1914-03-24

PRIVATE BILLS.


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Bill No. 121, for the relief of Eliza Jane McLaughlin.-Mr. McCraney.
Bill No. 123, to incorporate the Atlin Railway Company.-Mr. Michael Clark.

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On the motion of Hon. W. T. White (Minister of Finance) for Committee of Supply:
Hon. J. D. REID (acting Minister of Railways and Canals). Mr. Speaker, when you leave the Chair and the House is in Committee of Supply, it is my intention to ask the committee to take up the Estimates of the Railways and Canals Department. It has been the custom for many years before you leave the FOair. Sir, that a statement of the workings of this department should be given to the House.
I am very sorry indeed that, owing to ill-health, Hon. Mr. Cochrane, Minister of Railways and Canals, is no t able to be present himself and give the statement that I am submitting to day. However, I hope the House will bear with me for the short time that I shall occupy it in trying to explain matters in as full and plain a manner as possible.
This department, as hon. gentlemen know, consists of two branches-the railways branch, and the canals branch. I shall first deal for a few minutes with the canals.
Canal-s.
The canal system of Canada, comprises the following:
iSault Ste. Marie canal.
Welland canal.
St. Lawrence canals (extending from Prescott to Montreal).
Chambly canal (in Quebec).
St. Peters canal (in Nova Scotia).
Rideau canal.
Trent canal.
Carillon and Grenville canal.
With the exception of the St. Peters canal, the Welland and the Trent, there has been no special construction work going on on any of the canals during the past fiscal year. Only the necessary annual repairs and improvements have been made.
On the St. Peters canal we are building the lock anew. Very little has been spent on it during the past year but it will be proceeded with now and completed at the earliest possible moment.
Members of this House will remember that during the last session an amount was placed in the Estimates for the purpose of starting the construction of what is commonly known as the new Welland ship canal. It was explained at that time that
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a new canal, or practically a new canal, would be built between lake Erie and lake Ontario. It was also explained that designs and plans were being prepared for the purpose of letting contracts for this work. Four contracts have been let, for sections 1, 2, 3 and 5. These four sections were let first because they are tlie heaviest parts of the whole work. They will take the longest time to complete, and it was considered necessary to have them started at the earliest possible moment.. Tenders were called for for those four sections, and I am pleased to say that the tenders received in e8.ch case were lower than those estimated by our engineers who have charge of this great work. Based on the tenders received the four sections are estimated to cost $20,150,000, or several millions less than had been estimated. There is another section, known as No. 8, for which tenders will be called in a short time. This is the last of the heavier work and the remaining contracts will not be let for some little tifne, as they will ^take a much shorter time to complete and it is not thought advisable to have that part of the work under construction until the present works are very riiuch advanced, so that the whole work may be brought to completion at about the same time. It was estimated by our engineers in charge of this work, before any tenders were called, that the whole when completed would cost $50,000,000. If the contracts yet to be let continue within the estimates to the same extent as those already dealt with, this amount will be materially reduced. The contractors are busy on the sections already let. They have steam shovels, drags and dredges .employed and will expedite the work as much as possible. I shall be glad to give further details when we are in Supply.
Every member of this House knows that the work on the Trent canal has been under way a great many years. Amounts have been voted .annually and the work proceeded with in accordance with the amount so voted by Parliament. The great difficulty in connection with this canal up to the present time was that there was no way of getting into the canal from lake Ontario, or the Georgian bay end of it, but I am glad to be able to inform the House that it is expected we will have an entrance from lake Ontario into the Trent canal by the end of the coming fiscal year.
The western end, from Georgian bay to lake Simcoe, is divided into four sections.

One section, known as the Severn river, has been let to The York Construction Company, and for section No. 2 tenders are now being ealled. The remaining sections will be let in the near future, and the whole work will be proceeded with as fast as possible. When these last mentioned sections are let, the whole system from lake Ontario to Georgian bay will be under contract or completed. The work to be done will be pushed forward as fast as possible, and the time is not far distant when the whole canal will be under operation. I have no doubt that when the [DOT]work is completed and traffic moving without interruption between lake Ontario and the Georgian bay ports it will be a great service to the country through which it passes, not only as to freight transportation, but from a passenger standpoint, as from information I have the Trent waterway is bound to become one of the tourist attractions of Canada. It is not considered that it will be a very heavy freight route, because the depth of the canal is not very great and it is not intended for large boats. On this canal there are a great many water powers which have been developed, and will be a great benefit to the country.
Before leaving the question of the canals perhaps it might be of interest to members of this House to know what traffic there has been on the canals during the last fiscal year and how it compares with 'that of previous years. I would submit, therefore, the following statement:
As compared with 1912 there was an advance of 4,466,688 tons, or 9.4 per cent, in the volume of freight tonnage.
For 1913 the aggregate of freight transported was 52,053,913 tons, distributed among the various canals as follows:
Sault Ste. Marie.
Welland	
St. Lawrence. ..
Cliambly	
St. Peters .. ..
Murray	
Ottawa	
Rideau	
Trent	
St. Andrews.. ..
Total	
In-	De-
Tons. crease. crease. 42,699,324	3,029,669
3,570,714	718,799
4,302,427	825,239
555,602	  62,813
71,514	  3,295
180,576	10,495
365.43S		'	26,912
171,223	11,090
55,800	  21,350
81,295	  14,254
52,053,913	4,595,292	128,624
When the Trent and Welland canals are completed it is expected that the traffic through the- canals to our seaboard will very materially increase. Not only will
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it very materially increase, but rates should also very materially decrease, thus resulting in a great benefit to the people of Canada.
Turning from the consideration of the canals, I desire to take up for a few minutes the railway end of the department.
Government Railways.
I desire first to deal briefly with the Intercolonial railway. It is usual to give a statement regarding the operating of this railway. Since my entrance to this House in the year 1891 I have heard many discussions in so far as the Intercolonial railway is concerned. Different ministers have tried in different ways to manage the system with a view to giving the very best public service at the least possible cost to the people.
As is generally known by hon. gentlemen on both sides of the House, the system of management of the Canadian Government railways has been changed from a board of management to a general manager, and in that respect we are simply reverting to the former and simpler system of direct responsibility. Prior to the appointing of the general manager all questions 'had to come before the board. You can quite understand, with the chairman living at Ottawa and the board meeting only once a month, and sometimes not for two months, that questions of importance could not be settled promptly. With a general manager all questions come before him and he has authority to deal promptly with all matters which formerly came before the board. This, in my opinion, is of very great advantage to those who do business with a railway, and is also appreciated by employees who have occasion to approach the management.
Then, under the general manager, there is a general superintendent, who is head of the transportation and maintenance departments. Under him there is a general master mechanic, a divisional car foreman, divisional engineer, car service agents and four superintendents.
The four superintendents in turn have under them the assistant superintendents whose duties are similar to those of train masters. They also have resident engineers, district master mechanics, road masters, and bridge and building masters; so that the superintendent in charge of his own district and the general superintendent is in charge of the railway so far as transportation and maintenance is concerned, but the latter has no jurisdiction over the engineering, loco-1241
motive, car, fuel or tie and timber departments.
I may say that for some time previous to the retirement of the board of management the old Government and the board had 'been considering, not only the advisability but the necessity of increasing the freight and passenger rates. The board of management had already decided on an increased tariff for all freight commodities, and just previous to their retiring from their positions as the board of management they put into force this increase of freight rates that had been agreed upon. I mention this fact for the reason that many people in the lower provinces are under the impression that these increased rates had been first thought of and decided upon and put into effect by the present management.
Sometime before that the coal companies of the lower provinces, who had been supplying coal to the Intercolonial for many years, advanced their prices on coal. They advanced them sufficiently to compel an increased expenditure of about $350,000 for fuel.
In addition, a grievance among the employees of the road had been developing for some months before the change of management. A demand had been made.that an increase in wages should be given to several classes of employees. This matter had been taken up and dealt with by Mr. Gutelius and I am glad to say that, after meeting representatives of the different brotherhoods and classes of employees, a decision was arrived at which was agreeable to all parties concerned. I may say, however, for the information of the House, that the increases granted and which were necessary to be granted to put the employees on the same basis as employees on other railways throughout Canada-and I believe they should be in that position-necessitated an increase, so far as the operating expenses were concerned,'of $325,000 per annum.
It is estimated that the receipts for the year ending March 31, 1914, on revenue account will amount to, say $12,632,973.17, and the estimated expenditure will be about $12,328,000, leaving a net surplus for the current fiscal year of about $300,000, which will be transferred to 'Renewal of Equipment Account.'
I might explain for the benefit of the members of the House, as I daresay there are many who do not understand the statement that it is proposed to transfer this to the ' renewal of equipment account,' that a system was adopted some years ago whereby

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any profits that accrued on the Intercolonial were to be retained by the railway by being transferred to a special account called ** equipment renewal account,' and the .moneys so transferred to this account would not be deposited to the Consolidated Revenue Fund, but would be used for the purpose of purchasing new equipment to replace the old light engines and cars now on the Intercolonial which otherwise would have to be paid for out of Capital Account.
During the present year we have been able so far to transfer to Equipment Renewal Account 1300,000, also to Rail Renewal Account $150,000, and to Fire Renewal Account $60,000, or a total of $510,000; and, as I have stated, the present fiscal year will show a surplus of $300,000, which is less, of course, than the surplus of last year. But, as I stated a few minutes ago, while there has only been a surplus of $300,000, much less than it was last year, there has been an increased cost in operating expenses for the first eight months, from April to November, as follows:
Cost in wages due to increase in
schedule and salaries	$247,000
Ties, in excess of those placed in the
track during the previous year ..	29,000
Rails, increased expenditure	 8,000
Fuel	 307,000
Increased cost of material as compared with previous year for the
repairs to rolling stock	 86,000
Increase for Intercolonial Railway Company car repairs on foreign lines, as compared with previous
years	  64,000
Increase in pensions	 9,000
Increase in ballasting.. .. ,	 33,000
Or a total of	$783,000
I have a statement here showing the *work done in so far as repairs are concerned :
1913.	1912.	In- Decrease. crease.Locomotives . . .	. 173	144	29Freight cars.. .	. 19,208	17,364	2,844Passenger cars .	. 472	492	
20
The following statistical information may be of interest in accounting for increased expenditure as well as for increased earnings during the year 1913:
Tons (revenue) and passengers moved April 1 to November 30:
Passengers. Freight tons.
1913	
2,880,517	3,657,2061912	
2,650,954	3,446,235Increase	..	' 229,563	210,971
Tons (revenue) and passengers moved one mile:
Passengers. Freight tons.
1913	
159,843,276	970,395,2531912	
139,488,845	878,133,125Increase . .	20,354,431	92,262,126
Tons (all freight) moved one mile:
1913 . . . . :.	990,766,818
1912	 895,617,272
Increase	..	95,149,546
Locomotive mileage:
Passengers.	Freight.
1913	
2,355,268	4,869,8791912	
2,134,409	4,573,114Increase . .	220,859	296,765
I remember that in previous years Ministers of Railways and Canals submitted other information with reference to the Intercolonial, and, as it may foe of interest to the members of the House who are not thoroughly informed as to the condition of the Intercolonial railway, I give, for their information, a statement showing the operating expenses, the earnings, and the disposition of surpluses for the last four years. They are as follows:
(.Mr. J. D. Reid.]

