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 ^ANAI^AIM PACIFIC RAILWAY AGGRESSIONS ^ 
 
 ^"^ v>^ UPON AMERICAN COMMERCE. 
 
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 A. LETTER ^ 
 
 uV 
 
 ADDRKSSKD TO Mr. lOSBPH 
 
 Mu, r. 
 
 WM. C. VAN HORNE, 
 
 Pycs,idcnt of the Cimadiiui Pacific Raikuny^ 
 
 AND 
 
 Mr. NIMMO'S REPLY. 
 
 — \-^^*- 
 
 WASHINGTON, D. C. 
 
 GinsoN Bros., Pkinters and Bookmnders. 
 
 18S9. 
 

 S.4L4(> 
 
Letter Addressed to Mr. Joseph Nimmo, Jr., by 
 
 Wm. C. Van Home, Esq., President of Canadian 
 
 Pacific Railway Company. 
 
 i\rAi;cii '11, 1S8<). 
 
 My Deak Sir : I assnmo that in coiuiiunitiii.u; upon the 
 reliitions and policy of the Canadian Paeirtc Railway Coni- 
 panv you are actuated only by a desin^ to i)roiiiot(' tlu! 
 public sood, and I therefore venturi; to write you to cor- 
 rect some misapprehensions under which you nre lahor- 
 inii;, if you are quoted correctly in the enclosed clipping 
 from a (■]iica|.';o newspnper. 
 
 The Canadian Pacific Railway Company, although orig- 
 inally subsidized by the Dominion goveriinicnt, hos no 
 closer relation to that government than the Raltimor(> A- 
 Ohio Raihvay has to the Government of the United 
 States. 
 
 It borrowed money once or twice from the Dominion 
 government to enable it to complete its work, but the 
 money was paid back wit}\ interest. 
 
 It is in receipt of no subsidy or assistance from the 
 Dominion government beyond the usual com])ensation for 
 the carriage of mails, save only an annual ]iaym(uit for a, 
 term of years in respect of a line connecting with the Mari- 
 time Provinces and which came to the Canadian Pacific 
 by purchase. 
 
 The steamships on the Pacific working in connection 
 ■with the raihvay have no subsidy whatever from any (fov- 
 ernment, and do not even get anything for carrying mails. 
 
 The " States to States" traffic carried by the Canadian 
 Pacific Railway, tluit is, business from one section of the 
 United States to another, does not contri1)ute four ptu- 
 cent, to its earnings. 
 
 Much of what has appeared in the American press al)out 
 
I 
 
 tlio Canadian Pacific Raihvay for a year or two lm(;k has 
 resulted from its having boon usod as a biighcar by tlio 
 Anu)ri(;an linos in opposing the Interstate Commerce Act 
 and in seeking to evade its enfcn-cement. 
 
 The freqnently publisluMl stat(iment that it attackcnl the 
 other Pacific lines is absolutely untrue. Tluur difhculties 
 commenced six months before the C-anadian Pacific was 
 opened for trafiic. The trans-continental rate war was 
 brought about by the withdrawal of the subsidy to the 
 Pacific Mail Ste.amship Company, that had for a number 
 of years been paid by the rail lines. This occurrinl in 
 December, 1885, and the Canadian Pacific was not opened 
 for traffic until July, 1886. 
 
 The Canadian Pacific Railway was built for cash by 
 those who intended to hold and work it. The amount 
 contributed by the Government towards its construction 
 was, as compared with the vast capital invested, almost 
 insignificant. There were no profits taken out by credit 
 raobiliers or construction companies. No sleeping-car, 
 telegraph, express, or other companies of that kind absorb 
 the profits from its working. Its success is due to the fact 
 that no private interests are fed at the expense of its share- 
 holders and that it has only to pay intt^rest on capital ac- 
 tually invested. 
 
 It is a strictly commercial enterprise, depending upon 
 its own resources, and worked, as I beHeve, on sound busi- 
 ness principles. 
 
 All of the facts that I have stated may be easily verified, 
 and I have given them to you in order that all you may 
 write may be as infallible as your statistics. 
 Yours very truly, 
 
 W. C. VAN HORNE, 
 
 President. 
 
 Joseph Nimmo, Esq., 
 
 W((s/tlngion, D. G. 
 
 $ 
 
 4 
 
Mr. Nimmo's Reply to Wm. C. Van Home, President 
 of the Canadian Pacific Railway Co. 
 
