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 1 
 
 2 
 
 3 
 
 1 
 
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 6 
 
I I^AHWAY^ OF qUADJ^I 
 
 m 
 
 m 
 
 THEIR COST, 
 
 flMOUNmS OP pID GlYBH 
 
 
 IN- 
 
 i 
 
 I 
 
 11 CSt^ ^ Mii 
 
 Jill 
 
 9 
 
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 I 
 
 I 
 
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 mi 
 I 
 
 COMPILED FROM LATEST AUTHORITIES. 
 
 
 911 
 
 VICTORIA : 
 
 THE COLONIST STEAM PRESSES. 
 
 1887. 
 
 ■■Xsm.jam 
 
 I 
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 I 
 
 I 
 
 ~piip„- 
 
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RAILWAYSiiCANADA 
 
 THEIR COST, 
 
 AMOUNTS OF AID GIVEN 
 
 IN- 
 
 CASH ANDLAND,&C 
 
 C()ini)il<Ml from Latest Autlionti<\s. 
 
 PERRY. 
 
 VICTORIA : 
 I HE COLONIST STKAM rKESSES. 
 
 1887. 
 

 PREFACE. 
 
 Ill presenting this pamplilet to tlu' pultlic, I do so in the 
 hope tliiit the tirowinj^f neeessitics oi" riiilwny eoininnuication 
 in the I'rovinee iimy he more foreihly iiiudf upparent, from a 
 comparison with other ]Hirtions of the Dominion, and tluit 
 attention will he drawn to the ])ressiiiu- nt-ccl of a thoron<,di 
 co-operation between all shades of politicians in advancin*; 
 the Welfare of the countr}'. Many dormant interests only 
 await the hreath of the iron liorse to awaken to full and vit^- 
 orous vitality, Since the completion of tlu; Canadian I'acitic 
 liailway the attention of railway capitalists has been directed 
 to British Columbia as a Held for prolitaitle investnjent. The 
 great areas of mineral wealth aiv beginning- to be properly 
 prospected and (»pened up. The valuable timber lands are 
 Ijeconung better known, and vast areas of aLjricultural capa- 
 liilities, hitherto netj;lected or indillerently mentionetl, are 
 nttractijii;' capital from the Old World, and not a few of the 
 thrifty farmers of the New are making this Province their 
 home. 
 
 This pamphlet is merely a compilation from well known 
 reliable ar.thorities and only aims at presenting an accumula- 
 tion of facts in a concise form i'or iva<ly reference. 
 
 The following authorities are quoted : Keport Chief En- 
 gineer Railways and C'anals, 'S4 and '.^5 ; Report Department 
 Agriculture, ISSG; Poors' Manual of Railways, ISSG ; Kirk- 
 nian's Railway Economy. 
 
 CuAiiLEs E. Pkury, C. E., 
 
 Mem. Inst. G. E. 
 
> so ill tl)(.' 
 
 niiiication 
 
 it, tVoiii a 
 
 and that 
 
 thorouiifh 
 
 ulvHIlcilK'' 
 
 vsls only 
 
 UIkI V\<r- 
 
 m raeilie 
 1 tlirc'ctud 
 Mit. The 
 pioperly 
 amis ui'o 
 ■al capa- 
 n<.'(l, ai'o 
 k' of the 
 ce their 
 
 known 
 rniiiulu- 
 
 licf En- 
 H.'tinont 
 Kiik- 
 
 A'. 
 
 INTRODUCTORY. 
 
 Tile t'ollowiii;^- f'rtint (lie !iMe ])( n of Mr. Kiikman, although 
 refeninji' to the railways in the Tnited States is still apj)licH- 
 ble to all countries — the vexed (jUestion of local rates is not 
 mentioned ; 1 ut it is plainly to the interests of a j^reat corjior- 
 ation like tlie C'ana<lian I'aciiie to de\(l( )> all the interior 
 tratlie ;ssil>le, n ijreat least^n for tlu- very hi<>h local rates at 
 present is the keen eoiiipetitit n with lival lines on through 
 trailie, and the ] ossiiile conse(iuent necessity of ivcujieration 
 at the exj)ense of local tiatlle ; as the interests of the general 
 coimiiunity and those of the railway .'uc i<!eiilical, it i'olluws 
 that within reasonahle limits, all r;'al L-iieNam-t's cannot fail to 
 meet with ])rt)mjit an 1 Just attention from iivntlemi-n con- 
 fessedl}" possessinj.^ ahility of a high order e<;ml)ined with keen 
 practical knov.ledge of railway manaii'ement. 
 