Working expenses.
Month.	1910-11.	1911-12.	1912-13.	1913-14.	April	
May	
J une	
July	
August	
September	
October	
November	
December	
January	
February	
March	*	$ cts. 729,826 73 768,012 61 773,226 59 764,996 45 764,138 26 767,057 66 719,455 05 770,296 78 786,977 41 773,148 74 872,406 80 1,101,527 33	$ cts. 788,669 68 830,140 02 800,876 78 818,624 51 913,862 29 834,130 30 804,717 19 811,066 88 767,995 25 899,414 54 853,145 75 1,468,362 65	$ cts. 823,669 49 S68.160 13 889,713 86 935,213 10 942,655 52 888,343 38 946,032 26 916,582 96 944,654 35 975,467 84 918,013 43 1,931,476 37	$ cts. 963,874 99 1,028,519 69 1,120,447 84 1,039,044 91 1,133,190 76 1,018,324 38 1,059,886 41 1,039,563 76 1,065,849 40 1,036,165 83 960,000 00 1,035,000 00	jEstimated.Total	
Average per month	9,591,070 41 799,255 87	10,591,035 84 882,586 32	11,979,982 69 998,331 87	12,498,897 97 1,041,574 83	
Earnings.
April	
May	
June	
July	
August.. . September. October .. November. December. January .. February . March ..
Total	
Average per month.
850,481 50 768,239 77 838,071 62 855,478 96 909,948 06 918,019 81 857,084 70 837,141 32 829,028 33 691,413 81 672,574 92 836,300 60	918,717 09 833,243 15 [DOT]862,617 64 914,763 77 990,438 41 926,215 25 951,227 35 911,894 74 900,171 63 743,580 55 755,813 25 885,103 01	1,025,010 81 1,003,083 67 996,107 63 1,028,034 85 1,091,985 16 1.014.740	58 1.051.741	S3 1,017,464 14 1,009,003 36 948,016 00 806,223 18 993,071 48	1,160,789 77 1,099,283 13 1,109,795 48 1,197,890 24 1,177,069 81 1,141,244 88 1,114.429 07 1,047,987 94 1,094,160 05 880,322 80 790.000	00 990.000	009,863,783 40 821,981 95	10,593,785 84 882,815 48	11,984,482 69 998,706 89	12,802,973 17 1,066,914 43
Estimated.
There were transferred to renewal of equipment account the following amounts:
1910-	11 - $267,806 61
1911-	12 - 536,819 69
1912-	13 - 777,863 74
1913-	14 -	300,000 00 (estimated surplus.)
The statement that I have made so far applies only to the operating of the road, and to the revenue and expenditure on that account. I shall now give to the House a statement of the expenditure on capital account. The most important expenditure is that being made at Halifax for new terminal facilities. It has been a recognized fact for many years that the terminal facilities, not only at Halifax, but at St. John, were insufficient; in fact, ' if the trade is developed to any considerable extent from the extension of the Transcontinental railway to the lower provinces, and the growth of our country, it would be impossible to handle the traffic at Halifax and St. John without very great improvement Accordingly, plans were devised for
new terminals at Halifax. They were approved by the Government, and work has been proceeded with. The following contracts have been let:	.
Section No. 1.-From Rockingham to Jubilee House, 3J miles, to the Cook Construction Company and Andrew Wheaton. This contract is for the purpose of constructing a railway which it is estimated will cost when completed $407,995.
Section No. 2.-From Jubilee House to Reid Rock, in Halifax Harbour, about four miles. The Cook Construction Company and Andrew Wheaton were awarded the contract for the construction of a railway which it is estimated will cost $1,035,160.
In addition to the building of this railway, a contract was let for the construction of about 6,500 lineal feet of quay walls, foundations for buildings, sewers, dredging of harbour to a depth of 45 feet at low water, and filling reclaimed area, to Foley Brothers, Welch, Stewart and Fauquier. This work is estimated to cost $5,208,743.
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On the first two contracts, that is, sections 1 and 2, about 30% of the grading, ditching, and culverts from Fairview to Quinpool has been completed. On the third contract very little has been done yet. The contractors are busy getting their plant ready, and the work will be pushed ahead as fast as it possibly can be. When these terminals are complete, we believe that we will have a harbour equal to any other port in the world, with a capacity sufficient to handle the traffic which is expected to come through that port.
Work has been in progress for some time at Halifax on what is known as pier No. 2. It is nearing completion, and was partly used this winter to relieve the congestion. It is estimated that the expenditure for the current fiscal year will be $240,000. The total cost is estimated at $800,000.
In St. John the necessary terminal facilities for that port are being carried to completion through the Public Works Department, and therefore I shall not discuss them here.
_ ^'or II'e Intercolonial railway, new rolling stock has been purchased during the last year as actually necessary for the further equipment of the railway. About . $1,000,000 has been expended for this purpose There have been a number of other small amounts charged to capital expenditure, aggregating in all about $900,000, which are for general improvements as a whole. When we are in committee I shall be glad to give details of those, as the items are brought forward.
i here is another part of the system known as the Prince Edward Island railway. It is estimated the earnings for the current year will amount to $410,000 and the expenditure to $555,000, or a deficit of $145,000. The increased deficit is due to the similar increase of cost of wages and materials as enumerated on the Intercolonial railway. It is generally accepted that this road cannot pay its way, but it is one of the prices we paid for Confederation.
I may also say that a contract has been awarded for a car ferry to operate between Prince Edward Island and Cape Tormen-tine on the mainland in New Brunswick. Contracts have been let for the piers on each side of the straits, one at Carleton Point, on the Island, and the other at Cape Tormentine, on the mainland. Work is being pushed ahead as quickly as possible.
In concluding my references to the Intercolonial, I wish to say that, so far as that railway is concerned, I recognize that the building of the road was one of the most

important events incident to Confederation, so far as the provinces of Prince Edward Island, Nova Scotia and New Brunswick are concerned. I feel that we should properly equip the railway and maintain it at the highest possible standard. I also feel that every possible facility should be given to the people served by the road, within reason, and I am quite satisfied that the hon. Minister of Railways and Canals has that end in view.
Hudson Bay Railway.
The mileage of the Hudson Bay railway, from Le Pas, Manitoba, to Port Nelson on the Hudson bay, is 418 miles; the whole line is under contract to J. D. McArthur & Company. The work on the terminals is being carried on by day labour under the department. Steel has been laid to about mile 90. Grading is practically completed to mile 130, and the works are well manped to about mile 240, where the first crossing of the Nelson river occurs, which involves a span of over 400 feet in length. Between this first crossing of the Nelson at Mani-tou rapids and the second crossing near Kettle rapids, a distance of about 90 miles, the contractors have been equipping with camp and supplies to enable them to proceed with the grading during the coming season. The progress now being made is more satisfactory than hitherto, and gives reason for the hope that the line will be completed to Port Nelson by the season of 1916.
The total expenditure on railway construction and terminals has been $5,681,873.05; expenditure to date during the present fiscal year has been $4,093,557.63.
With reference to the contracts let for the Hudson Bay railway, I notice that the hon. member for South Renfrew (Mr. Graham), speaking in Toronto, said, according to the Toronto Globe of Saturday, March 7:
Even Mr. Cochrane, the present Minister o£ Railways ancl Canals, had awarded the contract for the Hudson Bay railway, every bit of it, to J. D. McArthur, and he had sub-let it to other firms.
I think the hon. member was speaking about the National Transcontinental at the time.
Mr. GRAHAM:: Undoubtedly, but I did not say that.


Mr. REID:: The tender for the largest
section of this road was let by the hon. member for South Renfrew himself.


George Perry Graham: I let one, and the
present minister let two.


John Dowsley Reid: Exactly, but the hon. member said, according to the Globe-


George Perry Graham: No, I did not.


John Dowsley Reid: As it was reported in the
Globe, I supposed it must be true.


George Perry Graham: My hon. friend will
withdraw it, now I tell him that I did not say that.


John Dowsley Reid: Certainly. But the hon.
member must now admit that sometimes the Toronto Globe does not tell the truth.


Mr. BORDEN:: It is not any more reliable than Windermere.
Mr._GRAHAM: If it used certain things given to the press, it would be more useful than it is.


John Dowsley Reid: It is quite true that the
three contracts comprising the Hudson Bay railway were let to J. D. McArthur & Company, who were the lowest, and in some cases, the only tenderers, but the hon. member for South Renfrew should be more careful in his public statements. He says that Mr. Cochrane let the contract for every bit of this railway, whereas the tender for the largest section, and as to which the heaviest deposit cheque was required, was let by the hon. member for South Renfrew himself. The recommendation to Council was signed by him on August 10, 1911, and the contract, which was let on September 25, 1911, three days after the defeat of the late Government, was signed ' George P. Graham.'
During the season of 1912 engineers were sent to Hudson bay to further examine the possibilities for harbour development of Port Nelson and Fort Churchill. Mr. H. T. Hazen, who was in charge of this expedition, returned overland during the winter with reports in favour of Port Nelson and certain plans for the development .of this port, having left at Port Nelson the advance guard of surveyors and workmen, with instructions to prepare as far as possible for the reception of supplies during the season of 1913. Orders were immediately placed for the plant, materials and supplies required for a commencement of the proposed works, as much of this required many months for delivery. Such steamers as were available were chartered for the conveyance of these supplies, and a construction force of several hundred men [DOT]was sent into Port Nelson as early as the conditions permitted.
The first vessel with supplies reached Port Nelson on August 7, having met with
unexpected delay in the bay. Arrangements had been made with contractors for the supply of floating equipment intended for lightering, but the failure of these contractors to make delivery on time was a very serious handicap and the cause of much delay to the vessels arriving at Nelson. There was at that time no wireless communication and labour troubles also impeded the work. However, the steamers Bonaventure and Belaventure each made two round trips from Halifax to Port Nelson, and the Sinbad, the Boethic and the survey steamer Acadia each made one trip without accident, though one of these vessels was obliged to return to North Sydney with about 75 per cent of her cargo undischarged. One of these vessels, the Cearense, was wrecked through gross error on the part of her navigators practically at the conclusion of the voyage. Another vessel, the Alette, was damaged while swinging at anchor in Nelson Roads. This was also due to bad judgment on the part of the master in distinct opposition to the advice of the Marine Superintendent at Port Nelson.
The necessary buildings and warehouses for the working forces were erected, as also a wireless station, which is now in daily communication with Ottawa through the station erected by this department at Le Pas, Manitoba. A fair amount of plant, including a large suction dredge, is now in safe winter quarters and will start operations in the spring. Ties and timber are being got out by the working forces at present for temporary structures, the engineers advise that they are taking out about 200 logs a day and will have things in good shape for work during the coming year. By the opening of navigation the temporary wharf will be extended so as to adequately deal with the 20,000 tons of freight which will be shipped in. The department now have under construction three small steamers for lighters, so that no further difficulty in the T andling of freight is expected.
I may say that there has been considerable controversy in the press and some in the House as to the choice of Port Nelson as a terminus for the Hudson Bay railway, but when the hon. Minister of Railways and Canals sent in Mr. Hazen to look over the situation he instructed him to visit both Churchill and Nelson, and while Mr. Hazen was at Nelson the minister went over land and inspected the possibilities of the port with him. The minister also visited Churchill on the way out by steamer. He

withheld judgment until Mr. Hazen was able to come out late in the winter with such information as he had been able to gather in the way of soundings, tidal observations, etc., and he finally reached the conclusion that Port Nelson was the more favourable point for the establishment of the terminus of this new Government railway. It will be necessary, of course, to supply aids to navigation so that vessels may be able to locate the proper channel. In a new port this is, of course, to be expected, and when our wireless at Nelson is augmented by a wireless on the Straits much of the difficulty in navigating the straits and the bay will be overcome.
National Transcontinental Railway.
I will now deal with the National Transcontinental railway. This system is divided into two sections. The first, or eastern division, is that portion stretching from Moncton to Winnipeg, a distance of 1804-2 miles. The work of construction of this portion of the system is carried on under authority of statute by the Commissioners of the Transcontinental railway appointed specially for this work. Parliament granted authority for the construction of this work in the session of 1903-04-October 24, 1903. The commissioners were appointed in 1904 -August 20-and the work has been proceeding from that date.
The total expenditure from the inception of the work of construction between Moncton and Winnipeg up to December 31, 1913, has been $140,562,147. Of this amount $10,314,994.05 has been expended during the first nine months of the current fiscal year. It is estimated it will cost $20,745,653 to complete the section between Moncton and Winnipeg. This $20,745,653 added to the $140,562,147 makes a total of $161,307,800 which is the estimate of what the road will cost when it is finally completed.
Perhaps it would be well for the information of the House to indicate what this line will have cost by the time the Grand Trunk Pacific are obliged to commence to pay interest. I have before me a statement giving the detail, which is as follows:
Statement showing the cost of the eastern division of the National Transcontinental railway for the purpose of basing the amount of annual rental which the Grand Trunk Pacific railway will be required to pay under their agreement; based on the estimated cost submitted by the chief engineer at $161,307,800 and on the supposition that it will he completed and handed over to the Grand Trunk Pacific railway on the 1st January, 1915 and capitalizing the expenditure at 3 per cent as provided in the agreement for the purpose of the rental.