 
 1831 F Street N.W., 
 AVasiiington, 1). C, April 12, 1889. 
 
 Wm. C. Van Horne, Esq., 
 
 President of the Canadian Pacific Railway Co. 
 
 Dear Str : I have the honor to acknowloclge the receipt 
 of your letter of the 27tli ult. enclosing an article of mine 
 in regard to (Canadian Pacific Railway aggressions upon 
 American commerce, which article appeared in the Chicago 
 Times of the 18tli of March. To the statements made in 
 this article you object. Your letter relates entirel}-^ to 
 matters which have coiumanded my attention in the public 
 discussion of topics of a political nature touching " our 
 Canadian Eelationships." I maintain that whenever a man 
 discusses a public question he is morally bound not only 
 to state the facts upon which his argument rests, but also 
 to make known the motives by Avhich he is actuated. 
 Holding myself amenable to this rule, I regard your ])olite 
 letter as a perfectly proper demand for such a statement. 
 
 The political character of the Canadian Pacific Railway 
 is impressed upon my mind by the following facts : The 
 enterprise had its inception in purely political considera- 
 tions, which were first publicly announced in Canada and 
 in England during the terribh? civil war which raged in this 
 country from 18G1 to 18(55. In 1802 Sir Edward Bulwer 
 Lytton advocatinl the construction of an inter-oceanic 
 railway across British North America, upon the floor of 
 the British Parliament, " for imperial interests, commercial 
 
6 
 
 ;iiul ])()liti('fil," juid in IHfin tlu; Dnko of Nowcnstlts tlion a 
 mi'iiilM'r (»f tlic IJritiwh ('jibiiKil, ilccl.ircd in the Hoiist; of 
 Lords tliJit siicli a raiUvay wonM snlistu-vt; iniportiint ends 
 " in the event of war on tlie otlier sido of tlie Atlantii;." 
 Sir J^'.dwai'd \\ . Watkin, at one tinu; president of the 
 (irand Trnnk liailwav, and foi' nianv years a mendx-r of 
 tli(^ Hritisli Parliament, strennously advocated tlu? seliemo 
 ill eoiiiiection with " a line of mihtary ])osts of strenj^th 
 and uiaj^nitude, hei^inniny; at Halifax on the Athmtic and 
 endin}^ on tln^ Paeitic." 
 
 Th(> (;onstruetion of tho Intercolonial and the Canadian 
 Pacilii^ llailways wen; at th(> bej^inninfj; nv}i;ed mainly n])on 
 pohtieal fvrounds, the object liad in view luvin^' to hrin;^' 
 into eh)ser cojnmercial a' d i)olitical relaticmships the four 
 wMely-separated lialiitahh; and inhabited bhjcks of terri- 
 tory (•om[)osin|u; the Dominion of Canada, viz., the Mari- 
 tinu! Provinces, the ProvincH'^ of Ontario aiid Quebec, 
 Manitoba and British Cohunbia, and in so far as possible 
 to r(Mi(h'r them indejienchmt of trade relations with the 
 Ignited States, witli whicli country they are much more 
 closely related by g(>ographical contiguity than witli each 
 other. Those four sec+ljns of the Dominion were politi- 
 cally united by the British North American act of July 1, 
 18()7. Lord LansdoAvne, late Governor-General of Can- 
 ada, said in 1885, " Confederation without the railway 
 was not worth the pa])er u[)on which the British North 
 American act was written." 
 
 As the result of an issue arising in the inauguration of 
 this great political enterprise, Sir John A. McDonald and 
 his ])arty went out of j)ower on the Otli of Noveml)er, LS78, 
 but on the l()th of October, 1878, they returned to power, 
 and have held the reins of government evi;r since. The 
 construction of the Canadian Pacific Hailway is the crown- 
 ing act of this forceful administration, whose chicif is un- 
 
iiiistdkHbly tlio stroiif^est porsonulity iii the Dominion of 
 Cfiimtlii. 
 
