLANEOUS PAl'KRS, 
 
 MEMORANDUM 
 
 ON RAILWAY PHOGHESS IN THE DOMINION OF CANADA, AND I': S BENEFI- 
 CIAL EFFECT ON THE ECONOMIC DEVELOPMENT OF THE COINTKY, 
 MORE PARTICULARY IN THE PROVINCES AND TERRITORIES WEST OF 
 LAKE SUPERIOR, 
 
 Bij the hoii. Sir CiiARi.iis TUPPER, Biimict, G.C.jM.G., C.B., 
 
 I COMMISSIONER FOR CANADA IN LONDON, FORMERLY MINISTER OP RAILWAYS AM) CAN 
 MINISTER OF FINANCE OF THK DOMINION OF CANADA, ETC., ETC. 
 
 {Sec the accompany imj map o( the railiva}/ system of Canada.) 
 
 The euilcavoiu- lo Iract' in llio hisloi-y of the ilCTclopiimnl ol' Canada llu> pi-tiiiorlion ol' Ms 
 advance fairly allrihulaldc, diiTclly, lo llic exlonsion of lis railway system, is a matter 
 of dillicnlly, in view of tlic exoeplioual facilities for eoinniuniealion by water wliieii the 
 country possesses, and which, e\en in the pi-csent day, must he regarded as a main factor 
 of its commcr<ial prosperity. A water way wliicli extends from the mouth of the Hiver 
 St. Lawrence to Port Arthur at the head of Lake Superior, a distance of 2,260 miles 
 (3,637 kilometres) made navifrahle i»y a system of canals, has constituted an independent 
 element of advancement which must he considered in dealing with the general question, 
 while immense internal rivers anil innumerr.hle lakes have home in the past, and still hear, 
 their share in the progress of the country. The proximihj of these water ways, however, 
 I'ormcd the limitation to general settlement. 
 
 It is not until the vast extent of territory west of Lake Superior is reached, that the par- 
 amount importance of railway communication, if these great fertile plains and valleys are 
 ever to be utilized for the public good, is realized. The extent of this section may be 
 understood from the single statement that it has required the construction of 2,257 miles 
 (3,632 kilometres) of railway lo span the tlistance between Lake Superior and the waters of 
 the Pacific. 
 
 IJut though this generous and ready means of water communication exists, it exists only 
 for the warmer portions of the year, and for the long winter months, from the end of 
 November to the end of March, the whole interior of the country would be in a state ol 
 isolation, aiul trade would be dormant or paralysed were it not for the railwavs, which 
 now, from east lo west, with their ramifications to the north and south, pierce the country 
 in every direction, collecting and distributing the products of the forest, the field, and the 
 factory, through the length and breadth of the land, and giving ready access to and from 
 all the centres of population, without heed to the restrictions and barriers of the winter 
 
 1 
 
MISCELLANEOUS PAPERS. 
 
 climate. For Canada, in a greater degree than for any other country, the presence of the 
 railway is for this reason ahsohitely essential to the maintenance of its prosperity and the 
 continuance of its growth. 
 
 Important epochs. 
 
 For the purpose of hri(^rty indicating the beneficial effects produced in this country hy 
 railway construction, it will be well, perhaps, to glance at (ianada's position at three or 
 four epochs, bearing in mind always that the results shown arc not in all cases clearly 
 defined or definable as direct results of railway enterprise, and that other causes nuiy have 
 been at work contemporaneously to produce them : to the railway nevertheless is unques- 
 tionably due a large and perhaps the largest share of the present status. 
 
 These epochs may be the following : 
 
 1st. The commencement of railway construction in Canada in 1836. 
 2nd. The completion of the Grand Trunk Hallway from Riviere <lu Loup to Sarnia, 
 in 1860. 
 
 3rd. The Confederation of Canada, in 1867. 
 
 -Ith. The completion of the Intercolonial Railway main line from Halifax to liCvis, 
 in 1876. 
 
 5th. The commencement, in 1877, and the completion, in 1886, of the Canadian Pacific 
 Railw-'W main line from Montreal to the Pacific. 
 
 6th. The present date, 1894-1895. 
 
 It must be remembered that Canada, as at present constituted, is of recent birth, the 
 following being the dates of important changes. From 1791 to 1841 four distinct divisions 
 exist, with separate governments, laws, and archives, viz : — Nova Scotia, New Brunswick, 
 Lower Canada (now Quebec) and Upper Canada (now Ontario). In 1841 Upper and Lower 
 Canada were united imder the name of the province of Canada. In 1867 the confederation 
 of these four provinces occurred ; since which date the gathering of statistical information 
 is less difficult. In 1870 the Northwest territories tvere acquired .and the province of 
 Manitoba was created. In 1871 British Columbia and in 1873 Prince Edward Island joined 
 the Dominion. 
 
 First railway built. 
 
 The first railway enterprise in the country was the construction of a short section of 
 road, 16 miles long, between La Prairie and St. Johns, in what is now the province 
 <d' Quebec but at that time called Lower Canada. This was opened in July 1836, with horse 
 traction, locomotive power being adopted the following year. It was part of the Montreal 
 and Champlain Railway, which was completed in 1851, giving communication between 
 Caughnawaga, on the south side of the River St. Lawrence, above Montreal, and Rouse's 
 Point near the boundary line of the United States. 
 
 Between 1837 and 1850 but little wa« done in the direction of railway works, there being 
 in the year 1847 only 54 miles (87 kilometres) of railway in operation, all in Lower Canada. 
 The principal means of communication was by water, which was made available by the 
 construction of the system of Canals on the River St. Lawrence, opened in 1848, the Welland 
 Canal, giving access from Lake Ontario to Lake Huron, having been opened in 1829. 
 
MISCELLANEOUS PAPEHS. 
 
 9 
 
 Grand Trunk ItaUwau commenced. 
 
 The 'Jecade between 1850 and 1860, however, was one of considerable activity, it saw 
 the commencement, in I8')2, and completion, in 18(i0, of the (iramlTrnnk Kailway system, 
 a total of 872 miles (l.iOo kilometres) in T.anada; the main line extending from Uiviere du 
 Loui), on the east, to Sarniaon tlie Defroit Uivor, the western limit. 
 
 The |)orti(Mi liet\>cen Montreal and Toronto was completed it id opened by I he middle 
 of 1856, while by the construction of the Vl'-toria Bridge over the St. I^awrencci, openeil 
 in December 1859, direct railway communication was had with the southern lernnnus of 
 the line at the harbour of Portland in the State of Maine, D. S. 
 