Estimated cost of complete road exclusive of interest at
December 31, 1914	$161,307,800.00
Interest during construction at 3 per cent to December 31,
_ *?13	 15,136,289.00
Estimated interest on expenditure to December 31, 1914 ..	5,293,322.67
Capital cost for rental purpose
at January 1, 1915	..	..	181,737,411.67
Interest on $181,737,411.67 at 3 per cent capitalized for 7 years (January 1, 1915, to December 31, 1922)	 41,776,681.31
Capital cost esltimated to January 1, 1923, for rental
purposes	$223,514,092.98
Rental based on above ..	. .	6,705,422.
If the road does not earn 3 per cent in excess of working expenditure for the three years ending December 31, 1925, then the interest is added to capital for three years longer, adding $20,725,791.30 to capital cost; making the estimated cost of the railway for rental purposes, $244,239,884.28. Rental based on above, $7,327,196.54.
No allowance has been made in the above for betterment during ten years from January 1, 1915, to December 31, 1925. Should any betterments be made these would have to be added to the cost for rental purposes, and rental increased accordingly.
I might explain to the House that although the road is costing Canada the principal and interest at three and a half per cent, under the agreement with the Grand Trunk Pacific railway we are only allowed to capitalize and charge them at the rate of three per cent. This means on the expenditure to December 31, 1914, that there will be a clear loss to the country of $3,393,230.33, and this will continue throughout the term of the lease, which is for forty years. During the entire period of fifty years, this loss will amount to $908,687 per annum, or a total of $45,433,900 for the entire term of the lease.
As to the condition of the railway at the present time between Moncton and Winnipeg. The rails have all been laid. Between Moncton and Levis, a distance of 460-4 miles have been taken over from the contractors as fully complete. The remaining. 1,344 miles are nearing completion. Rails have been laid. It requires some ballasting and a number of steel bridges to be placed in position, -some station houses to be built, and other works that I am informed will all be complete and ready for operation during the present season.	.
In giving these statements in connection with the eastern division let me say that this does not include the Quebec bridge. This is entirely separate so far as the estimate of the total cost of the work on

the eastern division i3 concerned. I gave you the cost of the construction of the eastern division a few minutes ago. If the Quebec bridge is to be considered a part and parcel of this estimate then you would have to add the following, viz: the amount expended to January 1, 1914, on the reconstruction of the Quebec bridge, $4,889,000, and it is estimated by the engineers m charge of this work that the total estimated cost when complete of this reconstructed bridge will be about $17,000,000. This $17,000,009 would have to he .added to the figures I have already given which would establish the total cost of the Rational Transcontinental railway, exclusive of interest, $178,307,800.


Mr GRAHAM:: Why put in the Quebec bridge? Why not put in something else; it would be just as reasonaDle.


John Dowsley Reid: We will put the Quebec
bridge in now, and I think the hon. gentleman (Mr. Graham) will find before I get through that there will be enough m to suit him.


Mr GRAHAM:: The Quebec bridge has
nothing to do with the Transcontinental.


John Dowsley Reid: There is another amount
here, which I am just going to mention to the hon. gentleman, and I am sorry. I cannot put that in. There was a further amount of $6,456,546.44 expended on the Quebec bridge prior to its reconstruction; but unfortunately, if the Grand Trunk Pacific take this over it will be impossible for the Government to include this amount in the cost of the eastern division on which it could collect a rental, and therefore when the bridge went into the Tiver this amount also went there and is a total loss.
The western division of the Transcontinental system is that portion of the line from Winnipeg to Prince Rupert. This portion is owned entirely by the Grand Trunk Pacific Railway Company and on this portion of the system the Government are interested in this way,-that they agreed to guarantee the bonds on what 4 p.m. is commonly known as the prairie section to the extent of $13,000 a mile, and the bonds of the mountain section to the extent of 15 per [DOT] cent of the total cost. In addition, Parliament has already authorized loans to the extent of $25,000,000, and we have paid in implementing an amount of $4,994,416.16. Latterly owing to legislation passed some three years ago, we have been purchasing
the guaranteed bonds at par to save d's-count, and this would have amounted to* some nine or ten million dollars. For that, reason the House is entitled to a statement* of the condition of this portion of the system. It is dwided into two sections,-what is known as the prairie section and the mountain section.
Between Winnipeg and Wolf Creek, a distance of 914-9 miles, is what is known as the prairie section. This road is in operation and has practically been completed for the last year or two. There is some work to be done at the terminals, and some of the bridges and culverts put into a permanent condition. Outside of that I may say that this portion of the work has been completed. The total amount expended by the Grand Trunk Pacific railway on this 914.9 miles up to the present time has been $40,427,322.65.
The mountain section extends from Wolf Creek to Prince Rupert, a distance of 830 miles. The work of construction on this section has. been prosecuted with great vigour during the year just closed.
From Wolf Creek to Fort George, a distance of 363 miles, the road is graded and the track is laid on the main line with the necessary sidings, and 321 miles have had a good lift of ballast. Some steel bridges have not yet been erected, and the traffic now going into Fort George has been conducted over temporary pile bridges. The most important of the steel structures are over the third and fourth crossings of the Fraser river. The concrete structures of these bridges are now in course of construction, but the fact remains that while the work is still in the hands of the contractors,. Fort George, a distance of 363 miles, has rail communication, roundhouses, machine shops, station buildings, and so forth, have been erected at the several divisional points. Stations have been erected as far as the 219th mile. Between Fort George and Wordsworth, a distance of 128 miles, about. 90 per cent of the grading is completed. Rails are being pushed forward as fast as possible. No steel bridges have as yet been erected, and we have no information that the track is really laid on this 128 miles, other than it is being pushed forward as* fast as possible. No buildings for stations or other necessary buildings have yet been erected, and this portion of the line is really the only portion that is necessary to make a through rail connection between Winnipeg and Prince Rupert to-day. From Wordsworth station, 491 miles, to Prince Rupert, 830 miles, the grading is completed and the track laid on the main line

with all the necessary sidings. Of this portion of the 830 miles, 100 miles have received a full lift of ballast and 170 miles have received a first lift. Between the 530 mile .and 830 mile (Prince Rupert, the terminus) all roundhouses, .station buildings, and so forth, are either erected or under construction. Fifteen steel bridges have to he built over streams, some of these replacing pile bridges. It is fully expected that by the month of June next all track laying will be fully completed and ended, and that a Transcontinental train can leave Quebec and proceed through to Prince Rupert.
As I have stated, that portion between Winnipeg and Wolf Creek, a distance of 914 9 miles, has been under operation by the Grand Trunk Pacific for the last two years. The other portion, what is known as the mountain section, is being operated from Wolf Creek, Mile O, to Fort George, mile 363, and from Rose Lake, 529 mile, to Prince Rupert, 830 mile, a total of '664 miles; and a total of 1,579 miles out of the entire 1,736 west of Winnipeg is now under operation for public traffic.
I wish to present the following general statement of the expenditure of the western division to December 31, 1913:
Mountain Section.
Total expenditure, as certified by
Government chief engineer .. $71,449,962 90
Company chief engineer	
71,514,398	00Total payments to company.. ..	52,139,534	50
lotal payments on account of
loan, $7,000,000	 59,139,534	50
lotal cost to complete as given by Government engineer. . . .	9,089,000 00
lotal cost to complete as given
by company engineer	 13,700,000	00
<-ost per mile, Government chief
engineer	 qn	^
Cost per mile, company chief
engineer	 102,775	00
Prairie Section.
Total expenditure	$40,427,322 65
Total payment to company upon guarantee .. ..$11,135,482 91 Total payment to company on account special loan	 10,500,000 00
_	. ,	

 21,635,482 91
Estimated cost at completion. . 4i 335 ice 00 Cost per mile	 45480 00
The connection between Levis and Quebec will be by car ferry until the bridge is completed. The piers necessary for the operation of this ferry are now under construction and will be completed during the present season. The ferry steamer was launched in Birkenhead some time ago,
fMr. J. D. Reid.]
and is expected here .some time during the middle of the season, .at all events in plenty of time for operation when the piers are ready to receive the ferry. The work on the Quebec bridge is beinc proceeded with as fast as possible. As you are aware, the work of the reconstruction of this bridge is being carried on under the supervision of a board of engineers which was in charge when this Government came into power. The contract for the substructure was awarded to M. P. and J. T. Davis on January 10, 1910. The contractors practically completed the work last fall. Some little work, such as pointing, cleaning the stones, and clearing up the site, remains to be done, and will be completed during the season of 1914. The contract for the superstructure of the Quebec bridge was awarded to the St. Lawrence Bridge Company on April 4, 1911. Shops for the manufacture of the bridge have been completed, and a start was made in January, 1913, on fabrication. During the season of 1913 the shops have made good progress on the preparation of final plans and have fabricated and shipped to the site some
9,000	tons of bridge material. They have erected a large part of their plant at the bridge site, and have also erected approach spans on the north shore of the river, thus making a start on the erection of the bridge proper. It is expected that in the coming season the company will fabricate and erect the major portion of the north anchor arm. The weight of this portion is estimated at 15,930 tons, and it is estimated that the cost of this portion when erected will be $2,870,000. The information the department has from the supervising board is to the effect that the bridge will be completed by the end of 1917.
I have now given you a statement of the present condition of the Grand Trunk Pacific railway from Winnipeg to the coast, and I have also given you a statement of the condition of the eastern division between Winnipeg and Moncton. Perhaps it would pot be out of place for me here to make a few further remarks in connection with the National Transcontinental railway investigation.
I was in the House when this project was brought forward, and I well remember the discussions in connection with it. I remember that at the time the then Minister of Railways and Canals, the late Hon.
A. G. Blair, protested strongly against this whole scheme. He, as Minister of Railways and Canals, went into the matter