 Do not tlios(5 fiu'ts clearly prove the ])()liti(*ul clijinictor 
 of tlu^ inception of tln^ ('iinudiau I'aeilic Hallway V 
 
 And now 1 turn to the vaiions forms of aid tlu; snh- 
 ventions and larj^t'sses bestowed upon the ( 'aiiadian Pa(dtic 
 llailwuy in aid of its constrnction, which also ])rovo the 
 intense political chai'acter of tlu^ enterprise from its intu^p- 
 tion until its completion. TUv follow! iiji; statement from 
 my rc^port on the internal commerce of the United States 
 for the y(!ar 188 1, as an ofHciU' of the Natiomd ( Jovernment, 
 was ]H'epar(;d from (hita furnished to mc; by IMr, Charles 
 Drinkwator, then and n<jw secretary of your Coni])any : 
 
 " The Dominion {government has pjranted to the Canadian 
 Pacific Railway, in aid of its construction, a subsidy of 
 J!^25,000,00() in money as a loan ; and has donated to it 
 '25,000,000 acres of hmd, embracintj; only hinds tit for set- 
 tlement ; also the* ri^lit of way, station grounds, dock 
 privileges, and wat(!r frontage, in so far as the same are 
 vested in the Government. Besides this the Canadian 
 government is to construcit and transfer to the company, 
 fr(3e of cost, 714 miles of raihvay, the value of which is 
 estimated at about >!!r{0,000,000. The com])any is also 
 authorized to build a line of telegraph along the entire 
 railway, which under its charter it is empowered to use 
 for commercial as well as railway purposes. The privilege 
 is extended to the com}»any of importing free of duty steel 
 rails, and other material used in the construction of its 
 road and tc^legrapli line. It is also empowered to build 
 braiudi lines, with right of way and <jther privileges granted 
 by tlie Government. 
 
 " The company is, besides, protected against the con- 
 struction (^f comp(iting lines for a term of twenty years 
 from the date of the contract. 
 
 " The stations, buildings, ecpiipments, and the capital 
 stock of the comjiany are to be free from taxation by the 
 Dominion government, or by any province established 
 
8 
 
 after tlit^ dntn of the olmrtor, for all tinio, and tlio land 
 ^raut within tho N(>rtliw«!st Tcn'ritorics is also dcclanMl to 
 1)() fr('(! tVoni taxation for twonty yearn unksss sold in tho 
 nirantinif. 
 
 " Tho capital stock of tlu^ company is $1()0,00(),{)00, 
 upon whicli the nonunion ^oviu-nnunit has j^narantcMul 
 a niininuun dividend of H per c«nit. per annum for ten 
 years, tiu^ c()m])any liavin<^ placiul with the ^ovfU'nmimt 
 a sum which at 1 per cent, interest will be e(|ual to tho 
 divid<!nd on tlie stock at 3 per cent, for ten years." 
 
 This statement was furnished to me for my official pub- 
 lication, and the facts whicii it embraces are also pul)li died 
 in Canadian official rt>j)orts. 
 
 TIk! a(^tual c(»st of the 714 miles of railway presimted to 
 your Company as a fr(H! j^ift from the Dominion <^overu- 
 meiit is stated in your report for 1887 at $;}r),000,000. 
 
 The land subsidy of 25,000,000 acres at $1.50 per aero 
 amounts to $37,500,000. In the year i88() the fi;overinnent 
 took back 0,71)3,01-4 acres of this land at $1.50, paying for 
 it $10,180,521. 
 
 Your Company, as Ixjfore stated, was by its charter en- 
 dowed with extraordinary franchises, giving it a practical 
 monopoly of railroad construction west of Ontario. But 
 the Province of Manitoba revolted at this provision, and 
 in settling the difficulty the Dominion government guar- 
 anteed the interest {it 3^ V^^' t^ent. on boids to the amount 
 of $15,000,000, payable in fifty 3'ears. These bonds pre- 
 s(mted the attractiveness of investment securities, and, as 
 I understand, in consequence of this government guaran- 
 tee, became readily available as cash in your trc^asury. 
 This was simply a payment made to you for the relin- 
 quishment of a ci^nparativoly small part of your franchises, 
 the gift of the Dominion to you, and as stated on page 19 
 of your annual re^jort dated May 9^ 1888, it furnished 
 your road " the necessary capital required for permanent 
 
 ¥% 
 

 9 
 
 
 improvom<^nts, additional roUinpf-stoc^k, and facilitieH of 
 all kiiiilK for its rapidly iiwrraHiii^ tralHc." 
 
 In tlit> yt'ar 1<SSI tiu! Dominion fj^ovornnu^nt loaiuMl to 
 tho (Canadian I'acntic, llailwi'v Company #'22,r)()(),00() to 
 cnal)i<) it to «^xp(Hlit(i tl»«> construction of its road. 
 