 Intercolonial Railway surveys. 
 
 In the provinces of Nova Scotia and New Brunswick not much, it is true, was actiuilly 
 done in railway construction, but the importance of a line of railway which should cormcut 
 the Canadian Atlantic Seaboard with Quebec, a scheme first proposed as early as 1832, was 
 so manifest that in 1836-1837, a survey was made of the country between St. Andrews, 
 on the Bay of Fundy, and Levis, opposite Quebec, towards the expense of which the 
 Imperial Government contributed £ 10,000 (250,000 francs). In view of the objections of 
 the United States, based on the unsettled boundary between (ianada and the State of Maine, 
 the question was not settled until 1842, when the decision was adverse to (ianada, and 
 necessitated a new survey, made in 1844, which, by a considerable detour, avoided the 
 territory in dispute, which had been crossed by the original location. 
 
 In New Brunswick, in the year 1852, fh*; railway between St. John and Shediac on the 
 gulf of St. Lawrence was commenced, a'.<d w as o|)ened for trallic in 1860. The length was 
 108 miles (174 kilometres). 
 
 Meantime, in the province of Nova Scotia a line of railway, commenced in 1854 and 
 completed by the close of 1838, had been constructed between Halifax and Truro, 61 miles 
 (98 kilometres). 
 
 This was the nucleus of what is now the Intercolonial Railway. 
 
 V' 
 
 Railway statistics of 1860. 
 
 In the year 1860 u systematic Attempt was made for the first time l)y (jovcriunent lo 
 <'-ollect and arrange information respecting railway matters. In that year there were 
 16 Kailway Companies, operating, in the province of Oanada, 1,880 miles (3,026 kilometres), 
 ov with the addition of the connecting lines owned by them in the United States, a total of 
 2,107 miles (3,391 kilometres). Of this total, the cost of 1,974 miles (3,176 kilometres), with 
 equipment, was f 97,179,641 (485, 8!)8,208 francs) towards which tlieGovernmcnl had conlrih- 
 uted assistance to the extent of 20,246,247 dollars (101,231,235 francs. In the )car 18(>0, 
 2,030 miles (3,267 kilometres) earned, $ 6,722,666 (33,613,3.32 francs), the expenses of their 
 operation being $ 5, 675, .511 (28, 377, .557 francs). The luimber of passengers was 1,825.7.55, 
 and 1,459,446 tons (1,459,446 tons meti. of fniight were carried : as to freight, however, 
 5 Unes of minor importance, comprising 91 miles (146 kilometres], do not make returns. 
 The average speed of express trains was 24.3 miles (59.1 kilometres) per hour, including 
 
6 
 
 MISGKLLANKOUS PAPKUS. 
 
 slops. The loliil iiiiiiilu'r uF pt'i'soiis cinphiycd on :ill lh«> niihviiys \\iis (),(!()(>. Al llu> cimI 
 of Ihe year 185!) lliere were on all liio railways ."Hi iocctniolives. Tlie (jrand Trunk Itailway 
 owned 'iM. The rails were «tf iron, all single Iraek, an<l llie fuel used Tor Ihe loeomolives 
 was wood. 
 
 Inlcrcolonial Itailway commenced. .; . 
 
 |{y llie Ael of I8U7 eonledtraling Ihe lour separate Provinces of (ianadu, it was an 
 express sli|iulation llial (lie inlcrcolonial ltail\>ay should lie hiiill liy the Dominion 
 Govcrniuenl lo gue the desired cunneclion helween the iMaritinie Provinces and Central 
 (lanada. 
 
 The work was accordiiigl\ at once taken in hand, and the railway was completed and 
 in July 1X7() was opened as a through line uji lo Ki>iere du Loup, when; il joined llie 
 section of the (jrand Trunk running hetwecn that point aii<l I.c\is op]iosilc Quebec; (he 
 Government purchased this section in 187!). Aleantinu!, in 1871, Hritisli Coliimhia, and 
 in 187.~, Prince Kdward Island, had lieeii admitted into the Dominion. 
 
 Dy the completion of the Intercolonial Itailway and the connections therehy made with 
 the existing systems, direct communication was obtained between the two Canadian 
 Atlantic ports of Halifax in Nova Scotia and Saint-John, New Drnnswick, and a number of 
 Lake ports at the head of Lake Ontario, the head of Lake Krie and on l^ake Huron, making 
 eonneetion with the American lines from the west and south and lajiping the Irallic of (In; 
 great Lakes al various points. 
 
 The l'^' of July 1870, tliereforc, marks the beginning of a new epoch in the railway history 
 of the country, and the statistics of the liscal year I87.")-187(), which closed on the ."Ulh of 
 June 1876, are of importance for purposes of comparison. 
 
 Railway slalislics for 1873-1870. 
 
 I 
 I 
 
 The number of railways in operation ji' that uate was 37, including Government roads 
 (the Jntercolonial and the Prince Kdward Island Dailways) with a total length of .^),l')7 miles 
 (8,299 kilometres), from which then; is to be de<luclt!d for mileage of the (jrand Trunk 
 Railway in the I'nited States, ;2i28 miles .")()7 kilometres), leaving i,!)29 miles (7,9,52 kilo- 
 metres) operated in Canada. With the exception of 79 miles (127 8 kilometres) of the Great 
 Western, all were single track lines, 2, .'57," miles (5,819 kilometres) were laid with steel, 
 2,7i58 miles (4,'i.~)8 kilometres; with iron, and, in the case of one line, 2.'> 12 miles ;41 kilo- 
 metres) with wooden rails. The totiil « paid up capital » of railways in operation and 
 under construction amounted to s 35.1, 88(), 017 (1,069,430,238 francs), of which there was 
 expended by the Dominion (Jovernmenl $60,283,026 (301,115,131 francs). 
 
 6,351,757 tons (0,435,005 tons met.) ol freight and 5,544,814 passengers were carried. 
 The earnings aggregated S 19, .358, 084 (96,790,420 francs) and the cost of operating 
 S 15,802,721 (79,013,607 francs). There were 1,000 locomotives, 773 passenger cars, and 
 13,()47 box-freight and cattle cars. The above figures do not include certain short lines 
 operated by coal companies for shipping purposes, of which there were in Nova Scotia 15, 
 aggregating 111 miles (178.6 kilometres). 
 