thoroughly, and at that time he said in the House, as will be seen iby his speech as recorded in ' Hansard ' of the session of 1903, that this road would place a burden of at least a hundred and some odd million dollars on the people. At that time the Prime Minister, now the leader of the Opposition (Sir Wilfrid Laurier), placed this project before the House for its consideration, and stated that this road when completed would not cost the country more than $13,000,000. I take it for granted that he meant that this would be the annual interest on the cost 'until the time the Grand Trunk Pacific Railway Company should take it over and relieve the Government of any responsibility so far as interest was concerned, although, as already pointed out, the Dominion has to pay one-half per cent more interest on the money it has borrowed than it will ever secure in rental from the Grand Trunk Pacific railway.
At that same time the hon. the Minister of Finance of that day, who was acting Minister of Railways and Canals, went into the matter in further detail. He estimated the cost of the road from Quebec to Winnipeg at $28,000 per mile, and from Quebec to Moncton at $25,000 per mile; but in order to assure the House of the correctness of his figures he added twenty-five per cent to these estimates, which, multiplied by the actual mileage of the road, gives us $61,000,000.
When this scheme was first mooted the late Hon. A. G. Blair was Minister of Railways and Canals, and in that capacity he went into the matter very thoroughly. He took issue with the then Prime Minister and all his colleagues, and took the ground that it would cost some hundred odd million dollars. He also took issue with the then Prime Minister that that part between Moncton and Quebec was absolutely unnecessary and should not be proceeded with. The present Prime Minister (Mr. Borden) took issue also with the leader of the Government of the day and he not only agreed that it would cost at least as much as the late Hon. A. G. Blair predicted but intimated that it would cost very much more. From time to time this matter has been discussed in the House. Statements have been brought down. The late Minister of Railways and Canals, the present member for South Renfrew (Mr. Graham) brought statements down at different periods, which more than confirmed the prophecies of the Prime Minister of to-day.
Mr. Speaker, a report has been submitted to the House of an investigation conducted
by two commissioners appointed to go closely into the construction of this road to ascertain whether the vast sums of money which have been expended have been expended in the interests of the public and economically and :n a business way.	That report is now
before hon. members of this House. No doubt they have all read it, and it is to be regretted that this investigation demonstrates that, through gross carelessness and because of the fact that the commission appointed by the then Prime Minister, who is the present leader of the Opposition, was quite unfitted by reason of lack of experience and training for the conduct of such technical work as railway construction, the country to-day is suffering a loss of some forty millions of dollars.
Let us see who were appointed commissioners to build this great Transcontinental railway. They were Mr. Fletcher B. Wade, the chairman, a lawyer; Robert Reid, a paper box manufacturer; Alfred Brunet, a financier; and Charles Young, a grain dealer. Upon the death of Mr. Wade and the resignation of Mr. Brunet, the Government, on July 31, 1905, appointed S. N. Parent, K.C., another lawyer, to succeed Mr. Wade, and C. F. Mclsaac, in place of Mr. Brunet. Afterwards, in 1909, on the death of Mr. Reid, W. S. Calvert, of Middlesex a former member of this House, was appointed to succeed him. Not a single one of these gentleman had ever had any experience either in the building, the management or the operation of a railway, and that, I firmly believe, accounts for the forty million excessive cost which the people of Canada have had saddled upon them.
The estimates supplied to this House for the cost of this railway were based upon Mr. Collingwood Schreiber's original estimate of July 12, 1903, and this estimate was for a road of an ordinary character built to one per cent grades, using wooden trestles and culverts and sixty-five-pound rails. Mr. Schreiber's estimate was as follows:
Estimated cost of the Grand Trunk Pacific Railway	.
Per mile.
Moncton to south approach of Quebec bridge	^
Quebec to Winnipeg	
Prairie section	
Mountain section	
Terminals at Pacific coast	
25.000
28.000 17,500 67,000
3,000,000
(Sgd) Collingwood Schreiber.
Ottawa, 12th July, 1903.
Talking Mr. Schreiber's figures of the estimated cost per mile, and multiplying

them by the mileage of the railway as we now know it to be, we get the following figures:
Moncton to south approach ,0 Quebec bridge, 460 miles at $25,000. $11,000,000 Quebec to Winnipeg, 1,344 miles at
$28,000	 37,632,000
Or a total estimated cost of .. . . $49,132,000
Mr. Fielding, after it had been decided to build a railway to an 04 per cent grade, increased this estimate by the addition of twenty-five per cent, making the total estimated cost of the railway, based on the unknown mileage, $61,415,000. I note from Mr. Schreiber's evidence that he does not concur in Mr. Fielding's method of arriving at the cost of a railway with 04 per cent grade. However, these were the figures put before this House, and it was on this estimate that the construction of the railway was authorized.	v
At the end of 1907 there were 881 miles under contract. The balance of the grading contracts were awarded during the year 1908. With regard to the awarding of these contracts, the wording of the advertisement for tenders indicated that the successful tenderer might be called upon to put up an unlimited amount of security as a guarantee for the completion of the work, or forfeit his contract and the cash deposit which accompanied his tender.
Contractors when tendering on work, and in submitting their prices are influenced by two considerations; one, their desire for high prices, and the other their desire to obtain the contract. The spirit of competition which the public advertising of such worjis naturally engenders was in this ease sadly lacking. The practice followed by the Department of Railways and Canals *with respect to the security to be required and the public announcing of these conditions was ignored. The results of these restrictions were most evident. I would like to draw your attention to one example, and will quote from the report on contract No. 11, originally awarded to the Grand Trunk Pacific Railway Company, who afterwards sub-let this work to Messrs. Macdonell "and O'Brien:
It will be noted from the summary of tenders that Messrs. Macdonell & O'Brien, who subsequently carried out this work, submitted originally a bid which monied out $260,832 higher than that of the Grand Trunk Pacific Railway Company, and in the carrying out of this work they were satisfied to accept prices five per cent lower than the successful tenderer, or in other words, the rates at which they were eventually paid for this work were about 18 per cent lower than the prices which they

submitted in open competition. This point strikes us as being a very positive proof of the fact that that the contractors tendering on this-work were not influenced in submitting their bids by any fear of keen competition. A contractor desirous of obtaining the work would not submit a bid from which 18 per cent might be deducted and still permit him to make the profits which the statements for the contract show to have existed if he had any reason to believe that the work would be the subject of keen competition from a number of contracting firms.
This restriction on competition is particularly noticeable on nine of the contracts, for which there were not more than two tenderers, and for one of which there was only one, and had the result of providing unduly large profits for the eleven contracting firms among which the 1,800 miles of railway construction were divided. The Grand Trunk Pacific Railway Company, as contractors, obtained their shaie of these profits on the five contracts which they were awarded, and their position as contractors does net accord with the duties assigned them by the agreement under which they were to supervise, in order to insure the economical construction of the railway.
Contract No. 21, which was awarded to J. D. McArthur, should not have been so awarded, but owing to the peculiar conditions in connection with comparing the values of the tenders on this work he obtained the contract. Contract No. 8 has also conditions concerning its awarding which merit close attention.
The awarding of contracts Nos. 16 and 17 at high prices, on account of the inaccessibility of the country in which this work was located and the subsequent assignment of these contracts at an enormous profit to the original contractors, is strongly criticised, no effort having been made by the commission to force the contractors to proceed with the work they had contracted for until, owing to the near approach of the constructed railway, the necessity for high prices was obviated. The commissioners blandly approved of the assignment of these two contracts eleven months after they had been awarded to Messrs. M. P. and J. T. Davis, who apparently were allowed to retain these two contracts until they could obtain' a satisfactory price for them. It will be seen by a perusal of Mr. M. J. O'Brien's evidence that the consideration of this transfer was 10 per cent, and he makes it quite plain that the original contractors, . the Davises, tried to drive a harder bargain and wanted 15 per cent. It was finally agreed that the sub-contractors should pay 3 per cent on the deposit cheque which

the Government held against the Davises. These people were getting this money at 6 per cent. The Government allows 3 per cent, and with M. J. O'Brien paying the other 3 per cent, the retention of the security deposit did not cost the original contractors anything.
The specifications were not followed in the classification of clay and earth and other material, with the result that under the heading of ' Loose rock ' the contractors received $750,000 more than they should have received. The enormous amount of overbreak in rock cuttings, the result of excessive blasting by the contractors, added greatly to the cost of the work, particularly on districts B and F.
Momentum grades were not introduced, and as a result $6,200,000 was needlessly expended. The evidence shows that they should have been adopted from the inception of the wprk.
The instructions to engineers limited the curvature to six degrees and also limited the minimum length of tangent to three hundred feet. These hard and fast rules applied in the location of a railway eighteen hundred miles in length had the effect of increasing to a very great extent the cost of construction. At least $2,400,000 was unnecessarily expended on account of .following these instructions.
The use of wooden trestles was. neglected, although the Grand Trunk Pacific had approved of their use, and the evidence of the engineers shows clearly their advantage over permanent structure in the construction of a railway and the saving which might have been effected by their adoption. The prices paid for train-hauled filling and the enormous quantity of it handled is alone indicative of what might have been saved in time and money by the use of wooden trestles.
In the matter of buildings the commission appear to have been most extravagant, both as regards number and design. The awarding of the contracts for engine houses with no mention made of the prices to be paid the contractors for their erection, was most regrettable, and resulted in enormous profits in these buildings. At the Cap Rouge viaduct the unnecessarily expensive design adopted for the piers increased the cost by $250,000.
Enormous isums were expended by the commission in preserving the Q 4 per cent grade line-at Chaudiere Cut, $351,000; at Chipman, $178,224; at the Little Salmon River viaduct, $1,750,000; at La Tuque, $1,062,000; and, -as the report and evidence
indicates, at each of the above-named points these sums might have been saved.
The payments by the commission in acquiring right-of-way in Quebec, as described in pages 118, etc., of the evidence, are, as stated in the report, justified neither in law nor in morals.
The construction of the Transcon-a .shops at a cost of $4,500,000, was undertaken without authority. The Act authorizing the construction of the railway makes no mention whatever of these shops.
The construction of the National Transcontinental railway from Levis to Moncton, which when completed will have cost in the neighbourhood of $35,000,000, was not justified and should not have been undertaken. It would appear from the evidence given by Mr. Woods, Assistant Chief Engineer of the Grand Trunk Pacific railway, that this 460 miles of railway was foisted on to that company, that the Grand Trunk Pacific Railway Company had to take it, and were aware from the first that it would not be a paying proposition.	[DOT]
I have touched on a few of the features contained in this report, but a continued perusal brings to light many more matters, in all of which is to be recognized an utter absence of thought or consideration, * by those responsible, for the object of the Tailway under construction, this object being to provide cheap transportation across the continent.
Just how these enormous unnecessary expenditures will become a burden to the people of Canada, and particularly to those who are interested in economical transportation of merchandise, is ably expressed by Mr. W. F. Tye, when he says:
The object for which the Transcontinental must have been built was to give a good rapid passenger and- freight service between the east and the west, and above all to secure the most economical means of moving traffic between the west and the east, and vice versa. Or, in other words, to build a road that would permit of freight being handled at the very lowest possible cost. The actual cost of handling traffic is the cost of the operation plus the fixed charges. A railway can handle traffic at the least cost when the sum ot operating expenses and the fixed charges is the least sum. Any increase in fixed chargss which does not reduce the operating expenses by the same or greater sum is an added burden for the road to carry and means an added amount to freight rates.
And in this way each and every one of these extravagances, which have already been paid for by the people of Canada, become fixed charges, and will be paid for again by the people of Canada many times