 On tlio 'Ust of DocenilM 1, 188(), the total amount of tlio 
 ori^'inal subsidy of !?2r),()()(),000 had been paid to the (Ca- 
 nadian Pacific llaihvay. (Stio Annual llcport of Minister 
 of llailways and ( -anals, p. xii.) 
 
 Your report submitted in 1887 states that tin? Dominion 
 government has subsidi/cid that portion of your liiui ex- 
 tending from your St. Lawrence llivor Brid<fe to llatta- 
 Avamkeo^, Main(>, a ])oint on tluj Penohscot lliver, at the 
 rate of $18(1,000 a year. I know of nothinjj; comparable 
 to this in the United States, and I think it is unicpie tis a 
 metlnxl of preserving the carrying trade to Canatla and 
 her seaports. 
 
 It app(!ars from tht! balanc(i sheet of tlu; dominion of 
 Canada that the total expenditun by the government on 
 the Canadian Pacific llaihvay in cash to the 'U)th of June, 
 188(), was $()0,84r),727.04, and that on the ;}Oth of June, 
 1887, it was $(il,7()0,78r).4;5. I think I am simply voicing 
 a fact kn(jwn to every intelligent person in Caniida when I 
 say that the increase of the i)ublic debt of the Dominion 
 from «il79,4;i3,871.21 in 1870 to !<27;],i;]7,(>20.4a in 1887 
 was incurred maiid>' through the extension of tinancial aid 
 to the Canadian Pacific liailway. 
 
 To be able to stat(^ with any degree of precision the 
 exact value of the largesses bestowed by the Dominion 
 government upon your Company, including land grant, 
 wharfage facilities, remission of duties, and 714 miles of 
 railroad as a gift, and also to draw nicely the distinction 
 between actual or viitual gifts of money and loans, would 
 involve full powers for the audit of all your accounts and 
 
10 
 
 ili 
 
 the appraisement of all your properties. I have not 
 thou<rlit it proper for me to attempt to go beyond the 
 printed official statements for my informatit)n. From these 
 I condudo that your Comjiany has directly and indirectly 
 realized from the aids all()rded it by the Dominion govern- 
 ment fully the cost of your road and its equipment, plant, 
 and materials and supplies, which according to your bal- 
 ance sheet for December 31, 1887, amounted in value to 
 $1(55,548,810.70. Your total stock, bonded debt and cur- 
 rent liabilities on the same day amounted to only $121,- 
 01(J,021).41. 
 
 There is nothing in the history of the world which 
 furnishes a parallel to this subsidizing of a private corpor- 
 ation by a government. The eleven so-called Pacitic Bail- 
 road companies of the United States received grants of 
 land of which there has been patented 12,700,000 acres, 
 and four of these companies were aided by loans to the 
 total amount of $()4,G23,512.G0, which is to be repaid to 
 the Government with intarest. 
 
 The asserted object of the agreement of the 18th of 
 April, 1888, whereby your Company received aid to the 
 amount of $15,000,000, for the relinciuishment of a part of 
 its franchise in the province of Manitoba, was " to preserve 
 to Canada and its seaports the carrying trade for tiduch the 
 Canadian Pa(dfi<i Railway loas designed and coif^tr acted''' 
 The United Sbites Government has never passed any act, 
 nor appropriated any money, to p) eserve to the United States 
 and its smports the cai'rying trade for which any parti calar 
 railroad has been designed and constructed in this country. 
 We should consider it too narrow a policy in view of the 
 inttirlacing of territory formed by the crooked l)order line 
 between Canada and the Unitcnl States. Without callii^g 
 up ccrporate disagreements in which you liave be»m in- 
 volved, I think your Company has found it too narrow a 
 
11 
 
 policy to siibsorve tlio commercial interests of the Do- 
 minion. 
 
 And now I ])e<x, yon will not for a moment think tluit the 
 facts jnst mentioned have led me to any ven^i^eful or even 
 unfriendly feeliniijs toward the people of Canada or their 
 go" ernment. On the contrary, I shonhl be rather grateful 
 to Canada if, following the exam[)](; wliich her statt^smeu 
 have set, the United Htatc^s should at once inaugurate a 
 policy as highly promotive of our own interests of com- 
 merce and transportation as has been adopted by the 
 Dominion government toward Canadian interest. While 
 it is impracticable to have recourse to the same methods, 
 it is clearly evident that we can and ought to adopt meas- 
 ures which shall [)revent the deflection of American com- 
 merce from American seaports and from American trans- 
 portation lines on the land and on the sea, by tlu^ shoer 
 force of governnK. val subsidy. 
 