 (KlllRMAN.)— "The magnitude of details incident to the 
 conduct of the alfair-* i-f a railroad com;)niiy. while comhining 
 many of the featiu'es common to other classes of hnsiness, are, 
 in the main, peculiar an<l exce])tional in their charactei'. So 
 far, howevei-, as conctriis the construction and the keeping in 
 order of its plant, its husiuess is not notieeaMy ditferi'iit, save 
 in magnitude, frmii that of manufacturers generally. It is a 
 liheial consunu'r of the products of others, and a generous and 
 continuous patron of lahor, including various classes of pro- 
 fessional men n<jt immediately connected with its service. 
 
 " The expenditures of railr(\nd.s compass, as we shall show, 
 an inlinite variety of ohjeets. emhr.icing everything recjuired 
 hy a widely diversilied Imsiiu'ss, from the ijurchasinu' 
 of the vast d(»main rcMjuired foi- tracks and station 
 fficilities, to the paymt iit of wages of operatives; from 
 the erection of mannnoth warehouses to the planting 
 of shade trees ahout the pas.'^enger depots; from the 
 
i 
 
 rotaininrf of a lawyer of (listinction and renown, witli all tlio 
 expenses incident tlieri'to, <lown to tlu^ I'mploynicnt of a Ia<l 
 whosi! sole laisinoss it is to supply water to the thirsty and 
 sweat heijrinied operatives employed npon the construction 
 trains of a railroad. The dishuisenient of a company may he 
 said to henetit, and therefore to interest all classes. They ex- 
 tend thi'ough all the ramilications of comnterce, and afl'airs 
 from the purchasing of a carjjo of coal needed in the opera- 
 tions of the ])roperty, down to the insertion of an advertise- 
 ment in the njornini^ paper ; from tlio hirint;^ of a Janitor's 
 assistant, through all the vaiious occupations, trades and pro- 
 fessions, and the innumerable grades peculiar to each, up to 
 the employment of a surgeon to dress the l)roken limb or 
 maimed body of some luckless ti-amp caught between the 
 company's cars. The disbursements of the railroad companies 
 are the life-blood of many important trades, and help, to a 
 Greater or lesser extent, to aiTirrandize all classes and defjrees 
 of society. They may be likened unto the wide-sprea<l 
 branches of a gigantic tree, inidei- whos*! generous canopy 
 many widely separated industrii-s find shelter and protection. 
 These industries, so matured, animate in turn still others ; 
 these in their turn still otheis, until in the end every occupa- 
 tion known to man is benefitted by them. 
 
 •r 
 
 " A verj' large and respectabh' class of people, indtMsl, I 
 
 think I may say, a majority of the people, have not heretofore 
 considered our railway companies except as common carriers, 
 formed of non-resident stockholders illllieral in their tendtiucles, 
 and short-sighted in their policies ; aliens, so to speak, having 
 no interests in counnon with the people; aggregations of cajiltal- 
 ists leagued together for the j)urj)oses ot profit, the suggestion 
 of this profit being such rates as the interests of the company 
 required without reference to quality or worth of the service 
 I'cndered, the etTect of the rates upon the conununity from 
 which the}' are exacted not being a matter of interest or con- 
 cern to the owners of the property. For this misctaiception 
 of the real facts in the case we are indebt(ul to a class of pro- 
 
 t 
 
 I 
 
vith nil tlio 
 lit of u Ind 
 tliiisty jind 
 con.stjuction 
 any iiuiy ha 
 They ex- 
 
 nn<l uHairs 
 
 tht! oporu- 
 1 udvorti.se- 
 
 n janitor's 
 les juiil pro- 
 oaeli, up to 
 :on limb or 
 I'twocn the 
 1 companies 
 111 help, to a 
 Ln<l (Icj^rees 
 wide-spread 
 oils canopy 
 
 protection, 
 (till others ; 
 eiy occupa- 
 
 e, indeed, I 
 t heretofore 
 on cnrriera, 
 ■ tendtiiicies, 
 'ak, havinj,^ 
 sof ca|)ital- 
 ! su<(<festion 
 le company 
 the service 
 init}' from 
 I'est ()!• con- 
 sc(jnception 
 iss of pro- 
 
 i 
 
 I 
 
 i 
 I 
 
 I 
 
 I 
 
 fessiomd writers who have access to the fjoneral ear, an<l 
 who, throu«,di i^'noranee (jr de>ijLjn, or hoth, systemafieally 
 misrepresent the intei'est and policy of the railroad companies. 
 