over in the shape of inflated freight rates necessary on account of the enormous cost of the railway.
It will thus be seen that the whole object of the construction of the railway has been defeated by the reckless extravagance and mismanagement of those responsible; and this responsibility rests heaviest on that Government which undertook to appoint a commission to manage the construction of this 1,800 miles of railway, no one member of which had had any experience of railway building or construction. Being a member of this House at the time, I believe that the Government of the day were going into this matter blindly. I believe that if the Grand Trunk Pacific had been permitted to carry out the charter as proposed by them, when they came to Parliament, viz.: to build a line from North Bay through to the Pacific coast, at least one hundred million dollars would have been saved to the people of Canada.
I am glad the investigating commisson was appointed. It has verified the contentions of those who opposed the plan as brought down by the late Government. I am glad the commission was appointed to show the people the gross extravagance that prevailed throughout this whole work. It is to be regretted that the project has turned out as it has, for the reason for the construction of the railroad, as stated by the then Prime Minister, was to be the reduction of freight rates, is totally defeated, and instead of being able to reduce the rates to the people, if this road is to earn any portion of the interest o,n the money invested, I fear reduction of freight rates will be extremely difficult.
I am sorry, as I said at the outset, that the health of the Minister of Railways and Canals (Mr. Cochrane) is such that he is not able to be here to-day. But I am satisfied that in the statements I have made he will bear me out, and I trust that on his return he will be able again to take charge of his department and carry out the good work he has started.
Hon. GEORGE P. GRAHAM (South Renfrew):	Mr. Speaker, I have listened
with a good deal of interest to the address of the acting Minister of Railways, and I am sure he will not accuse me of discourtesy if I decline to follow him in much of his speech. I regret, with him, the absence of the Minister of Railways (Hon. Mr. Cochrane) on account of ill-health. Had he been here, one thing is certain, a great many things that have been said by 
the acting minister would have remained unsaid. My hon. friend asked quite dramatically :	Whom did the late Government appoint on this commission? He replied to his question: Why, a grain dealer, another merchant and a lawyer; and he felt satisfied that that answered the query very satisfactorily, to himself at least. Nowr, , let me put another question: Who is over the present commission? A doctor from Prescott- and he admits that he is doing it well. The hon. minister tells us how well the member for Grenville, the acting Minister of Railways, is managing the Railway Department; how economically, if he is allowed to stay in the position, he is going to construct the Hudson Bay railway; how much wisdom as a specialist he has already brought to the department-and yet he never in his life turned a sod for a railway. That argument, Sir, is the argument of a demagogue, appealing to men perhaps outside of this House-because I cannot imagine a man in this House taking any stock in it-who may not give the matter the consideration that members of this House do. Who is at the head of the Government of Canada with all these experts under him? A lawyer, and not an engineer. Why, Sir, the assertion is too silly to be considered for a moment. Is there an engineer at the head of the Canadian Pacific railway to-day constructing so many thousands of miles? There is not.
Is there an engineer at the head of the Grand Trunk railway? There is not. Is there an engineer at the head of the Canadian Northern railway. There is not. And how. do they manage these great enterprises? They surround themselves with engineers of the best calibre they can get, and they take their advice from their engineers just as the Minister of Railways takes his advice from his engineers. What is needed at the head of a concern of that kind is a man of executive ability. He may come from the purchasing department of a railway, as one of the great presidents and managers has come, and make a wonderful success of it, if he knows how to handle men and has executive capacity.
I shall not delay with that any further.
I want to point out one thing to this House, an'd I want the Prime Minister to listen to this.
I charge that the acting Minister of Railways made a misstatement to the extent of $41,000,000, as to the amount of capital on w'hich the Grand Trunk Pacific would have to pay rental after the year 1923. That only shows the mad and reckless way in which

this Government is prepared to handle the figures in order, first, to injure the late Government, and, secondly, to discredit the Grand Trunk Pacific. I have made the statement-and I challenge any member, from the Prime Minister downwards, to dispute it-that the acting Minister of Railways has made a misstatement to this House to the extent of $41,000,000 as to the capital on which the Grand Trunk Pacific will have to pay rental.


Robert Laird Borden: It is perfectly and abundantly plain that the country will have to pay interest on that.


George Perry Graham: The Prime Minister
agrees that my charge is true. The acting Minister of Railways, in stating what the Grand Trunk Pacific have to pay annually, put the amount at $6,000,000, and he concluded that, having to pay this $6,000,000 on $223,000,000, they could not operate the railway at a profit, because of the increased carrying charges. The Grand Trunk Pacific does not have to pay interest after the seven-year term on $223,000,000, but, at the outside, on $181,000,000. Will any member on the Government side challenge those figures?


John Dowsley Reid: Does the hon. member
dispute the figures I gave as to the cost to the country in 1923?


George Perry Graham: I will deal with that
phase of the subject later. My hon. friend made the statement that the Grand Trunk Pacific would have to pay rental at 3 per cent on a capitalization of $223,000,000. I say that is not true, and every member of the Government knows it is not true. That is only a sample. I am surprised at my hon. friend saying he was glad this commission had been appointed. He has added $41,000,000 in one mouthful; the commission added $40,000,000; consequently the thing must be all wrong. There is just as much reason in the commission adding $40,000,000 as in my hon. friend adding $41,000,000, and not a bit more.
For fear that the Grand Trunk Pacific project would not be hit hard enough, my hon. friend dragged the Quebec bridge into the matter. He knows, as every other member of the Government knows, . that the Quebec bridge project was entered upon before the Transcontinental was talked of. It forms no part of the Transcontinental except that the trains of that road will probably run over the bridge; as probably will the trains of the Canadian Pacific railway, of the Intercolonial railway, of the Canadian
Northern railway, and of the Delaware an! Hudson. He might just as well have added the cost of the armouries that are being built throughout the country.


Robert Laird Borden: If that be correct, why
did Air. Fielding take part of the cost of the bridge into consideration in 1904?
Mr. GRAHAM. I will tell my hon. friend why. It was because the Grand Trunk Pacific will get rights to run over the Quebec bridge on certain terms, and will pay a certain rental, which will be the interest on part of the cost of the bridge.


Robert Laird Borden: If that be true, has not the Quebec bridge something more to do with the matter than armouries?


George Perry Graham: Not one iota more. This only shows the desire that seems to be in the minds of the Government to injure this great undertaking. I will deal with that later. How have they proceeded with this in view? In the first place, let me give a little outline of the project. As my hon. friend the acting Minister of Railways has saidi, the ieastern division is being built by the Government; and, lest my hon. friend, or some of his friends, should run-away with the idea that I had not authority for saying what I did concerning his misstatement of $41,000,000, I propose to read part of the Act:
The expression ' cost ot construction,' in the case of the eastern division, shall mean and include all the cost of material, supplies, wages, services and transportation required for, or entering into, the construction of the said eastern division, and all expenditure for right of way and other lands required for the purposes of the railway and for terminal facilities, accommodation works and damages and compensation for injuries to lands and for accidents and casualties; cost of engineering, maintenance, repairs and replacement of works and material during .construction, and superintendence, book-keeping, legal expenses, and, generally, costs and expenses occasioned by the construction of the said division, whether of the same kind as, or differing in kind from, the classes of expenditure specially mentioned, including interest upon the money expended; the interest upon such outlay in each year shall be capitalized at the end of such year, and interest charged thereon at three per cent per annum until the completion of the work and until the lessees enter into possession under the terms of the said lease.
Only to the beginning of the seven-year term, and not a day after; but my hon. friend counted the seven years, in defiance of the statutes. Let me read section 20 of chapter 71:
When completed the said eastern division shall be leased to, and operated by, the com-

pany for the period of fifty years, at a rental, payable as follows, namely:-For the first seven years of the said term the company shall *operate the same, subject only to payment of ' working expenditure ' as defined in paragraph fourteen of this agreement; for the next succeeding forty-three years the company shall pay annually to the Government, by way of rental, a sum equal to three per centum per annum upon the cost of construction of the said division, ascertained in the manner defined in paragraphs fifteen and sixteen of this agreement.
The balance of the section refers to the first three years. I think I have made it clear to my hon. friend that he has made a momentous blunder.


Mr. PELLETIER:: Oh!


George Perry Graham: My hon. friend the Postmaster General will not say that he has not.	>
.


Louis-Philippe Pelletier: Sure, 1 say he has not.


George Perry Graham: Here is the statute.


Louis-Philippe Pelletier: I would like to know how you are providing for the seven years during which we get no	at all.
Mr. GRAHAM . The Grand Trunk Pacific gets as a subsidy rental of this line for seven years. The Government of Canada will pay the interest, but it is not included in the amount on which the Grand Trunk Pacific will pay interest, and consequently has nothing whatever to do with the amount of overhead charges, as described by the acting Minister of Railways.


Louis-Philippe Pelletier: The country has to pay it, the money is lost to Canada.


George Perry Graham: It is a case of getting
away with the goods, but being caught. This road was to be operated by the Grand Trunk Pacific from Moncton to Winnipeg. The Grand Trunk Pacific has the line free for the first seven years, and after that pay three per cent on the cost of construction of the eastern divison,


John Dowsley Reid: If they earn it.


George Perry Graham: To the cost of construction is added the interest on the cost during the time of construction. My hon. friend has estimated that to complete the road will cost $161,000,000. Add to that interest for the time during construction, which will, he estimates, bring the amount to $181,000,000. That is the amount on which the Grand Trunk Pacific must pay

a rental at 3 per cent after the expiration of the seven years.


John Dowsley Reid: The hon. member is putting the matter in a worse position, as far as I can see.


George Perry Graham: So far as you are concerned-yes.


John Dowsley Reid: I would like to ask the hon. gentleman if it is not a fact that $42,000,000 will be paid by the people of Canada? I estimated that we would be getting interest on the cost of construction after the seven-year period, or after ten years, but now the hon. gentleman admits that I was wrong, and that instead of getting interest after seven years, the people will still pay interest.


George Perry Graham: My hon. friend now admits that he was wrong.


John Dowsley Reid: No, I do not.


George Perry Graham: Every man around the hon. gentleman knows that he was wrong.


An hon. MEMBER:: It was in your
favour.


George Perry Graham: I think it is in my favour. This road has been largely constructed, and it has cost a lot more money than was first estimated. But let me point out that in 1908 practically every pessimistic figure that has been given to the House to-day was given to the people on the platform. In 1908, as Minister of Railways and Canals, I told the people what approximately this road would cost, *and I did not adhere to the former estimate. It was discussed on every platform where I was, and the people of Canada, knowing what it would cost, said: Cbm-plete the road to the standard which we told you to complete it to in 1904. All of this reading by my hon. friend of the campaign literature of 1908 was cured in 1908 by the votes of the people of Canada then knowing what the road would cost.
Now I come to the question which I wish to discuss, that is, the so-called report of the commissioners appointed by the Government. That report is not a report in the proper sense of the term. It is a compilation of partisan views prepared by partisans for party purposes. It begins, as my hon. friend did with an attack on the late Liberal Government, and ends with a criticism of the Government, of Parliament, and of the people of Canada, and another attack on the Grand Trunk Pacific.

That is the genesis and the revelation of this report. From one end to the other, I say, knowing the responsibility of my words, there is not one line that breathes an independent consideration or a judicial finding. It is a compilation of views, as I have said, to ibring out and substantiate which every means known to a shrewd lawyer has been used. It is for the most part, regardless of the law, regardless of th^facts, regardless of railway practice, and in many cases absolutely regardless of common business acumen. These gentlemen had their minds absolutely made up before they took that position. The acting Minister of Railways and Canals has given the case away. He says: In 1904 we told you so, and Mr. Lynch-Staunton could say: In 1904 I tola you so. The minister says: In 1908 we told you so, and Mr. Lynch-Staunton, who was one of the ablest stumpers for hon. gentlemen opposite could say: In 1908 I told the people so. In 1908 he could have written, with a few minor changes, what he wrote an 1914. His mind was as fully made . up then as the mind of the acting Minister of Railways and *Canals is made up to-day. From a party point of view Mr. Lynch-Staunton's mind rvas absolutely made up before he was appointed a commissioner, and everybody knows that the evidence that he sought was for the purpose of substantiating the preconceived views he had on this matter.
The other commissioner was borrowed, as the acting Minister of Railways and Canals told us-only bo*rowed-a call loan-from one of the big railway companies of Canada. That company, very naturally, was not very enthusiastic over the construction of another line, and I say what I know that particularly did that company believe that this road should not be built to the high standard laid out for the Grand Trunk Pacific. I was in a position to know, and I do know. Coming from that centre, Mr. Gutelius was imbued with the idea that the entire project was wrong, and particularly was it wrong to build this road to the high standard at which it had been started, and from the moment that the Minister of Railways and Canals began to take his advice, the standard of the Transcontinental began to be lowered. I say advisedly that these two gentlemen, or any other gentlemen who held such strong views would not be allowed to sit as petit jurors, and much less as judges, on the most minor case in any of our courts. To these gentlemen, with their minds already made up, one against the policy, the other 125	REVISED
against the project, this Government committed the power to do this country and its great industries, to say nothing of a great national undertaking, lasting and permanent injury.
The two ideas running all through this report are, first, to injure the Liberal party, if possible, and second, to discredit the Grand Trunk Pacific Railway Company. Read it. These two things stand out; the former Mr. Lynch-Staunton always remembered, the latter Mr. Gutelius never forget. These gentlemen were appointed. Mr. Lynch-Staunton has a right to be as strong a party man as he likes, but this Government has no right, knowing his views on this question, to ask the country to believe that he was an independent investigator. I doubt if in Canada you could find a stronger partisan than Mr. Lynch-Staunton. So strong was his partisanship and so lightly did he feel the responsibility of his position as a commissioner that in the midst of his work he laid down his pen and went into South Bruce a few months ago to stump for the Conservative candidate. And, coming (back in the bitterness of defeat, he again took up his pen and gave us this so-called independent report. Sir, this Government does not believe that report.