 Besides the railways in operation tlnu'e was much work of censtruelion in progress, both 
 by Government and by private Companies. Published oHicial returns for the previous year 
 
M!SCKLLA\KOUS PAI'MIIS. 
 
 Al llic cud 
 ink llailwav 
 locoinolivfs 
 
 show llial on Hit- .'Olh of June 187") llmrc wvvv wiuU'V toiislnntiun, hnl not oiuMietl, 
 !2,'27.') mill's (." fl()l kilomtiti'cs) of roail. TIh'sc includfil woi'K on llic rjiilwiiy in « on- 
 luniiiliilion Ui <onnt;ct Canada \N«!st ol' Ihc ^rt-al lakes willi llu! waters of the Paeille, 
 wliich ultimately look eompleled form under llie name of the (lanailian I'aeilie Hallway. 
 
 I, it was an 
 
 le Dondnion 
 
 and Central 
 
 miideted and 
 I joined llu; 
 Quebec; tlu; 
 jlumbia, an<l 
 
 »y made with 
 ivo Canadian 
 
 a luunbei' of 
 uron, making 
 
 trallie of llie 
 
 ilway bislory 
 n the oOtb of 
 
 rnmeni roads 
 of ri,l;>7 nnlcs 
 (irand Triuik 
 is (7,9o2 kilo- 
 s) of the Great 
 lid with steel, 
 miles (41 kilo- 
 oj)(!ralion and 
 lich there was 
 
 were carried, 
 i of operating 
 nger cars, and 
 ain short lines 
 n'ova Scotia 15, 
 
 progress, both 
 5 previous year 
 
 (Mcneral position of railway ronslruclion in IS'ii 
 
 Hefore consideraling this great work, and the new epoch which its conslru«'tion inau- 
 giu-ated, it would be well to note to how limited an extent the interit»r of the country bad so 
 far been touched by railways. A nni[) which accompanied the Departmental report of 187(1, 
 shows, indeed, a through line coimei-ling the principal cities of the lUmnnion and coinmu- 
 rncating with American lines to the south and west, hut this through line bordered closely 
 on the Uiver Saint-Lawrence, and with Ihi" exception of a line of the (irand Trunk Uailway 
 lo Ottawa, about .'iO miles 80 kilometrc.sj north on the river, and another about 1;2() nnles 
 (10.1 kilometres) long, from a point on the main line t( the Uiver Ottawa at I'cndiroke, there 
 was practically nothing to pierce the dense forests v ilb which the interior of the country 
 was covered beyond a few more or less dillicult and sometimes imp;'ssablc roads and paths, 
 and these of but limited extent. Quebec had, it is true, comnuuiicalion, by ferry, with the 
 railway across the river, but i;one to the ((ast west or north. .Montreal had no railway to 
 the north or east, though by means of the Victoria bridge she had anjple coiuieclion with 
 the son lb. 
 
 This condition of things was, however, being rapidly altered. A line of railivay was in 
 coiu'.se of (;onstri,iction on the north side of the .Saint-Lawrence between Quebec and Ottawa, 
 and the building of a railway to connect the railway systems of eastern and central <'.anada 
 with the Pacific (expressly stipulated for as a condition of the entry of Ifritish Columbia 
 into Confederation) was making progress. Siu'veys of the whole intermediate country 
 had been simultaneously commenced al either end by parties starling in June and 
 July 1871. 
 
 Position of communication west of the (ireat Lakes prior to the build iny 
 of the Canadian Pacific Railway. 
 
 A brief glance at the position of tralfic communication between Canada Last and Canada 
 West of Lake Superior prior to the advent of the railway will be of interest. 
 
 Lp to the head of Canadian waters on Lake Superior namely : lo Prince Arthur's Landing, 
 Thunder Hay, boats and steamers gave access. 
 
 Between Prince Arthur's Landing (now Port Arthur) and the Red Uiver selllement at 
 Fort Garry afterwards known as Winnipeg), Ilia route followed by the voyaycnr, known 
 « as the old canoe route », constituted the sole means of communication. It utilised the 
 most convenient stretches of water navigation allonled by the rivers and lakes of Ibis 
 i-egion, and over the whole distance of i'il miles (720 kilometres) only eleven short portages, 
 of a total of 8 miles (12.1) kilometres), were rendered necessary. .Mong this route in 1870, 
 the troops under Colonel, now Lord Wolseley, were forwarded to suppress a Half 
 IJreeil and Indian rising in .Manitoba. This route, however, proved impracticable for the 
 transportation of emigrants and was abandoned. 
 
MISCELLANEOUS PAPERS. 
 
 
 Surveys for the Canadian Puci fie Railway. 
 
 The surveys for the I'aeifir Itailwtiy, foininunced in 1871, involved nn immense amount 
 of %%(»riv and exlfnilei'. over se\eral years. IIk; ilala ohiained, liowevcr, were of great 
 value, and allorded a mass of information as to the ea|)ahilities of the countrv hotii in llie 
 interior and on the Pacific coast wliich has h(>en of nuH'h service in its s tseciuenl dexcl 
 opment. In IK77, the railway was commenced has a puhlic work, itut is whs soon found 
 advisahle that it should he constructed hy prival*' enterprise, suitpiemented hy (lovcrnnient 
 aid. It was, accordingly, piaciMJ in Ihe liands of a (lompany, the (lanadian Pacilic Itailwav 
 (!c>mpany, in ISSI, tlu; contract calling for coin|ilelion in ISUf. In aid of the work, Ihe 
 Dominion ^n\o. 2:),(M)(),0()0 dcdiars (12"), 000, 000 francs) in money and 25,000, 0(H) acres 
 (10,H<),(J00 hectares) of land, together with ahoul (iiO miles (1,0.'S0 kilometres! of completed 
 railway which the (Jovernnient had then under contract, the cost of which including the 
 surveys was some 33,000,000 dollars (165,000,000 francs). 
 
 , . Canadian Pacific Railway commenced and completed. 
 
 With this suhsidy the (iompany commenced operations, and carried on their wttrks with 
 such energy that the road was huilt hy 188(), live years in advance of the expiry of the time 
 stipulated in the contract, the lirst through train from Montreal to Vancouver running in 
 .\mw. of thai year. 
 