 "The interests of the railroad companies ajid the pidilic 
 are j)ractically the same. No disaster can overtake the one 
 without desti'oyinji^ the jirosperity of the other, one cannot 
 reap suhstantial or permanent advanta;.;e except the other is 
 corresp(»ndin<^ly henelitted. 
 
 "The capital invc^sted in our railroads, U. S., is so vast 
 (amounting' t()^4,.')!M),()fS,70:?.OO in IS7'S) and so <leeply rooted 
 and lixefl in perpetuity in the heart of the country that its 
 owners are always the first to apprehend any disaster to the 
 people, and are the lirst to discountenance any act the ettect of 
 which is to cri[»ple or destroy the prosperity of those; to wlujm 
 they look for support, and without whom their pro[)erty is 
 valueless. 
 
 " Few classes of liusiness represent in the same de<.,'ree 
 this phase of perpetuity that characterizes railway property. 
 The {^freat hulk of it has, it nuiy he said, no value outside its 
 immediate local purpose, and can neither be removed nor dis- 
 posed of; this important fact, if no other, will foi-ever detine 
 and ti.x the conseivatism (4' railway owneis; their inteiests, if 
 not their inclination compel them to piusue on the whole, an 
 e(piitable policy towards those on whom their property is de- 
 pendent for its security and employment. 
 
 " Another important fact in connection with our railways 
 is very often forj^otten or overlooked ; namely, that their 
 revenues, wdiatever they may be, are largely expended, as fast 
 as collected, in the connnui.ity from which they arc derived- 
 Fully {'}4> per cent, of the revenue earned by companies is ex- 
 pended as fast as it accrues, for labor, supplies, etc. In addi- 
 tion to the large number of persons steadily in the service of 
 railroad companies variously estimated at from 400,000 to 
 500,000 men, representing a population of from 2,000,000 to 
 2,500,000 people, tliey give employment incidentally to a vastly 
 
;,f|Tnt('r iminlu'V. Tin' clasyrs tlnis «ii;;)i^til niny I •• sniil to 
 represent as <lo onr railway opcrativtH, tiii' uio.'st iiulu.stri»>UH 
 and frugal clcnicnl. ol' society. 
 
 "Tlir I ciufiriaiirs oT tlic railway <(inii'iini< s ari- (liscovcr 
 al'lf in all (lie av» cations di" lii'e l"r< ni wliicli nu n tlcrivc j»riilit 
 «ir rtimwji, We tliid tlieni iilcntifiul wiili i^xtv nicrcaMtilc 
 JKdiscs, in our work -shops, in our printiiij;' 'oonis. in tlir otlicfs 
 of lawyt-rs and doctors: tl.cy arr to \v fonnd in (ur niincs. 
 ii])(>n onr diippin;;', in i iir I'ort'sts, ar.d np* ii our I'cinis. Cur 
 U!lc';^r;ipli systrni is l)ut an appana<;t' to llu' railway intori '. 
 dt'pi'ndant U|)on it. 
 
 "Till.' vast aillUt-S oi' people ennan'cd in tlie^' widely 
 
 separated industries are vitally intereshd in tlie ])rosperity of 
 railway conipanies. 'lln-y liaNc in tlnir tiiiii still otiiers 
 de| tndint npoii tlieni, and d il;e line is leii;;tliened, an<l the 
 connection of interest strenntlKiied and hroaileiied mitil it may 
 be saitl toendirace civili/ed society us ji whole. 
 