Mr. W. H. BENNETT:: We will vote for it.	.


George Perry Graham: I would not like to
charge my hon. friend with voting against his belief. I say the Government does not believe in this report, and the Government dare not act on its findings. I go farther, and I tell the acting Minister of Railways that he is violating its findings every day. I go farther still, and I tell the House that the Minister of Railways himself violated its findings at the very time that Mr. Lynch-Staunton was writing the report, and under his very nose.
I said that this report was designed for two things-: in the first place, to injure the Liberal party, and, in the second place, to discredit the Grand Trunk Pacific. What does that mean? If I were only here to defend the Liberal party, I could answer that it needs no defence in this transaction, as I shall ishow. I would not take up the time of the House or spend my own time and energy if it were only to defend the Liberal party; but I want to call the attention of the Prime Minister, who after all is responsible for this, that he, in accepting this report and spreading a synopsis of it, as it is being spread by the hundreds of thousands of copies, throughout the counEDITION

try, is doing a lasting injury to, and perpetrating a libel upon, the people of Canada. It was bad enough to have the report attack tire Liberal party, for that might be called politics,. in the sense that some people refer to politics as a game; but when it goes to the length of attacking, witnout any reason whatever, a great national undertaking, a great transportation company that has to go to the financial markets of the world to get its money, then such conduct ceases to be an outrage and verges on the criminal. And at what time is this done? It is done when the Government of Canada is getting ready to ask this Parliament to aid one transcontinental railroad with millions of dollars, while at tne same time it is sending out a report calculated to keep another transcontinental Tailway from financing its great project in the money markets of the world. When even the Minister of Finance of Canada finds it not any too easy to get money in the old land, when many of our industries aTe almost trembling on the brink 'and finding it difficult to carry themselves over what is called the squeezetime; when railway earnings are dropping off; when the banks are saying: 'Hold on; ' when tne times are hard and all our great industries are having their difficulties, this report is .sent throughout the- world, when it must have the effect of injuring those who are having a hard enough time to struggle along with their enterprise. I will go so far as to say that had this report been true it was an outrage to circulate it in the present financial condition of the world.


Some hon. MEMBERS:: Oh, oh.


George Perry Graham: Hon. gentlemen opposite seem to feel good over the fact that I used the expression 'had the report been true'; but the fact is. Sir, that it is not true, and so the act is all the more discreditable.
What is the first thing that happened when this commission got started? Just a few months had elapsed when
5 p.m. despatches were sent throughout the country telling of what wonderful disclosures this commission was making. These items of news were given to the press, sent to the financiers of the old land, sent to the United States, saying that the Canadian people had expended large amounts of money in extravagantly building a transcontinental railroad. What thinks the Government of a commission that starts its work that way? A few months later, despatches a little stronger than
fMr. Graham.]
before were again given out to the press, and again placed in the hands of the financiers of the old land, to whom the Grand Trunk Pacific at that time was appealing for money. Even that was not strong enough, and a little later these despatches were sent out again. There are only two bodies who knew what was in that report, or what was being put into it: One body was the commissioners, and the other was tlfis Government, and they can take the credit or the blame, whichever they wish. This is what happened: Mr. Lynch-Staunton-	*


Robert Laird Borden: Does my hon. friend say that the Government knew the contents of the report before it was presented and signed?


George Perry Graham: That is not what I have said.


Robert Laird Borden: Not what you said?


George Perry Graham: No. I said there were
only two bodies that could possibly know, but I am not charging, the Government with knowing. I can understand a member of the Government having a chat with these men, and maybe finding out about it, but I am not charging the Government with that. I am pointing out that this report was partisan from start to finish, and I am showing how the commissioners went about their work. I will not bring the Government into it, if it does not bring itself in. But, if it be wrong for the Government to do anything of that kind, * it was tenfold more wrong for the commissioners, who were hired by the Government. I say, Sir,
that	these	commissioners	*could	havehad	that	report ready	months	before	they	presented it,	had	theyso	desired.	But that	would	not
have answered the purpose of having the scare-headline articles sent out to the press, from one end of Canada to the other, and sent to Europe as well.
When that report was brought in, what happened? There was handed out, typewritten, what purported to be a synopsis of this report, and it was given to the press. They would not let the members of the press gallery use their own judgment as to what the report contained; but a: typewritten copy, with the headings all in order, was given to the press, and I got a copy also. I make this charge now, on my responsibility as a member of the House, that in two cases at least there were wilful falsehoods in that document sent out to-

the press, intended to inflame the public mind and to prejudice it, in advance of what might be in the report itself, before the members of Parliament had time to read the report, and before its real significance could be presented to the public. I think I have made out a fairly strong case as to the manner in which the work of the commission was begun.


Some hon. MEMBERS:: Oh.


George Perry Graham: If hon. gentlemen opposite think it is worthy of laughter-and approving laughter at that-that two falsehoods were sent out to the press, then I wish them joy of their idea of high standards. My hon. friend opposite asks for proof, and if he will do me the honour of listening to me until I finish, although it may be hard for him to do so, I will give him proof of what I have said.
I said a few moments ago that this Government did not believe this report, and I will endeavour to substantiate that as I go along. I say, further, that these commissioners, when evidence was at their hand which did not agree with their preconceived ideas, declined to take that evidence. I say that with reports of their experts, or experts of the Transcontinental Commission, in their possession which did not agree with what they had in their minds, they ignored the reports of their own officers; and I will endeavour to substantiate that also before I get through.
Now, there is another sidelight which I wish, to throw on to their proceedings. But in passing let me say that Mr. Young, who was one of the first commissioners, appointed long before Mr. Parent, was not honoured by having his evidence taken, though he was in the office of the investigators and talked with them on several occasions. They never put him in the box, nor took his evidence, and I will show why. I was saying I would throw another little sidelight on the fairness of these commissioners. When Mr. Parent was asked to give his evidence, he notified them that, as he wished to be absolutely accurate, he intended to give his evidence in the French language, the one he understood thoroughly. He came to Ottawa and made the same request. But the- commissioners said it would be inconvenient, but that if he would agree to give his evidence in English they would assure him that that evidence would be submitted to him for correction before it was used in this report. I propose to read the correspondence on that subject: 1251
Corry Building,
Ottawa, April 10, 1913.
Hon. S. N. Parent,
485 King Edward Ave.,
Ottawa, Ont.
Dear sir:
The Commission think it desirable to take your evidence before completing the investigation of the National Transcontinental railway and would be obliged if you would indicate a day during next week which would be convenient for you to attend here for that purpose.
If you will be kind enough, if you are not in Ottawa, to send us a telegram fixing a day, I will be obliged to you.
Tours faithfully,
Geo. Lynch-Staunton.
Here is a copy of the reply:
Montreal, 14th April, 1913. Geo. Lynch-Staunton, Esq., [DOT]
Chairman Transcontinental Railway Investigating Commission,
Corry Building,
Ottawa, Ont.
* Dear sir:
In reply to your letter of the 10th instant, requesting my attendance before your commission, I would suggest Friday of this week, 18th instant, as a suitable date. I shall be on hand at your office at 10 o'clock in the morning.
I think it is well to let you know before the hearing that I intend to give my evidence in the French language, as it is the one I am more familiar with and in which I can better express myself.
Tours truly,
S. N. Parent.
Mr. Parent came and gave his evidence, and gave it in English, on the distinct understanding between them that before that evidence was put into the report it should be sent to him for revision. Finding that he was not getting it very promptly, he wrote:
Montreal, 28th April, 1913. Geo. Lynch-Staunton, Esq.,
Chairman Transcontinental Railway Investigating Commission,
Ottawa, Ont.
Dear sir:
It was agreed verbally between us that I was to be given an opportunity to go over my evidence before you will consider it closed and officially filed, in view of the fact that I gave it in English so as to expedite matters. Will you please arrange to have this done and to be present at the office when I shall call for that purpose.
Tours very truly,
S. N. Parent.
This is a copy of the reply:
Ottawa, April 29, 1913.
The Hon. S. N. Parent,
The Quebec Streams Commission,
Yorkshire Building,
Montreal, P.Q Dear sir:
Your letter of April 28.
I do not think Mr. Staunton will be able to come to Ottawa this week. As soon as he returns I will advise you so that you may go over the evidence with him. The evidence will

not be officially filed until you have had an opportunity to do this.
Yours truly,
W. R. Devenish,
Secretary.
And Mr. Parent, from that day to the day the report came out, never heard anything more about his evidence. There is no mistake about that; that was done deliberately; it could not have been done in any other way. Now, I put the case to hon. members of this House:	Here was a man, Mr. Parent, who had occupied the position of Prime Minister of one of our greatest provinces, a man whose character stands high throughout this country, a man of great ability, a man equal to any hon. member in this House-what do you think of that kind of treatment of such a man by men who, for the time being, were the hired servants of the people of the Dominion of Canada? Would any hon. member have resented it in his own case? Much more harshly, I think, than Mr. Parent has done. But that is only a sample, of which I have the absolute record here, of the way this investigation was conducted from start to finish behind closed doors.
Now, Sir, this report was handed out to the newspapers, as 1 said a few moments ago, and I think it deceived even some members of this House. For some of them went into their constituencies and talked about ' thieving,' and ' graft,' and ' prince of thieves,' and all that kind of thing, for which there is not one line of justification in the report itself. And the newspapers, taking their cue from this kind of material sent to them, published many rash statements, which I will not read to the House, the only effect of which could be ultimately to injure the Grand Trunk Pacific railway and discredit the Liberal party.
Now, I wish to read another thing, and then ask my hon. friend if he thinks this commission even carried out the orders he gave them. I will read the report on which the Order in Council is based:
On a memorandum dated the 25th of January, 1912, from the Minister of Railways and Canals, representing that it is desirable that investigation be made in respect of the Transcontinental railway between Moncton and Winnipeg, now under construction under commissioners in accordance with the National Transcontinental Railway Act, 1903, chapter 71, and that such investigation should be of complete and comprehensive character, covering all matters bearing on the actual construction of the railway, the expenditure thereon, whether direct or indirect, the system adopted for such construction, and the management of the undertaking generally.
This, you will see, was on the 25th of

January, 1912. And these men chopped off their investigation at the time the old Government resigned, and they have not given a word about what has been done under this Government, though they did not hand in their report until 1914. This Government has had charge of the Transcontinental railway for two years; yet this commission, appointed by Order in Council to ' fully investigate ' everything in connection with that road, has not investigated one thing that the present Government has done. Do the Government take the ground that the commission weTe appointed to investigate only what the Liberals did? They must think so if they think this commission carried out its instructions, or else they must say that everything has been so perfect since they came into office that there' is nothing to investigate.