 Since that dale, the development of railways west of Winnipeg on the part of the Coni- 
 pany and on the part of other Companies, whose enlreprises have heen rendered possihle 
 hy the construction o( Ihe main Line, has been of enormous extent. Far outlying districts 
 in the North ami South have heen opened up and the fertile plains of Manitoha and the 
 great North West, together with the rich valleys and mining districts of Itritish Columbia, 
 have heen placed in communication hy railway with the Atlantic and Pacific seaboards and 
 V ;ih the American railway systems to the South. 
 
 Towards this development, and towards the corresponding extension of railway 
 enterprise in the older sections ofdanada, the policy of the Dominion, adopted in 1882, of 
 aiding Companies by limited grants of money and lands, given under rigiil restrictions as 
 to the quality of the work, has largely conduced. 
 
 Railway statistics for 1885-1886. 
 
 The foll(»wing gen«!ral statistics for the year 1885-188(5 are full of interest, as marking 
 the posiiion of railway matters in the Dominion at the commencement of the period of 
 through communication from ocean to ocean. 
 
 There were 11, ,523 miles (18,5i4 kih)metres) of track laid, and 10,697 miles (17,215 kilo- 
 metres) of railway in operation. 10,303 miles (16,581 kilometres) were laid with steel rails. 
 The paid up capital amounted to 6.53,376,114 dollars (3,266,880,720 francs), in which is 
 included bonuses given and expenditure made by the Dominion Government to the amount 
 of # 12i,96(i,i67 (624,832,337 francs). The aggregate of earnings was 33,389,382 dollars 
 (166,9i6,«10 francs), and of working expenses 2t,177,582 dollars 120,887,910 francs). The 
 
 
MISCELLANKOUS PAI'pmS. 
 
 
 
 iHC aiiioiiiit 
 i"c of groat 
 Dotli in tlic 
 
 M'llt (l»!\t'l 
 
 ;ooii round 
 
 ovt'riiMicnl 
 
 ic KailxNiiy 
 
 work, llic 
 
 ,000 lUTCS 
 
 <'oni|il<>(c*l 
 liitling th«> 
 
 Aorka with 
 of lite time 
 running in 
 
 >{■ Ihe (ioin- 
 •ed possible 
 ng (lislricls 
 jba and Uk; 
 I (lolumbia, 
 [boards and 
 
 ol' mil way 
 in 188^2, o|- 
 Iriclions as 
 
 number of passengers was »,86l,02i, and of freigbl I:i,«i70,'i«i0 tons {i'),n2l,187 tonnes 
 met.) were carried. 
 
 Tbere were 1,."»(17 loromolives, 1,50*) pus.senger and !2r),(li,*) box freiglil and eatlle cars. 
 Tbe lines owned by Coal und Iron .Mining (ionipanies are not inclm. I in llie abo\e. Of 
 t'lese, tbere wero in No\a Seotia ll.i miles (182 'kilometres owned by l'> coiupunies. 
 
 Tbe Canadian I'acifie Railway Company, in Ibe year I88(i, ow ned o<' eonlrolled t.-^."),! miles 
 (7,2!).') kilometres) of railway rn Canada, of wliicb there were in operation .■),7(»!) miles 
 (G.Ofi.'i kilometres). The (Jraud Trunk Hailway owned or < milndled 2,;)!»8 miles 1 1, 181 kilo- 
 metres). 
 
 (icncrnl poxition of railvmy progress from ifiHd, tr date. 
 
 During tbe period between 188(), a>id tbe present date, railway eonstruction, witb all its 
 attendant developments, bas actively proceeded year by year. Uy a tunnel under tbe Hiver 
 Saint-Clair, completed in 18!M, tbe Crand Trunk Company obtained .-i new link of direct 
 railwav communication witb tbe railway systems of .Micbigan, and by Ibe close of I8!)0, 
 Ibe government Ii.mI completed tbe extension of the Intercolonial to the Kastern barboiu* 
 of Sydney Cape Hreton, increasing to !,li2 miles (l,8.i8 kilometres) the total mileage of that 
 road. By tbe end of 1888, a direct line of railway bad been constructed, giving a sb;irter 
 route between Montreal and Saint-,lobn, New Brunswick, crossing tb<^ State of Maine and 
 communicaMng with Montreal h\ a n((w bridge over the Saint-Lawrence. This railway is 
 part of the Canadian Pacific Baihvay system. North from Quebec 2i2 miles |.i8!) kilomet -es) 
 ol railwav have bee built, giving access to the fine agricultural district of Ibe Lake Saint- 
 .lohn. .Northward from Ottawa, another agricultural district of pnmiise is about to he 
 opened up, .')(> miles (90 kilometres) of railway having been constructed : further West, a 
 line, of which 25 miles (iO.2 kilometres) are built, is about to pierce tbe district at tb<! bead 
 of the Biver Ottawa : west of Winr.ipeg, the country to Ibe northward is being opene<' up 
 by railways touching tbe main line of the Canadian •'acific. Already one line extends 
 2r)0 miles (i02 kilometres .another 254 miles (i09 kilometres), and a third near tbe eastern 
 slope of the Uocky Mountains, 191 miles (f 07 kiloiaetres) long, give access to sections of 
 valuable country, while to tbe south extensive coal districts are being served by more 
 than one road, and connection is made with American railway systems. 
 
 In the older Provinces of Ontario and Quebec, the southern portions are covered with a 
 net w ork of lines. At the present date six lines of railway centre at Quebec, seven lines at 
 Montreal, seven at Toronto, six at Ottawa, and nine at Winnipeg. 
 
 as marking 
 le period of 
 
 17,215 kilo- 
 i steel rails, 
 in which is 
 tbe amount 
 ,582 dollars 
 ancs). The 
 
 Railway Statistics 1893-94. 
 