 " Hence it is apparent that anythin^f that affects the rail- 
 way interest ininriouslv. atl'eets iniurion.'-h' al! othei' interests, 
 the hond of syniiiMthv hitw< en thetn 1 eiim' in all things com- 
 pleto and irrevocahle." 
 
 i 
 
 Kail 
 
 (iovi 
 
 c^— 
 
I (• said to 
 nthish-itui*< 
 
 ' (liHoovor- 
 rivc profit 
 iiicrciiiitili' 
 
 tlic ollil'CS 
 
 fiir iiiiTU'H, 
 
 ins. ()iir 
 
 illtlTr ', 
 
 ■'O Avidcly 
 s|H'iity of 
 ill otlicrs 
 . iiiiil till- 
 itil it iiiiiy 
 
 i the rail- 
 ill tcrcsts, 
 
 fh'^s c'om- 
 
 Tlu' f"llo\vin<jt TiiMfs hIiow tin- iii«l -.zivcii to ('anafliaii 
 Kailwuys in casli and land :- 
 
 Chief Engincor Railways an» '"anals Report, 
 
 1884, 1885. 
 
 (lovcrniiK.'iit and Municipal I.o.u l*)onus««s, ^c„ proiniscd on 
 Railways, the construction ot widcli is alr-ady conmicnccd 
 (includiii<; cost of (lovcrnnicnt liailways). 
 
 + I)ominio.i Goveriiiiiciil .... 
 
 Ontario " ! 
 
 I 
 (Quebec *' ] 
 
 New Brunswick " 
 
 Nova Scoiia " . • • • 
 
 Municiijalilies in Ontario.. . . 
 
 «' (Jiul)cc... . 
 
 *' New lirunswiik 
 
 •• Ndva Scdlia. . . 
 
 * Manitoba 
 
 rAn>. 
 $i.jo,o62,o24 52 
 
 5,946,984 52 
 
 6.S78,295 41 
 , 3,594.165 00 
 2,718,275 00 
 9,418,805 81 
 1,982,144 62 
 296,500 00 
 
 250,000 (X)j 
 
 525,000 00 
 
 To UK I'An). ; TOTAl., 
 
 $15,245,026 13 $155,307,050 65 
 i s.946,984 52 
 
 1, 345,614 61 
 338,500 00 
 528,274 00 
 
 150.235 97 
 
 2,129,835 38 
 
 20,000 00 
 
 8,223,910 02 
 
 3,932,665 00 
 
 3.046,549 00 
 
 9,569,041 78 
 
 4,112,000 00 
 
 316,000 00 
 
 250,000 00 
 
 525,000 00 
 
 TotaLs $171,672,194 «^, $19,557,506 09 $191,229,700 57 
 
 *Tlic I'rovim-c n{ .M;init<.l)a lias t;ranlc.l $1,0- o,cx)0 \n the Hud.sDn l!ay 
 Railway, althou^li only 40 (("Hy) niiks <>•" ihe nm] lies within tlio I'rovincL 
 boundaries. 
 
 The Dominion (lovernnient cxjiendcil in live years for Railways $63,844,948, 
 anil this is e.xclusive of the Canadian Pacific Railway loan, and of advance to St. 
 John's Bridge extension. 
 
 •I-Doininion Government has paid $750,000 to tue Estiuimalt and Nanain^o 
 Railway as a bonus not included in above amount paid. 
 
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 14 
 
 Tlirou^fli Traffic is the traffic between tlic extreme or ter- 
 ininal points of a roa<l. 
 
 Way Traffic is the traffic U) intermediate points or Local 
 Traffic. 
 
 The expenses of 1 -;ulin(,' and unloading trains is provided 
 for in England l)y a special charge. Transfer companies at- 
 tend to the loading, unloading and delivery, — the rate for six 
 miles or anv fraction thereof heinj; the sume iis for twelve 
 miles, in addition to the charge for unloading, etc. 
 
 " The lenirth of haul taken in connection with the ternii- 
 nal expense should in all cases govern the rate." 
 
 I, 
 
 Imports and Exports of the Dominion by Provinces. 
 
 Nova Scotia 
 
 New Pninswick 
 
 Manitoba 
 
 British Columbia 
 
 Prince Edward Island 
 Northwest Territories. 
 Recapitulation 
 
 Imports. 
 
 Total Value. 
 
 Per Head i 
 
 $ 8,418,826 
 
 18.06 
 
 5.972,836 
 
 «7-75 
 
 2,728,868 
 
 21.65 
 
 4,089,492 
 
 45.83 
 
 780,141 
 
 6.74 
 
 390,202 
 
 5.86 
 
 108,941,486 
 
 23.20 
 
 Exports. 
 
 Total Vi lue. 
 