Some hon. MEMBERS:: Hear, hear.


George Perry Graham: At least, the commission might have said that. But perhaps they would not say that-at sixty-five dollars a day. I submit in all seriousness that this commission has violated its instructions from the Government of Canada, and has not brought in a report covering all matters bearing on the actual construction of the Grand Trunk Pacific up to the day when they handed in their report, as they should have done. They have absolutely ignored their public instructions, and have brought in *a report concerning only what was done under the previous Government. Does that look like a partisan commission, or not?


Mr. MEIGHEN:: Did the hon. gentleman say that the Order in Council authorized the commission to investigate what was done on the Transcontinental after the date of the Order in Council?


George Perry Graham: I will bring it down
finer for my hon. friend. As I understand it, the Order in Council authorized this commission to report on everything done on the Transcontinental until such time as they completed their report.


Arthur Meighen: It does not say that.


George Perry Graham: Nothing but the finest
hair-splitting can make anything else out of it.


Arthur Meighen: Will the hon. gentleman be good enough to read the report again, and see if it says that?


George Perry Graham: My hon. friend is again hair-splitting. I am going to read again from this report, which was dated January

25, 1912, three months after the late Government had gone out of office. I perceive now the thought that is in my hon. friend's mind: he is going to make a silk thread out of the evidence, and, if he can, entwine his friends in it. The report says:
Covering all matters bearing in the actual construction of the railway, the expenditures thereon

And so forth.


Some hon. MEMBERS:: Oh, oh.


George Perry Graham: I am glad to see my hon. friend applauding himself so heartily. It goes on:
The expenditures thereon, whether direct or indirect, the system adopted for such construction, and the management of the undertaking generally.
Was the railway being constructed when this report was handed in? If so, then these words apply to that construction. Does the Order in Council authorize an investigation up to October, 1911, or up to November, 1911? It states specifically ' all matter bearing on the actual construction,' and my hon. friend need not take refuge behind the thought which he has in mind simply because this commission did not carry out the instructions of the Government given to it before he became a member of this Government.


Arthur Meighen: If the hon. gentleman is right, does he not see that the commission would not be justified in reporting until the whole road is completed?


George Perry Graham: Lf my hon. friend is right, this Government did not do its duty in asking for a report up to date and in keeping the report back for such a long time.
I now wish to take up the entrance of the railway into Winnipeg. My hon. friend the acting Minister of Railways will) note that I am dealing with a great many of the matters which he brought up, but not in their order. The entrance of the road into Winnipeg is one of the things discussed and criticised by these commissioners, and they charge that in this connection over $3,000,000 were wasted. The investigating commission had in their office Mr. Young, who carried on the negotiations for the securing of the land along the entrance into Winnipeg, and they dared not put him on the witness stand and take his evidence under oath. Why? Because they knew that if Mr. Young gave evidence under oath and that evidence was put on record, it would not harmonize with what
they wanted to be their finding in connection with the expenditure entailed in getting into the city of Winnipeg. The commission, Mr. Staunton particularly, in order to produce evidence of extravagance, had it in mind to report that no plan for expropriation of land along this entrance had been filed. Mr. Young said: I know that those plans were registered; I know you have the acknowledgment of that registration in your office. Mr. Staunton said he had looked everywhere, and could not find it. Mr. Young gave him two dates between which he would find evidence of that registration, and, a clerk having been sent to look it up, there it was-the acknowledgment of the registration in the city of Winnipeg. I have this from Mr. Young himself, whom the commissioners dared not put on the witness stand. If it had not been for Mr. Young it would have been charged in tins report that the plans had never been registered. This land, after the plans were filed, became the property of the Crown, and no immediate increase in value could take place. The commission charges that there was great delay in filing the plans, which were registered, I think, in the fall. Let us examine into the facts of the matter- they may be interesting.
Two ways were suggested of getting into Winnipeg. The first was by following the line of the Canadian Northern along a somewhat tortuous course, crossing one of the main streets of the city of St. Boniface, and thus getting into Winnipeg. When Mr. Gordon Grant became chief engineer of the Transcontinental, he looked into that matter, and at once reported to the commission against going into Winnipeg by following the line of the Canadian Northern railway, and recommended that a straight line should be constructed through St. Boniface, across the river and into Winnipeg station. Mr. Young disagreed, preferring the other route, as he had a perfect right to do. The commissioners came to my office, accompanied by representatives of the Canadian Northern railway, of the Canadian Pacific railway, oi the Grand Trunk Pacific railway, and their own engineer. It was the duty of the head of the Railway Department at that time to locate that entrance. I undertook the task. I heard everything everybody had to say. The Canadian Pacific railway ably put forth its claim, which was that the straight entrance would interfere with their shunting cars in or near St. Boniface.

-Mr. Beatty argued this strongly and ably, 'and Mr. Creelman name to see me once or twice. The Canadian Northern Railway Company argued that it would injure their yard property at St. Bonifaoe if the straight railway entrance was made. 1 listened to them; I got all the information I could get; the arguments were put before me in writing. I went over the situation thoroughly, and I said: The Transcontinental railway will not play second fiddle to any other road going into the gateway of the western country. Let not this commission or this Government blame the Transcontinental Commission; I am here not to defend, but to boast of the entrance into Winnipeg of the Transcontinental railway. When that was done, what occurred? As strong pressure, legitimate pressure, as could be brought to bear on any man, was brought to bear on me to reverse that decision, and members of the Government, particularly my hon. friend, if he stays for any time in the Railway Department, will understand what that means. I did not change my views, but I did this: I went to the city of Winnipeg to be sure that I had not made a mistake; I went out over the proposed line along the Canadian Northern line on foot. I walked the proposed route, afterwards taken for the straight entrance into the city of Winnipeg, and I came back to the city of Ottawa and told the Prime Minister of the day that I was unalterable in my view that that was the proper entrance for the Transcontinental, and I would not change my decision. I want to repeat that I am as proud of that as of anything I ever did in my public life. When pressure was brought to bear on me to induce me to change my decision, I went further; and I am not telling tales out of school when I say that I went to the extent of telling my leader that he could have my resignation as Minister of Railways if a change were made in that entrance into the city of Winnipeg. But every member of the Government stood by that decision, and there is not a man but knows it is the right decision. I have submitted it to leading engineers. I have asked them what they thought, and, in engineering language, they have said:	You have
secured into the city of Winnipeg what is known among engineers as a perfect entrance. And I say again, I am proud of having secured that entrance into the city of Winnipeg. Why should the Transcon-
tinental railway, built by the people of Canada, have played second fiddle to some other railway in its entrance into Winnipeg?-Winnipeg, with its great future development, Winnipeg, the gateway to the West, with all its teeming bushels of grain, with all its traffic to the East; why should the road with the best grades, with the best curves, the road of the highest standard, owned by the people of Canada, go in to that city by a side door, because some opposing line wanted it to do so? I say this advisedly, that everything said iby Mr. Staunton in this report on this subject was said to me before I made the decision, and he is doing nothing more than re-echoing the brief of one of the opposing railway companies.


Arthur Meighen: Which one?


George Perry Graham: My hon. friend will have to hunt that out. I said one; there are only two; you can take your choice. Another statement of this Commission is that by going in that way and not going in on the level-I think I am not mistaking their idea-a great amount of money was wasted on the embankment in raising the road to a high level. Why do they say that? Because the Railway Commission said: You must build it, you must elevate the track, and not go over the streets on the level. Consequently a lot of money was wasted in elevating the tracks. Imagine in this twentieth century, when the Railway Commission is making the companies elevate their tracks all over the country, when this _ Parliament voted a certain amount of money to assist them in getting rid of level crossings, saying that the Government and the Commissioners should be condemned because they refused to make a railway highway of the streets of the city of St. Boniface! Sir, I want to make it as strong as I can, and if I could think of any stronger language I would use it, that, if I did any good thing in my department, one of the best things one of the things which I look back to with pride, is that I refused to be bulldozed by other interests and stood by the interests of the people and of the people's railway in this matter of its entrance into the great city of Winnipeg.
This commission said that the agreement which was subsequently made for running rights from Dundee junction could have been made before. It could, but at too great an expense: the sacrifice of the Transcontinental railway. What was that

arrangement made at Dundee? My hon. friend will remember that it was an arrangement by which the Canadian Northern let the Grand Trunk Pacific bring its grain and run its trains down there to get to the head of lake Superior pending the completion of their road. While that was all right as a temporary arrangement, it was wholly unfitted for a through	line	such as
the Transcontinental, and if I had had to deal with this matter again, and again, and again, I would take the very same position and I am prepared to defend it anywhere in the Dominion of Canada.
I am not surprised at the acting Minister of Railways-being, like myself, a kind of a farmer lawyer-getting mixed up in statutes; but these commissioners, one of whom is a great lawyer, got tangled up in the statutes themselves, that is, if they did not do it wilfully. The commissioners charge that the Transcontinental Commission, contrary to the statute, built a doubletrack line in one or two or three places; and, in the canned material sent out by somebody to the press, the statute is referred to, chapter 71, Edward VII, ancl the report says that, contrary to the statute, this double track was constructed. Will the Solicitor General find me where it says single-track in that agreement?


Arthur Meighen: Does the hon. member charge that I sent out that report?


George Perry Graham: Not at all; but I want
my hon. friend to know that his commission misrepresented the law. My hon. friend is too honourable to stand by that. He knows what the statute is, and he knows that there is not a line in it saying that it was illegal to build the two tracks that were built. The statute everywhere refers to a line of railway. So far as legal standing is concerned, it might be one, two, three, four, five or six tracks; it would depend altogether on the agreement. But when these gentlemen ask us to take their report as a complete report and deliberately misrepresent the statute, I say that we are not going beyond our rights when we demand that the Government disown such a report as not being truthful, to put it very mildly.
I observe, Sir, that there is not a dissenting voice to my statement that when these commissioners, in this report, said it was contrary to tne statute to build a double track for three, four, five or six miles, they were deliberately
stating what was not in the statute at all. But I go further. Suppose it were in the statute, then this commission would be just as far wrong, though not as deliberately wrong, and we would not have had the record to prove the misleading character of what they have put in their report. Everything necessary to the operation of a railway line is provided for under that statute, and if it is necessary to have a double track from their yards at any point to a station at any other convenient point, that comes under the statute, even if it had said a single-track railway. Here are the shops at Transcona, where the cars and engines are to- be repaired. A train coming from the East to Winnipeg may have some crippled cars or a crippled engine. They may work their way into the station, but afterwards have to go back to the yard for repairs. Now, what sane man will argue, unless for party purposes, that it is not necessary to have a double track so that these cars can go to and fro between the station and the yard, when obviously, if there were only a single track the whole traffic would be stopped by these cripples moving to and fro. In regard to these double tracks, the commissioners' report is unfounded in law, unfounded in fact, unfounded in railway practice, and unfounded in common business sense. I trust I have found one thing that fulfils all the requirements that I outlined a few moments ago.
We come now to the question of the Transcona shops, and this is where the Solicitor General was trying to guard his friends. This Government does not believe the retport in regard to the Transcona shops. The acting Minister of Railways does not believe it; the Prime Minister does not believe it; the Minister of Justice does not believe it; the Postmaster General does not believe it. I need not go any further. I suppose their colleagues agree with them or they would resign. Not one of these gentlemen will get up and say he concurs in the report in regard to the Transcona shops. If that be the case, what becomes of the report? When the parents spurn their offspring, how can they hope the public to adopt it? They dare not say they concur in this finding about the Transcona shops, because they are violating it every day; and when Mr." Staunton was writing his report, against the views of everybody else, condemning the building of the shops in Winnipeg, this Government was signing a contract to build shops in Quebec. And those