 As before observed, the Dominion and Provincial governments and municipalities have lar- 
 gely aosisted railway enterprise by grants of money and lands. Up to the end of June 1891, 
 the Dominion government, apart from the construction of its own roads and aid to the 
 Canadian Pacific, bad assisted in tbe construction of 71 railways to the extent of over 
 1 1 1/4 million dollars (56,250,000 francs) in cash. Tbe various Provincial governments 
 bad assisted railway enterprise to the extent of nearly 30 million dollars (150 million francs) 
 and miuucipalities nearly 16 million dollars (80 million francs). 
 
 in the fiscal year ended on the 30th June 1894, not including private coal and iron 
 

 10 
 
 MISCKLLANEOUS PAPERS. 
 
 iiiiiiin^ conipanii's lines, the iiuinhor of miles (>f coiniilelcd railway was l."),708 (25,070 kilo- 
 inelresi, of w liicli lo,o()8 (!2^),o7U) were laiil willi sicel rails : liie niimhcr »»f miles in operation 
 was ir),<)i27 (25,250 kilometres) The amount o*" »he pai<l up capital was 887,975,020 dollars 
 (i, 459,875,100 francs). The gross earnings amounted to 49,552,528 dollars (247, 762,010 
 (rancs), and the working expenses to 35,218, ioo dollars (170,092,105 francs), leaving the net 
 earnings 14,354,095 dollars (71,070,475 francs). The numher of paj-scngcrs carried 'vas 
 44,402,498 and 20,721,1 10 tons (21,052,054 tons met.) of freight, about one million tons less 
 than in the previous year. The inimher of miles run hy trains was 43,770,029 (70,439,520 
 trains-kilometres). The number of controlling companies was 72, besities the two lines, the 
 Intercolonial and the Prince Edward Island ownc:l by Ihe government. The Canadian 
 Pacific Uailway (;onv,)any owned or controlled 6,127 miles (9,800 kilometres), and the Grand 
 Trunk Uaihvay 3,158 miles 5,082 kilometres). 
 
 Of liie total mileage of track laid, the following shows the share each ProvincT had in 
 railway enterprise omitting fractions of a mile) : Ontario 0,707 miles (40,890 kilometres), 
 Quebec 3,024 (4,860 kilometres). New Brunswick 1,390 (2,247 kilometres), .Neva Scotia 825 
 (1,328 kilometres), P Ince Edward Island 210 (338 kilometres), Manitoba 4,471 (2,307 kilo- 
 metres), The Territories 4,772 (2,852 kilometres), and British Cohmibi;. 800 (4,287 kilo- 
 metres). Of the freight carriei' there were 4 1,409,833 barrels or 4,4 12,885 tons (44,306,914 
 tons met.) of Hour, and 400,402,828 bushels or 2,507,594 Ions (2,008,076 tons met.) of grain, 
 and 3,609,313 tons (3,667,062 tons met.) of lumber : of live stock 4,245,172 were carried, 
 and 2,921,373 tons (2,968,415 tons met.) of manufactured goods. 
 
 The rolling stock opera'ing this traffic comprised 2,002 locomotives, 4,861 passenger 
 cars, 656 baggage mail and express cars, 35,852 freight cars (box and cattle) and 19,603 Hal 
 and other cars. 
 
 Results of Ra'ivay construction. 
 
 It remains to indicate so far as may be done, the effect produced upon the country by 
 the construction of railw ays throughout its various sections : and for this purpose the statis- 
 tics allbrded hy the census returns, those of customs, agriculture, and immigration, the 
 statistics of the post ollice, of banking institutions, of tr- Je and navigation, and municipal 
 assessraents, arc available. Besides these sources of information, the returns made by the 
 railway Companies themselves to the government, already quoted, are of special value. 
 
 Census Statistics of fSOl to 1801. 
 
 ■:!•/. 
 
 First as to the population : 
 
 In 1861 the population of Upper Canada (Ontario) was 4,396,091, of Lower Canada 
 (Uuehcc), 1,444,566, of New Brunswick 252,047, of Nova Scotia 330,857, of Prince Edward 
 Islainl 80,857. The Northwest Territories and fJrilish Columbia are not included not being 
 in the Dominion at that date. Manitoba at this time had no separate existence, having been 
 formed out of the Northwest Territories 'n 4870, after their acquisition by the Dominion. 
 Ilecords of population in respect af these three sections of the country are not available, 
 b"t, apart from the Indian tribes, pop<.>lation was practically non existent. 
 
 In 1H71 the first census of the Dominion was taken. 
 
 The population of the country at that time was 3,689 257. It comprised, British 
 
 I 
 
 '1 
 
 pe 
 
 :i- 
 
 
 '4 
 
 5, 
 
 * 
 
 on 
 
 
 la 
 
 1 
 
 ox 
 
 * 
 
 
 t 
 
 
 $ 
 
 so 
 
 ■S' 
 
 
 ^ 
 
 
 fi 
 
 pe 
 
 *; 
 
 10, 
 
 ^2 
 
 91 
 
 
 in 
 
 
 
 
 ; 
 
MISCELLANEOUS PAPERS. 
 
 u 
 
 78 kilo- 
 Miralion 
 ) dollars 
 ,7(52,040 
 ; the net 
 •ied '.vas 
 :oii8 less 
 ,159,526 
 ines, the 
 
 '.anadian 
 le Grand 
 
 1 
 
 r Had in 
 
 1 
 
 )metrcs). 
 
 1 
 
 :oliu 825 
 
 -1 
 
 367 kilo- 
 
 ■5 
 
 287 kilo- 
 
 
 1,306,911 
 
 
 of grain, 
 ! carried, 
 
 
 passenger 
 9,603 Hal 
 
 
 )untry by 
 Ihe statis- 
 ation, the 
 municipal 
 ide by the 
 ^alue. 
 
 sr (lanada 
 e Edward 
 not being 
 iving been 
 Dominion, 
 available. 
 
 d, British 
 
 Columbia 36,217 (includinir 25,(561 Indians), Manilol.a 25,228, New HrnnsNNick 285, 59i, Nova 
 Scolia 387,8(K!, Ontario 1,(520,851, !'riic;j Kdward Island iH,()2l, (,)iiebcc 1,191,516, Tiic 
 Territories (covering four districts wcm from Manitoba to liie llocky Mountains, and 
 embracing an area of 394,981 square miles (7(53, 971 square kilometres!. 18,000, the 
 unorganizevl territories, which comprised 2,076,500 square miles (3,377,927 sijuare kilo- 
 metres), 30,000. 
 
 In 1871, the percentage's ol the urban and the rural population were as follows : — In 
 Ontario, urban 19 4, rural 80.6; Quebec, urban 19.5, rural 80.5; Nova Scotia, urban 14 0, 
 rura! 86.0; New Hrunswicl., lU'bun 24.5, rural 75.7; Manitobii, urban 1.2, rural 98.8; 
 British Columbia, urban 8.9, rural 91.1; Prince Edward Island, urban 11.5, rural 88.5, 
 the totals for Canada being, urban, 18.8, rural 81.2 — the total urban population 
 being 686,019. Of the urban population, Montreal hud 107,225. Toronto 56,092, Quebec 
 39,(599, Ottawa 21,543 — Winnipeg had only 241 inhabitants, and in British Columbia, 
 Victoria had only 5,270, while Vancouver and New Westminster had no existence. 
 