 But there are certain other matters witli which your 
 enterprise is more or less closely related, which liave pro- 
 duced a degree of irritation on this side of the border line. 
 First among these I wouhl mention your steamer line from 
 Vancouver to China and Japan. The vessels now running 
 there are, I understand, rather anticpiated ships, ])ut your 
 last annual rejjort spoke of a grant of £()0,()J0 as having 
 been concluded by her Majesty's Government for " a per- 
 manent line of tirst-class steamers suitable for scrmce as 
 (tr tried c misers in case of need,'''' I am not informed as to 
 the progress made in the construction of these ships. This 
 subsidy of SHOO, 000 as against our [)ayment of only Sl<),750 
 hist year for the carriage of our China and Japan mails 
 looks to us very much like a premium paid l)y a foreign 
 ijovernment f<jr tln^ defiecti^m of our foreign commerce 
 from our own seaports. Tliere is, liowever, a feature of 
 your Pacific steamer line wliich excites our special wondei 
 
12 
 
 —that the ships provided for are to be virtually tmr ships, 
 as are all the fast British ships now plying between New 
 York and Great Britain, with armaments conveniently 
 stored in warehouses at the docks of Liverpool and Lon- 
 don. It is a rebuke to our national pride that to-day our 
 foreign commerce is actually supporting a foreign war 
 navy more powerful than our entire naval force. I want 
 to see this offset by a policy of protective discrimination 
 in favor of American shipping which shall surely culminata 
 in its restoration to the proud position which it once held 
 upon the seas. 
 
 Second. The formidable fortress and naval station which 
 the Canadian and British governments have erected at 
 Esipiimault, on Vancouver Island, within sight of the 
 shores of our new-born State of Washington, is regarded 
 in this country as a part of the original scheme, " com- 
 mercial and military," which endjraced the Pacific Railway, 
 jind was devised by Canadian and British statesmen dur- 
 ing our civil war. I believe the traffic operations of the 
 Canadian Paciiic Railway were inaugurated by the carriage 
 of military stores and munitions of war to this fort. The 
 United States, whose disposition toward Canada, as toward 
 all the world, is always pacific, has no military station 
 within a thousand miles of this port. There is another 
 matter connected with the transportation interests of the 
 Dominion wdiich produces constant irritation in this coun- 
 try. I refer to the refusal to grant to our lisliiug vessels 
 commercial rights in Canadian ports and the right to ship 
 their cargoes " in transit " free of duly across the terri- 
 ritory of the Dominion, as Canadian merchandise to the 
 amount of $4( (00,000 is yearly shipped by rail across 
 the territory the Unitcsd States free of duty.' I would 
 respond at onc(i to these specitic refusals of reciprocity by 
 restraints upon British vessels in our ports and by restraints 
 
 
 1 
 
13 
 
 upon tlie frt^oiloin of Canadian transit across our territory. 
 The att(nnpt of the Canadian government to barter sncli 
 commercial rij^lits to American fisliin<j^ vessels in Canadian 
 ports, as are freely enjoyed 1)} all British vessels in our 
 ports, for tl.(^ privilege of entering fish caught by C'anadi- 
 ans free of duty in our ports is one against which, as an 
 American citizen, I most indignantly protest. 
 
 The transit trade from one part of the United States to 
 anothrn- part of the United States over the " Soo " routes 
 and th(! routes across the upper portion of Ontario, and 
 the transit trade from one part of tlie Dominion to another 
 part of the Dominion across the State of Maine stand l)y 
 themselves. These routes are composed of links in direct 
 lines of transportation and embrace within themselves the 
 elements of reciprot^ity and of mutual interest ; but your 
 line west of Winnipeg to the Pacific is in no sense a link 
 in a direct line from one part of the United States to 
 another part of the United States, and I can see no just 
 reason why it should be allowed to engage in the business 
 of deflecting our internal or our foreign commerce from 
 American vessc^ls, American seaports, or American rail- 
 roads, especially in view of the fact that the capital with 
 which your road Avas built was supplied by tlie gift or the 
 loan of the credit of tlui Dominion, and that this gives you 
 an overwhelming advantage over the trans-continental 
 railroads of the United States. 
 