 $ 8,894,085 
 6,489,293 
 1,083.528 
 3.237,804 
 1,494,469 
 A7/. 
 89.238,361 
 
 i erllead 
 
 19.08 
 19.28 
 
 8.59 
 36.28 
 12.91 
 
 19.00 
 
 From table it will be seen that while British Columbia imported $4,089,492, 
 the exports only amounted to $3,237,804, a diflference of $851,688 Imports in 
 excess of Exports. 
 
 I 
 
 i ' 
 
16 
 
 Length of Railways in the World. 
 
 I'cnie or ter- 
 
 its or Local 
 
 is provided 
 
 npanies at- 
 
 rato for six 
 
 for twelve 
 
 the ternii- 
 
 Mnces. 
 
 X PORTS. 
 
 lue. 
 
 i crHead 
 
 085 
 
 19.08 
 
 293 
 
 19.28 
 
 528 
 
 S.59 
 
 804 
 
 36.28 
 
 469 
 
 12.91 
 
 361 
 
 19.00 
 
 :d $4,089,492, 
 88 Imports in 
 
 [United States 
 
 *(jeniiaii Knipire. , 
 J United Kingdom 
 
 « 
 
 France . 
 
 5 Russia 
 ^ Austria 
 India. 
 
 <l;l 
 
 [Australia Tasmania and New Zealand 
 Italv 
 
 ^]iani 
 
 ; Sweden and Norway . 
 'i Brazil 
 
 Mexico 
 
 Argentine Republic. . 
 
 Switzerland 
 
 * Cape of Good Hope 
 
 « Chili 
 Netberlands 
 
 ' Kgypi 
 
 Turkish Empire 
 
 Denmark 
 
 Roumania 
 
 f Portugal 
 . Peru 
 
 IJclgium 
 
 Japan 
 
 (Ireece 
 
 Ceylon 
 
 Natal 
 
 ' Mauritius 
 
 ^•Jamaica 
 
 Trinidad 
 
 British Guiana 
 
 125,379 M 
 23,909 
 18,864 
 17,000 
 16,368 
 13,601 
 12,004 
 10,150 
 
 7,497 
 6,000 
 
 5,420 
 5,018 
 
 3,143 
 3,600 
 
 3,050 
 1.925 
 1,523 
 1,411 
 1,368 
 1,276 
 1,251 
 1,150 
 1,100 
 1,007 
 996 
 730 
 250 
 210 
 184 
 125 
 94 
 67 
 46 
 21 
 
 iles 
 
 Distances. 
 
 Liverpool to Yokohama— By Quebec, Ottawa, Port 
 I Moody through Straits of Belle Isle, 9,048 geo. miles, 11,121 
 stat. miles. 
 
16 
 
 By Quel)L'C, Ott \va, Port Moody, vi<i Cape Race 0,806 
 ^eo. miles, 11,J>2I stat. miles. 
 
 Boston, (yhica<^o and San Francisco 10,IU2 yoo. miles, 
 11,921 stat. miles. 
 
 During summer senson Canadian route shoi-ter than 
 American 800 miles. During entire seasini, shorter ')28 miles. 
 
 Canadian Pacific length 
 14 Branches, - 
 
 2,8!):i mile.s. 
 482] " 
 
 Total length, 
 
 Net puhlic deht in Canada in 1884, 
 
 1885, 
 Showing an increase of 
 Gross amount, 1884, 
 
 1885. - 
 
 :i,.S25^ " 
 
 - $182,101,850 
 
 190,407,092 
 
 14,245,842 
 
 - 242,482,410 
 
 204,70:i,007 
 
 Of this increase of over fourteen millions of dollars up- 
 wards of ten millions were payments on account of construc- 
 tion of Canadian Pacific Railway, and three millions on public 
 works. While the gross increase in public debt in 1885 w^as 
 822,221,191 or 9.10 per cent., the increase in the a.ssets of the 
 country was 87,975,350 or 18.22 per cent. 
 
 In 1850 there were but 55 miles in operation. 
 1857 - - 1,505 " 
 1807 - - 2,473 " 
 
 1884 - - 9,575 " 
 1880 - - 11,585 " 
 
 With a paid up capital in 1885 amounting to 8025,754,703. 
 
 Great Railway Increase in 1886. 
 