 Passing over the census of 1881. that taken in 1891 sho\\s population as follows : 
 
 Total population of (.anada 4,835,259, comprising British Columbia, 98,175; Manitoba, 
 152,o06; New Brunswick, 321,263; Nova Scotia, 450,396; Ontario, 2,114,321; Prince 
 Edward Island 109,078; Quebec, 1,488 .535; the four organized districts of « The fer- 
 ritories n 66,799 and the unorganized territories 32,168. The population is now estimated 
 at 5,000,000. 
 
 The percentages of the urban and rural populations in 1891 were as follows : — Ontario, 
 urban, .33.2, rural, 66.8; Quebec, urban, 29.2, rural, 70 8; Nova Scotia, urban. 21.2, rural, 
 78.8; New Brunswick, urban, 19.4, rural, 80.6; Manitoba, urban, 22.5, rural, 77.5; British 
 Columbia, urban, 42.5, rural, 57.5; Prince Edward Island, urban, 15.0, rural, 87.0; The 
 Territories, urban, S.6, rural, 94.4. For the whole of Canada, urban, 28.7, rural, 71.5. 
 The aggregate urban population for the whole of Canada was 1,590,910. 
 
 Of cities and towns with a population of 100,000 and upwards there \>ere two, Montreal 
 with, 216,650, (ind Toronto with, 181,220. 
 
 W ith 25,000 and less than 70,000, there were 7, including Wiiuiipeg, 25,642, a growth 
 of 221 . 1 per cent for that city in the decade. 
 
 With 10, (too and less than 25,000, there were 11, including Vancouver 15,685 and Vic- 
 toria, 16,841, 184.2 per cent increa^^e for that city. 
 
 With 5,000 and less than 10,000 there were 26, incliuling New Westminster, 6,641, 342.7 
 per cent increase in the decade. There were 46 towns with populations between 3,000 and 
 5,000, including Springhill, Nova Scotia, 4,815 an increase of 454.7 per cent. Nanaimo 
 on Vancouver Island, 4, .595, an increase of 179.5 per "ent. Calgary, Brandon, and Portage 
 la Prairie, towns on the western section of the Canadian Pacific Bailway had sprung into 
 existence, and had populations respectively of 5,876, 5,778 and 3,5(55. 
 
 Turning to the occupations of the population, there were 108,758 farmers, or with their 
 sons engaged in agriculture, 649,506. This ''oes not include farm labourers. 
 
 Of the last total, British Columbia had 5,874, an increase compared with 1881 of 1\6.7 
 percent; .Manitoha liad 29,014, an increase of 115 per cent; and the North West Terrilori>!s 
 10,857 as against 1,011 in 1881, an increase of 971.9 percent. 
 
 in 1891 there were 28,.537,242 acres (H,54'7,994 hectares) of improved land against 
 91,899,180 acres (8,837,7(55 hectares) ii' 1881, and 17,335,818 acres \7,OI5, 181 hectares) 
 in 1871. 
 
^I' 
 
 MISCELLANEOUS PAPERS. 
 
 The growth of the industrial interests of the country may be followed in the subjoined 
 table. 
 
 ' 
 
 1871. 
 
 1881. 
 
 1891. 
 
 Nunibor of (>stablishmonts . . 
 ('apitiil iiivostcd. . . . 
 Nunibor of lunployi*?'. ... 
 
 Wagos paul 
 
 Cost of raw material .... 
 Valii(> of products 
 
 S 77,964,020 
 (389,820,100 fr.) 
 
 187,942 
 
 8 40,851,0' » 
 ,204,255,( 95 fr.) 
 
 $ 124,9^.7,846 
 (624,539,.r50 fr.) 
 
 S 221,617,773 
 (1,108,088,865 fr.) 
 
 49,923 
 
 $ 165,.302,623 
 l826,513,!15fr.) 
 
 254,935 
 
 $ 59,429.002 
 (297,145,010 fr.) 
 
 § 179,918.593 
 (899,592,965 fr.) 
 
 S 309,676,068 
 (1,548,380,340 fr.) 
 
 75,768 
 $ 353,836,817 
 
 (1,769,184,085 fr.) 
 
 367,865 
 
 $99,762,441 
 (498,812,205 fr.) 
 
 5 255,933,219 
 (1,279,916,095 fr.) 
 
 $ 475,445,705 
 
 (2,377,228,525 fr.) 
 
 In 189i Uritish'tlolumbia had 770 establishments with an output valued at H, 999,928 dol- 
 lars (39,999,010 francs); Manitoba 1,051, with an output of 10,15o,i82 dollars (50,575,910 
 francs), and the Territories 57ri, with an output of 1,827,510 dollars (9,156,550 francs). 
 
 British Columbia liad 59 establishmenls each producing to the value of .■i0,000 dollars 
 (250,000 francs) and over, against 13 establisiiments in 1881, and 18 proditcing to the value 
 of 100,000 dollars (500,000 francs) and over against 4 in 1881. 
 
 • Manitoba had 39 establishments each producing to the value of 50,000 dollars (250,000 
 francs) and over, against 13 in 1881, and 1() establishments whose output was 100,000 dollars 
 (500,000 francs) and over, against 5 in 1881. 
 
 The Territories had 7 establishments each producing to the value of 50,000 dollars 
 (250,000 francs) and over there having been none in 1881 : of tiiese 3 produced to the value 
 of 100,000 dollars (500,000 francs) and over. 
 
 Of the total number of establishments in ('anada, 1,675 had an output of 50,000 dollars 
 (250,000 francs) and over; 899 of 50,000 to 100,000 dollars (250,000 to 500,000 francs); 776 of 
 100,000 dollars (500,000 francs), and two produced 1,000,000 dollars (5 million francs) and 
 over. 
 
 In 1891 there were 23,552 persons engaged in steam railway employment, of whom 1,201 
 were locomotive engineers and firemen. There were 15,117 miners, of whom 5,660 were 
 in Nova Scotia, and 'l,.591 in Hritish Columbia; 12,319 lumbermen and raftsmen, of whom 
 1,512 were 'n Nova Scotia, l,2i0 in New Mrunswick, and 1,119 in British Columbia, and 
 27,079 rishtcmen,of whom 11,178 were in Nova Scotia, 2,926 in New Brunswick, and 3,798 
 in British Columbia. 
 