 Your remark to the eti'ect that the " American lines," by 
 which I presume you mean our transcontinental lines, are 
 seeking to evade the enforcement of the Interstate Com- 
 merce Act is evidently the result of misinformation. These 
 lines are, I believe, doing their best to conform to the re- 
 quirements of that act, and they have recently formed an 
 Association for the purpose of enabling them to do so, 
 
 Referring to your statement that the Canadian Pacific 
 has not attacked our Pacific lines, I am afraid the facts are 
 
14 
 
 a<j;ii,inst you. I ina(l(i (lili<>(>iit inquiry into this matter 
 jilxmt a. year aoo. AMicu tlie Aiiierican transcontiiunital 
 liiu^s, on tlie 'JTtli of April, 1887, niado a 75 cent rate on 
 sii^ar from Han Francisco to tlio Missouri river, did vou 
 not make a 60 cent rate by means of wliicli you carried 
 suf^ar from San Francisco via Victoria and Winnipe<^, and 
 thence over AnuH'ican lines to Omaha, St. Jos(^pli, and 
 Kansas City, and was not this what is commonly known 
 as " railroad war ?" I could submit to you several other 
 similar inquiries. But are you not now woikin«jj under 
 " differential rates " in order to enable you to secure a 
 share of our " States to States " traffic ? Again, Iiom- is it 
 that about 80 per cent, of our exports of cotton goods 
 from the New England States to China and Japan are 
 going by the way of the Canadian Pacific Eailway and 
 your steamer line from Vancouver ? At this distance it 
 looks very like the result of a " cut rate," /. e., a " war rate." 
 A few months after the opening of the Canadian Pacific, 
 the Chief Engineer and General Manager of the Govern- 
 ment Piailways of Canada said exultingly in a report dated 
 Dec. 20, 1887 : " Already notes of alarm have been sounded 
 by the American press at tlie manner in Avhich the Cana- 
 dian Pacific Piailway is cutting into the business of the 
 transcontinental roads of the United States." But all this 
 gives us no new surprise, for from the very beginning 
 the projectors and promoters of that enterprise, in mak- 
 ing commercial survey of this country from the Atlantic 
 to the Pacific, were in the habit of using expressions which 
 seemed to say : " Moab is my washpot, over Edom will I 
 cast out my shoe." 
 
 In a pamphlet mailed to you to-day I have recounted 
 unfriendly and illiberal acts of the Canadian government 
 toward citizens of the United States, embracing two viola- 
 tions of agreement and a refusal to reciprocate even in a 
 matter of common humanity. From some of these acts the 
 
15 
 
 Canadian ^ov€>rnineiit, (luriii<>- tlu>- past year, has dccnuul it 
 expo(li(uit to reoodo. 
 
 As stated at tiu; ber^iiiiinnp;, my public coiiimeiits upon 
 the Canadian Pacific llailway and its nianafijenient have 
 been incidental to considerations of a political character. 
 This I have attempted to explain to you. In the exercise 
 • of your adininistrativf^ and ministerial duties you cannot 
 of course be supposed to pay much attention to such con- 
 siderations. As a railroad executive, you naturally make 
 the best possible use of all the opportunities presented to 
 you, as V)usiness men are doing everywhere. 
 
 I fear your feelings are touched by an impression that 
 I have cast some reflection upon the credit of your road. 
 Not at all. Your balance sheet certainly makes an excel- 
 lent showing, and I have two good reasons in mind 
 why it should ; one, that your Company has been so 
 highly endowed by the Dominion government ; and the 
 other, tliat your road is ably managed. Mr. Olds, your 
 traffic manager, is tie only gentleman connected with your 
 Company whom I know personally. I think the niilroad 
 managers on this side of the line regard him as " a foenian 
 w^orthy of their steel." 
 
 And now, my dear sir, I think I have pretty fairly re- 
 deemed my pledge to disclose to you my facts and my 
 motives in the discussion of the Canadian Pacific Railway 
 question. I acknoAvledgi^ my indebtedness to your Secre- 
 tary, Mr. Drinkwater, and to your Traffic Manager, Mr. 
 Olds, for valuable information and courteous treatment in 
 years past, and desire to thank you for the complimentary 
 terms in which you have been pleased to refer to me per- 
 sonally. 
 
 I am, sir, with great respect. 
 
 Very truly yours, 
 
 JOSEPH NIMMO, Jr.