 The new railways constructed the past year in the Unit- 
 ed States, 8,01 miles, would form two lines from Boston to 
 San Francisco (3,403 miles) and another line from Boston to 
 80 miles west of Chicago. These new lines, however, were 
 
3 Race 0,806 
 •2 geo. miles, 
 
 I 
 
 shortc^r than > 
 ter ')2H miles. \ 
 
 8 miles. 
 2] " 
 
 SI 82,1(51,850 
 
 196,407,692 
 
 14,215,842 
 
 242,482,410 
 
 264,70;j,607 
 
 f dollars up- 
 of constriic- 
 
 ons on public 
 in 1885 was 
 
 assets of the 
 
 ation. 
 
 i!625,754,703. 
 
 in the Unit- 
 i» Boston to 
 II Boston to 
 ivever, were 
 
O ^IST^ID J^. 
 
 statistical Abstract and Record, 1886, published by Dep 
 
 H.MLWAY, 
 
 MilCB 
 
 in 
 ' Oporation. 
 
 riiitiliil I'iiid rp. 
 
 No. of PiiHsenKorH. 
 
 Tons of FroiKlit. 
 
 i 
 
 1 
 
 1884. 
 
 188.). 
 
 msi. 
 
 iWi'). 
 
 Canada AtlaiiLic 
 
 Canada Sout liern 
 
 Canadian JViillc System 
 
 Central Ontario 
 
 Grand Tnink System 
 
 Now Uriinswicli 
 
 Northern and North Western. 
 
 Norlli Slioro 
 
 Quebec Cent ral 
 
 Soutli Kastern 
 
 Windsor and Annapolis 
 
 Other Lines 
 
 82 1 
 
 i:ij 
 
 3.J9J 
 
 .%2i 
 
 2806 
 
 •.ms 
 
 11)4 
 
 104 
 
 2.V.IU 
 
 2.T91} 
 
 41;-)^ 
 
 41.VJ 
 
 m 
 
 :i8(i 
 
 201) 
 
 201) 
 
 15G 
 
 150 
 
 2(iO 
 
 200 
 
 84 
 
 84 
 
 064i 
 
 l)l3i 
 
 9 3 ino.otK) .? ;i.2:o,ooo 
 
 a2,47-',!«tl :«2,.H0.777 
 
 l.)l, 102,04!) l.V.,745,CiM | 
 
 I 
 
 070.00,) 1)70.000 I 
 
 I ■' 
 
 2;);U><C,!l7;i^ 282,7 I0.!II8 
 
 I0,414,.")8I i:i.24(>,0.):t 
 
 7.2;!8.rkti 
 .■),.")M,s(«; 
 0. 12:{,:mo 
 
 8,2:<0,S,V{ 
 
 ;«.78:{,47i 
 
 27,21!).34.); 
 
 i:{.;ii):!,4i;i 
 
 .■),."i44.8(k) 
 (i,.')28,07G 
 
 8.2;!o,8,):{ 
 
 :i,808.777j 
 ,-)0,4!»l.;i8G 
 
 Total MU 
 
 Govornnicnt Hail ways 1107 
 
 SWm S.'i01l,477.(K),S §.w(;,l9;i,32:t 
 118.') ' 48,i;i8,001 4!),2(iO,;i80 
 
 1881. 
 
 188.'). 
 
 1884. 
 
 188.1. 
 
 71,0.37' 
 
 487.8(i.'i 
 
 l,372,82o 
 
 11.174 
 
 4.'.t!ll,3,V>i 
 
 I 
 
 l(il),!l43| 
 
 r)i(;.(Mio 
 
 2118,123 
 
 »),370! 
 
 ! 
 
 180. 527 j 
 101,000 
 002,208 i 
 
 88,!).".0' 
 
 4:);i,02!) 
 
 1.427,307 
 
 43,332 
 
 4,:V73,41)9 
 
 104,931 
 
 iM.),0.lO 
 
 281.474 
 70,040 
 190,824 
 I01,10,i 
 024,271 
 
 8,979, 7a3 
 
 9I.724| 
 
 2.221,1141 
 
 1.001,515 
 
 9.2391 
 
 3,793,014; 
 
 211,2631 
 
 580.002; 
 
 174,(M4 
 
 80,007 
 
 1 
 
 2i3.a{2; 
 
 00,478, 
 1,011,98!) 
 