 Statistics of development in other directions can be given for a date considerably more 
 recent than that of tlie last census, and the following for the year ended on the 30th of June 
 1891 will furnish suggestive information almost up to the present date. 
 
 I 
 
MISCELLANEOUS PAPERS. 
 
 IS 
 
 he sul)joined 
 
 Trade and commerce stalistics, 1804. 
 
 1)191. 
 
 75,768 
 )3,83(),817 
 
 ,184,085 fr.) 
 
 5G7,8G5 
 
 9,762,441 
 
 812,205 fr.) 
 
 55,983,219 
 (,916,095 fr.) 
 
 75,445,705 
 ',228,525 fr.) 
 
 1 ,999,928 liol- 
 i-s (50,575,910 
 francs). 
 ;0,000 dollars 
 r f.o the value 
 
 •liars (250,000 
 00,000 dollars 
 
 0,000 dollars 
 d to the value 
 
 50,000 dollars 
 francs) ; 776 of 
 on francs) and 
 
 )f whom 1,201 
 >m 5,660 were 
 ricn, of whom 
 Columbia, and 
 ick, and 3,798 
 
 iderably more 
 le 30th of June 
 
 In the year ended on the 30th of June 189i, the total import and export trade of Canada 
 amounted to (' 2i0,999,889 dollars (1 ,20i.9D9,ii5 francs), against a total in I8<)8 of 
 131,027,532 dollars 655,137,660 francs). Of this the following centres of railway commu- 
 nication had share, in round figures, Halifax 13,500,000 dollars (67,!}00,000 francs;, St. John 
 7,000,000 dcdlars ;.35,000,000 francs), Quehec 8,700,000 dollars (13,500,000 francs), Montreal 
 96,100,000 dollars 182,000,000 francsi, Toronto 522,000,000 dollars (10,000,000 francs), 
 Winnipeg (the (miy entry port of Manitoba) 1,200,000 <lollars (21,000,000 francs', Van.ouver 
 2,100,0.00 dollars (10,500,000 francs), Victoria 5,900,000 dollars (29,500,000 francs). The 
 total for the whole of British Columbia in 1891 was 13,112,181 dollars 67,060,905 francs), 
 against a totalin 1872 of 5,652, ;39 dollars (18,262,295 francs! and a total in 1886 of 6, 906, 91.'; 
 dollars (34,531,575 francs). In 1872 the total for Winnipeg was only 1,027.788 dollars 
 (5,138,910 francs). 
 
 The value of the interprovincial trade of the Dominion, that is the products of one prov- 
 ince required by another, is now estimated at 100,000,000 dollars (500 millions dc francs). 
 It was only 1,000,000 dollars (20 millions de francs, in 18(i8. This development is entirely 
 owing to railway progress. 
 
 in 1893-1891, Canada exported of her coal produce 996,000 tons (1,011,936 tons met). 
 Nova Scotia sending away 211,000 tons (211,586 tons met), and British Columbia 716,000 
 (727,156 tons met.) while the inland coal of the Territories was exported to the extent of 
 SI, 000 tons (51, .551 tons met). No great quantity of either iron or copper ore is sent out of 
 the country but at the newly developed nickel mines at Sudbury, on the line of the Canadian 
 Pacilic Uaihv;<y, the ore having been discovered in making a cutting for that railway line, 
 there was produced foi* export, in 1893-1891, 1,205 tons (4,205 tons met.), the value being 
 808,799 dollars (3,013,995 francs). 
 
 Statistics of urban population and advance in the West. 
 
 At the present date, 1895, the following is the estimated population of the principal 
 cities, towns, and villages along the line of the Canadian Pacific Railway and its connec- 
 tions, in Manitoba, the Territories, and British Columbia. With populations of from 3t)0 to 
 1,000 there are 9 ; from 2,000 to 5,000, 15 ; while the present estimate of Winnipeg is 30,000, 
 of New Westminster 9,000, and of Vancouver 20,000. 
 
 The assessments of certain of these cities for 1893 are as follows : 
 
 Calgary 1,100,000 dollars (7,000,000 francs), Vancouver 18,655,000 dollars (93.275,000 
 francs). New Westminster 7,501,1.32 dollar5i-(37,520.660 francs), Winnipeg 21,692,700 dollars 
 (108,163,500 francs) (in 1882 it was 8,000,000 dollars) (10 million francs), Brandon 3,1 18,838 
 dollars (15,591,190 francs). 
 
 North Bay, Sudbury, Fort William, Bat Portage Kewatin, Deloraine, Medicine Hat, 
 
 (1) Values alone do not give the trun measure of this increase. Prions havn fallon since 1808 
 fully 33 1/3 por cent On the basis oi 1868 the trade returns for 1894 should stand :\\ 
 305,000,000 dollars (1,525 million francs). The increased volume of irmlo may bo inferred 
 from this statement. 
 
; 
 
 11 
 
 MfSCEFJ-ANEOUS I'APEUS. 
 
 Uogina Duumore Moose Jaw, Lclhbridgc. Edmonlon, Prirn-e Albert iiiid a long list of oilier 
 (owns shov, valiialioiis raiigiii},^ Iroin 123,000 lo 300,000 dollars ((>23. 000 lo 2,500,000 iVaiies). 
 NVliile Kamloops, Yale, Port Moody, Nelson, and a dozen other towns in liritish (lolunibia 
 swell the figures by millions. 
 
 Of the 58 ebartcred banks of (Canada (making, wilb their several branches, 316 institu- 
 tions) no less than 10 had branches in Winnipeg, 3 in lirandon, Calgary, Ldmonton, Van- 
 couver. Now Westminster, and 2 in some 15 to 20 other points, apart from private banks. 
 In AVinnipeg it was found necessary in 1893 to establish a clearing house, making the fifth 
 in Canada, its recorded transactions for the iirsl half year amounted to 1,074, 207 dollars 
 (24,871,155 francs). It may be noted here that the transactions of the five clearing houses, 
 Montreal, Toronto, Halifax, Hamilton, and Winnipeg, amounted for the year 1803 to 
 981,137,363 dollars (4,903,687,815 francs). 
 
 The total area surveyed by the Dominion (jovernment for settlement in .Manitoba, the 
 Territories and Hritish Columbia up to June 1894 aggregated 77,839,693 acres (31,498,922 
 hectares), which divided into farms of 160 acres ^64,746 hectares) each would give an 
 available total of 486,494 farms. Accomodation therefore for a vast additional population 
 is amply provided for. 
 