 117,908 
 
 2,47.1.350 
 
 l,0.')5,lMi9 
 
 03,000^ 
 
 3,7<)O,0O0 
 
 223,451 
 
 .")82,.')95: 
 
 100,486 
 
 82.4(50; 
 
 303,376 
 
 CI, .376 
 
 2,113,013 
 
 3.r)84,948 
 
 1,(X)2,373 1,087,031 
 
 12,0;)0,liJ0 1,3,011,989 2; 
 1,002,113 1,017,282; .' 
 
 Total for Canada. 
 
 9575 1 10130 i!537.013,00!t §02.3,7.V1,703. 
 
 il I I' 
 
 I 
 9,982,338; 9,072,.VJ9 ^ 13,712,269 14,0,50,271 1; 2! 
 
6, published by Department of Agriculture. 
 
 Tons of P'rclglit. 
 
 'I'rain ^liloago. 
 
 1884. 
 
 IS8'>. 
 
 18»l. 
 
 91,724 
 
 117,908 
 
 2.L1'1,114 
 
 •.',47.').,V)0 i 
 
 1 
 
 1,601,515 
 
 l,(i.'):.,9C)9 
 
 9.251) 
 
 63,000, 
 
 5,795,014 
 
 5,7(iO,0(X) 
 
 211,253 
 
 225.451 
 
 .'•*0.(i62 
 
 ,-)82,.-)9.i 
 
 171,014 
 
 16t!.48G 
 
 80,Oti7 
 
 82.400 
 
 21.1,032 
 
 .mj,376 
 
 (■)0,478 
 
 Cl,570 
 
 1,611,98}> 
 
 2,115,015 
 
 12,6;-)0,156 
 1,062,113 
 
 1.3,611.989 
 1,047,282 
 
 I 
 168,70.'> 
 
 2,0:.'4.(i:»4 
 
 0,2.37.801, 
 
 20,.")(X) 
 
 I 
 
 13,278,851; 
 
 1,019,232' 
 434,852: 
 192,587; 
 639,5,39| 
 
 166,.57o! 
 
 1,007,313; 
 
 1. 
 
 2,5,788,584; 
 3,970,092| 
 
 iJi'ccipts. 
 
 1885. 
 
 18.HI. 
 
 1885. 
 
 179,4781 
 
 1 
 
 $ 1 73. 14-.' 
 
 $ 19!),t532 
 
 3,0()4,.)48 
 
 .3.S17.IWJ 
 
 3,440.374 
 
 5,343.261 
 
 6,084,345 
 
 6,928.S(J9 
 
 212,760 
 
 40.486 
 
 98,66.^ 
 
 3,279,131 
 
 ll).i'!:i,ir) 
 
 1 
 
 14,477,8.>8 
 
 648,798 
 
 ii:t.'.,st9 
 
 614.9(W 
 
 999.050 
 
 ' 1,347..S1)4 
 
 1,340,316 
 
 495,.379 
 
 'A\>:.i-£i 
 
 .584,132 
 
 1!)8,7.30 
 
 \Tiim 
 
 180,419 
 
 590,413 
 
 1 .•.i):..l48 
 
 4(K),:{84 
 
 164,892 
 
 l.S2.'JS9 
 
 212,173 
 
 1,184,824 
 
 !i71.(iT4 
 
 l,(Ki,">.417 
 
 Proportion 
 
 of 
 
 VVorlcing Ex- 
 
 iicnsos 
 to Earnings. 
 
 1884. 
 
 26.30l,i;(i8 ' $30.8.'4..">18 «29,()03,237 
 4,322,421 I 2..-.l)7.l.)7 2,624.242 
 
 1M.171 
 
 -',712,!MK{ 
 
 .'.,40.1,184 
 
 50,788 
 
 11,28;{.616 
 
 437.0''' 
 
 840,;«)7 
 
 .•<68,784 
 
 130,326 
 
 472,040 
 
 131,070 
 
 874,195 
 
 Ij 22,921,048' 
 2,074,293 
 
 176,609; 1 
 
 2,623,r>46 , 
 
 4,557,519 
 
 81,406 1 
 
 10,716,448j' 
 
 43it,575; 
 
 804,444 
 
 ;i46,.5,55 
 
 145,488 
 
 379,572 
 
 154,:«J: 
 
 840,118 
 
 821,265,642 
 2,749,709 
 
 I', c. 
 
 88. 
 
 71. 
 
 89. 
 
 125. 
 
 69. 
 
 68. 
 
 13,712,269 14,6.">9.271, 29,7.J8,676 30,623.689 §33.421,705 $.32,227,469 : iS2.\.VJ5,341 $24,01,5,351 
 
 1885. 
 
 P. c. 
 
 88. 
 
 71. 
 65. 
 82. 
 74. 
 71. 
 
 62. 
 
 60. 
 
 65. 
 
 59. 
 
 75. 
 
 80. 
 
 93. 
 
 82. 
 
 71. 
 
 72. 
 
 89. 
 
 78. 
 
 74. 
 
 71. 
 
 101. 
 
 lot. 
 
 76. 
 
 74. 
 
h 
 
 f) 
 
 T 
 
 V 
 
 t 
 
 i 
 
17 
 
 scattered. Kmisas nlom- coiistnietcfl I ,'):i() miles, or aliout 10 
 
 icr cent., tluit is niwirly oiu'-tifth of all the lunv tiaek. Next 
 
 jNehrjiska, 7'}7 miles; then Dakota, (!7«'S miles ; fouitli Minne- 
 
 [sota, 5M7 miles ; fifth Te.xas, 048 mile.s — the first font having 
 
 [3,')22 miles, or 44 per cent, of all. Iowa, 4().'l mih-s ; VViscon- 
 
 Isin, M7X miles; Florida, ']'2\ miles; ('alifi)riiia, 'I'M miles. 
 
 [During ten years past, nearly sixty thousand miles (5!),(J()2 
 
 Imiles); ami dni'in^' the pi'eeedin<,' ten yeais, 40,007 miles, mak- 
 
 injf almost exactly 100,000 miles of radway Imilt in the nnit- 
 
 ('<l States (hn'iny; twenty years Mast. '>;■ ahont three times as 
 
 niany miles as there were in all this countiy in 18(57, two 
 
 [years after the close of the war. The followinj; eives each 
 
 lyears constrnction ; — 
 
 Miles. 
 ■ 2,449 
 .2,979 
 
 4,615 
 .6,070 
 
 9.379 
 
 ■ s,m 
 
 1873 4.f'79 
 
 Years. 
 1867.., 
 
 1868 ., 
 
 1869... 
 
 1870... 
 
 1871 . 
 
 1872... 
 
 YiNirs. Milo'*. Yfiirs. 
 
 1874 2,117 1881 . 
 
 1875 1,711 1882. 
 
 1876 2,712 1883 
 
 1877 2,2So 1884. 
 
 1878 2,629 1885. 
 
 1879 4,746 1S86. 
 
 1880 6.S76 
 
 Miles. 
 9,796 
 
 ,11,568 
 
 6,741 
 
 3.825 
 
 3.«3i 
 
 , 8,010 
 
 Total 99,609 
 
 It has heen estimated that a railway lM>nefits the country 
 [at lea.st fifteen miles on each side, Ity aft'ordin^^ market facili- 
 ties Allowino- only ten miles on each side, these !U), 00 J) miles 
 )f i-ailway has atiected ahout 1,!)!)2,1<S0 scpiare miles, or about 
 11,485 million acres, equal to over fourteen million farms of 
 [100 acres each. — Wmnipey Free Press. 
 
 The 1 telligence and ent(>rpiise of the C^anadian people 
 [is sho^vn ^ / their prompt realization of the importance of a 
 jthorough system of railways throu<i;hont the Dominion. When 
 [we consider that the enoi-mous sum of 8l71,072,li)4 has been 
 paid by Dominion Government, Provincial Governments and 
 Municipalities as bonuses to railways to 80th June, 1885, and 
 not less than $43,201,800 for canals (enlargement and con- 
 struction alone), it is clear that the development of the best 
 
18 
 
 and most rapid moans of transit and coiiinuinication has been 
 and is the constant aim of botli the Government and people of 
 the Dominion. 
 
 Prompt railway development in British ( 'olnmbia is im- 
 peratively demanded by the agrieultnralist, the miner, the 
 lumberman, and a vast host of industries awaiting that tri- 
 umph of mechanical skill and wonder of the century, the 
 engine and its train, the vanguard of civilization, the assur- 
 ance of future prosperity, the key to unlock the ti'easures of 
 mine and field of forest and river. 
 
 •*•...■ I 
 
 N 
 
 m 
 
ition has been 
 and people of 
 
 Iiimbia is im- 
 e miner, the 
 ting that tri- 
 century, the 
 •n, the assur- 
 ! treasures of 
 
 mm