 Along the main line of the Canadian Pacific' from Ottawa to Vancouver, there are 
 206 stations, the centres of population they serve being, with but very few exceptions, du(! 
 absolutely to the construction of the railway, and all, without exception, owing their 
 development to its presence. At various points along the immense distance traversed, these 
 have become the nuclei of various important mining, lunjbering, manufacturing, and 
 agricultural industries. 
 
 In must not of course be imagined, that any large proportion of these stations on the 
 line are in themselves more than merely stopping places, accommodating out-lying farm or 
 mining settlements, but at the same time in all the towns of larger extent, a high degree 
 of modern comfort and convenience is attained. Electrical lighting and transport, good 
 streets, large public buildings, water works, fine hotels, handsome well filled stores, and 
 commodious private residences, churches, schools, and theatres, place these prairie and 
 coast towns in a position of advancement undreamt of in cities of the older world with 
 many times their population. 
 
 From several hundred returns procured from points west of Ottawa it is possible to 
 slate that leaving aside the towns existing before the advent of the Canadian Pacific Hallway, 
 and without including the value of the farming lands, the value of the property of the new 
 towns along the line aggregates over one hundred million dollars (3(X) million francs). The 
 value for purposes of taxation of property, which was unavailable "uid useless in 1880, and 
 which has been made of value by the construction of the Canadian Pacific Railway is four 
 times the amount of the expenditure by the country on account of that work. 
 
 Perhaps no more suggestive and conclusive statement can be put forward in evidence of 
 the beneficial results of the railway policy of this country than the simple fact that today 
 it is possible for any one to travel by rail the whole distance, 3,661 miles (3,892 kilometres), 
 between Halifax, on the Atlantic, and Vancouver, on the Pacific coast, in 3 ^'^ days, at a cost, 
 lor lire, of 33.30 dollars (267.50 francs); while from Montreal, at the head of sunniier 
 navigation, to Vancouver, the time occupied would be a little over 4 days, and the fare 
 42 dollars (210 francs). The time is the normal time taken, and implies a vast number of 
 stoppages. It could, of coiu'sc, be greatly reduced on an emergency. Contrast this with 
 
MIStlKLLANEOUS PAPKRS. 
 
 1%* 
 O 
 
 sl of other 
 lOO IVaiK's). 
 I (loluinl)iii 
 
 16 inslilu- 
 nlon, Van- 
 ale banks, 
 njr the fifth 
 2(i7 doUai-s 
 in|;- lionses, 
 ar 1895 to 
 
 initoba, the 
 131,498,922 
 lid give an 
 [ population 
 
 , there are 
 eplions, due 
 owing their 
 .^ersed, these 
 luring, and 
 
 ions on Ihe 
 ying farm or 
 high degree 
 iisport, good 
 1 stores, and 
 e prairie and 
 • world ^vilh 
 
 is possible to 
 cificHaihvay, 
 :y of the new 
 n franes;. The 
 i in 1880, and 
 ailway is four 
 
 in evidence of 
 act that today 
 92 kilonielres), 
 iays, al a cost, 
 ad of summer 
 ,, and Ihe fare 
 asl munber of 
 rasl this with 
 
 Ihe time taken, as aitove staled, by Ihe first expedition of the troops unikjr Sir tiarnel 
 NVolseiey in 1870, when two r.ionths were required, e>en in circumstanies needing all 
 possible haste, for traversing the i32 miles (727 kilometres) itelwcen the head of Lake 
 Superior and the present site of VV innipeg. 
 
 In these days, when, apart from personal travel, so much of the world's business is 
 transacted by postal comnuinication, it will be seen how enormously the raihN ay by its 
 rapid transport has heneCited the country at large, while it nuisl also be borne in mind that 
 by the telegi .qdi, the natural and necessary adjunct of the railway, conununication between 
 the two oceans is practically instantaneous. 
 
 The following facts in relation to the postal development speaks volumes : Taking the 
 year 18()8, the year after Confederation, tiiere were .>,()o8 olHces, and the number of letters 
 was 18,MtO,000. In 1872, there were in Canada i,l55 ollices, and "»0, 600,000 letters and 
 cards and 2i,i00,000 news papers wereposted. At that date Manitoba and the Territories 
 iiad 27 ollices, >Nith 80,000 letters and cards, and British Columbia 58 ollices and 160,000 
 letters and cards, 150,000 newspapers together In 189i, there were in Canada 8,66i ollices, 
 dealing with 130,840,000 letters, cards and newspapers. Manitoba and the Territories had 
 692 offices with 8,84.^,000 letters and cm .Is, and 1,500,000 newspapers, while British 
 Columb: I had 229 ollices the number of letters and cards being 3,880,000 and over 
 500,000 newspapers. 
 
 A further point has to be borne in mind in considering the construction of this great 
 railway as an initial step from which developments may be (ddained. It is ^dely due to 
 the construction of this road that it has been possible to place on the Pacifi*; Ocean, and 
 from a terminus on British territory, a line of steamers belonging to the Company conunu- 
 nicating with Japan, China, and Australia by a route shorter than any previously existing. 
 From Vancouver to Yokohama H V's days only are required; to llong-Kong 19 days, and to 
 Sydnev 25 davs, and these schedule titnes are capable of considerable modification on 
 emergency. 
 
 In view of the position as shown by the present memorandum it only remains to add 
 that Ihe Dominion Government alone, since Confederation in 1867, has exi)ended on the 
 construction of its own roads and the subsidizing o'' private railway enterprise a total of 
 124,614,140 dollars (625,070,700 francs), and to draw the conclusion that this investmeiil 
 of public moneys has proved to be judicious and successful. In Canada, as in other i)arts 
 of the world, notably in the United States, the policy of inducing settlement and creating 
 trade and commerce by first affording the facilities for conmumicalion, is, beyond (luesilon, 
 the true policy in the interests of the country at large. 
 
• I' 
 
mm 
 
 / 
 
 I sc 
 
 m 
 
 A 
 
i 
 
 CHEiy 
 
 IS, 1895. 
 
 SHORE 
 
 LA NOTB 
 ♦ARLES Tj 
 
CONGRtS INTERNATIONAL DE8 CHEMINS DE F 
 
 CINQUIEME SESSION, LONDRES. 1895. 
 
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 JLAIRCISSEMENT A LA NOTE DE L'HON. SiR CHARLES TUPPER. 
 
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