shops, by the irony of fate, are to be called the Leonard shops. If the Government believed the report penned by Gutelius and Staunton about the Transcona shops, they would have to stop the construction of the Quebec shops immediately, because Mr. Staunton says they have no right in law to build them. This Government knows that the report about the Transcona shops is simply buncombe; and I am not surprised, because otherwise it would interfere with what they are doing at the [present time in regard to the Quebec shops. The Minister of Justice dare not concur in this report about the Transcona shops, for reasons which will be made evident in a few moments.
Tn November, 1911, Mr. Leonard himself, the chairman of the Transcontinental Commission, took exception to the building of the shops at Winnipeg. I want to read what he says, as it shows that he took exception to other shops as well. I want to make it absolutely clear that this commission wilfully evaded giving an opinion on shops Other than the Transcona . shops. Messrs. Staunton and Gutelius threw out everything but the Transcona shoips, for the obvious reason that they did not want to tread on the corns of their friends in the Government. Mr. Leonard writes to the Minister of Railways and Canals on the 1st December, 1911, as follows:
The cost of construction and equipment of repair shops for locomotives and rolling stock generally for the National Transcontinental railway is estimated to amount to $6,598,065 exclusive of the cost of land; none of which was included in the first estimates of the cost of construction
You will notice that he takes all the shops along the line. To make sure that there would be no mistake about his remarks applying to other shops as well- [DOT] and I wish particularly to call the attention of the Solicitor General to this-he made his position clear:
The shops and machinery at Quebec are estimated to cost $2,290,000. Nothing has been done to this date beyond preparing plans and site.
The machinery at various division points for local repairs is estimated at $498,500, making a total expenditure on the whole line for shops and equipment of $6,598,065.37.


Arthur Meighen: What page of the report is that?


George Perry Graham: I am reading from the return. Perhaps these letters are not in the report. I can quite understand why they should not be. Mr. Leonard goes on:

I cannot find any definite authority for the above expenditure, and certainly the Act does not contemplate the expenditure of a large portion of this money, at Winnipeg, to accommodate lines west of that point.
Before proceeding with any further expenditure on these items I require to have definite instructions-
That includes Quebec.

from the Government as to their intention in framing the contract, and as to what items of machinery, if any, shall be supplied by the commission for the lines east of Winnipeg and for the lines west of that point
The importance of this decision is emphasized by Mr. E. J. Chamberlin's statement in a conversation with me in Winnipeg on 22nd November, as follows: 'It may as well be clearly understood now that the agreement with the Government was that this road (the eastern division) would be built to our satisfaction, and before we take it over, if ever we do, it will be completed pretty nearly as we want it.'
That was a notice to the Government.
It will be completed pretty nearly as we want it
This is the correspondence on which was based Mr. Staunton's discussion of the Transcona shops. Mr. Leonard makes it .absolutely clear that what he wants to find out, is whether the commission has the right to build shops at Winnipeg, Quebec, or anywhere else; but this commission in its report wilfully confines itself to the shops at Transcona and never even hints about the shops at Quebec. If politics did not enter into this, there is not a man on the other side of the House who would not say that this is too partisan to be countenanced for one minute. It is so evident I need not go any farther. I think the evidence I have submitted to the House and to the country and to the financiers of the world-who I am anxious shall understand the situation-is positive proof of the absolute partisanship and biased ideas of this commission. When this matter came up, the first thing Mr. Leonard naturally did was to apply to the head of his law department to ascertain if there was anything in his contention. I am not condemning him for seeking this information.
I do not blame Mr. Leonard for seeking this information. I do not want to be misunderstood ; Mr. Leonard was doing his duty in getting this information and finding out exactly where he stood because the letters themselves will show that great pressure was going to be brought to bear by somebody to get a decision in favour of Mr. Lynch-Staunton's idea that these things should not be done by the Government or by the commission. Mr. Leonard rightly asks

the advice of the head of his law department, Mr. Atkinson._ Air. Atkinson's advice covers several pages' and I trust the House will not think I am omitting anything of moment in reference to his argument if I read his conclusions. The preceding pages set forth the argument upon which he reaches this conclusion:
Taking all these several provisions ot the agreement, the Act and the Railway Act together, the Government undertakes to construct a complete railway with all the necessary equipment (except rolling stock) sufficient for its successful and efficient operation by the company under the lease.
This cannot he done without equipping the road with such necessary shops and machinery in order to properly take care of and repair the rolling stock.
In the case of a great work like this railway, under construction by the Government, the terms of the agreement and the statute, I think should be interpreted in a broad spirit, and bearing in mind the objects sought to be accomplished.
It, therefore, is my opinion that the commissioners have the necessary statutory authority to provide and equip the shops on the line with such machinery and apparatus as are reasonably necessary for the upkeep of the said division.
There was another letter by Mr. Leonard in connection with that question, and on January 29 the Deputy Minister of Justice gave an opinion. I am not finding fault with that at all because Major Leonard wanted to get the best authority available, but it must be noticed that between these dates, November, December and January, Mr. Lynch-Staunton became a member of the commission. This appeal was made to the Minister of Justice and the Deputy Minister of Justice, as is the custom, took up the case. Mr. Newcombe's written opinion is rather long, but I think it might be well, if the House will permit me, to read two paragraphs which bear directly on this question. The argument of Mr. Neweombe as to the construction of the statute is lengthy, but his conclusion on this subject is to be found on page 56 of this return. In one paragraph he says:
If the construction shops is not construction of the railway within the meaning of clause 5 of the agreement, neither is it within clause 6. But if this is not construction it cannot be either maintenance or operation and it does not fall within any of the expenses detailed as working expenditure, yet as I have said before, I apprehend it is not possible for even one division and still less the whole railway to be complete without repair shops.
Then, Mr. Neweombe continues:
Mr. Leonard, in concluding his letter, says: ' I require to have definite instructions from
the Government as to what items of machinery, if any, shall be supplied by the commission for the lines east of Winnipeg and for the lines west of that point.' It follows from what I have before said that so far as the lines east of Winnipeg are concerned I think such machinery must be supplied as is necessary to make the railway ready for operation. I am disposed to think, moreover, that the construction and completion of the eastern division for whiph the Government is responsible would not involve expenditures for machinery, works or services not included in [DOT] coat of construction ' as defined by clause 15 of the agreement.
There can, I think, be no doubt that no machinery should be supplied for the lines west of Winnipeg.
I have dealt with this matter at length not only because of its importance and the large sums of money involved, but also because Mr. Leonard has set forth his views very fully and seems to have arrived at conclusions with which I am not able to entirely agree.
'We have Mr. Atkinson and Mr. New-*combe agreeing that the shops at Trans-cona and their equipment were a part of the construction and should be built by the commission for the Dominion of Canada.
At six o'clock, the House took recess.
The House resumed at eight o'clock. PRIVATE BILLS.



BARCELONA LIGHT AND POWER COMPANY.

[Stage Direction]
The House in Committee on Bill No. 10, respecting the Barcelona, Traction, Light and Power Company, Limited.-Mr. Mac-sdonell. Mr. Blondin in the Chair.
Mr. OLIVER:: What is this Bill?


Mr. MACDONELL:: At the last sitting
the hon. member for South Simcoe (Mr. Boys) moved an amendment, but, notice not having been given, the Bill stood over.


Mr. BOYS:: I propose that section 5 be amended by adding:
and such redemption shall be pursuant to a by-law for that purpose passed by the directors of the company, and


Frank Oliver: What is the purpose of the amendment?


Air. MURPHY:: Was this amendment
considered by the committee?


William Alves Boys: I think it was. Upon considering the matter, it was found that these words were left out through a misapprehension. Clause 2 deals with the preference shares which have been heretofore issued and their redemption by unanimous consent; clause 3 deals with preference shares heretofore created and provides for redemp-

tion, when the consent of each of the holders is secured; clause 4 provides for the creation of preference shares hereafter, and also their redemption, but there was no provision for the passing of a by-law by the directors, which brought into effect the provisions of sections 2, 3 and 4, and this merely authorizes the directors, having got the right by the previous sections, to pass a by-law whenever they are ready to do so, providing for the actual redemption of the shares in accordance with the previous sections. That has to be filed in the department for reference in future, and they also have to file a statement at the end of each twelve months, after the passing of such by-law.


Frank Oliver: Does this railway come
under the jurisdiction of the Railway Board?


William Alves Boys: I would not be able to answer that offhand.


Angus Claude Macdonell: This Bill does not
authorize the construction of railways in Canada, and I presume it was therefore sent to the Private Bills Committee and not to the Railway Committee.


Frank Oliver: Where does it empower
the company to operate?


John Dowsley Reid: It is one of those Brazilian charters. They have to have the consent of the country in which they live before they can operate.


Frank Oliver: Where will the railway
be operated?


Angus Claude Macdonell: In Brazil.


Mr. BELAND:: Why should a Canadian charter be required?
Section as amended agreed to.
Bill reported.



BRAZILIAN LIGHT AND POWER COMPANY.

[Stage Direction]
The House in Committee on Bill No. 22, respecting the Brazilian Traction, Light and Power Company, Limited.-Mr. A. K. Maclean. Mr. Blondin in the Chair.
William Alves Boys: I move that section 5 be
amended by adding the following words:
And such redemption shall he pursuant to a by-law for that purpose, passed by the directors of the company.
Section as amended agreed to.
Bill reported.



BRITISH AMERICAN NICKEL CORPORATION.

[Stage Direction]
The House in Committee on Bill No. 23, respecting British America Nickel Corporation, Ltd.-Mr. Northrup. Mr.Blondin in the Chair.
On section 1:
Charles Murphy: Gould the gentlemen in whose names these Bills stand say if the parties interested in these several Bills are the same-this Bill and the two which have just been considered by the committee?


Angus Claude Macdonell: The Bill standing in my name was passed some time ago. I know nothing about the parties connected with either.


Charles Murphy: Does the hon. gentleman know if the same parties are interested in this as in the others?


Angus Claude Macdonell: No, I know nothing about them.


Frank Oliver: Is this company to operate in .Canada or outside?


John Dowsley Reid: Outside.
On section 9:


William Alves Boys: I move that this section be amended by adding at the beginning the words:
And such redemption shall be pursuant to a by-law for that purpose passed by the directors of the company, and-


[Stage Direction]
Amendment agreed to.
Bill as amended reported.

[Stage Direction]
Bill No. 118, for the relief of Ella Rose Morris.-Mr. Douglas.
Bill No. 119, for the relief of Alicia Hill. -Mr. Douglas.

[Stage Direction]
The House resumed consideration of the motion of Mr. White for Committee of Supply.
George Perry Graham: Mr. Speaker, when the House Tose at six o'clock, I was dealing with the question of the Transcona shops.
I wish, before referring further to that point, to add a little to what I had said about the entrance into Winnipeg, as one or two interruptions diverted me slightly from my line of argument. *

I had referred to the fact that in the autumn, September or October, the plans had been registered in Winnipeg for the land which was to be taken for the right of way. The commission say that in that regard a great delay had been incurred by the Transcontinental Commissioners. I neglected to point out that I returned from Winnipeg in September, I think it was, and finally adhered to the decision that had been made as to the route. Only a short time after that the plans were filed, so that the contention that there was any delay in the filing of those plans is altogether erroneous.
Referring to the shops at Transcona, I had pointed out that Mr. Leonard, then chief Transcontinental Commissioner, had taken exception to the building not only of the shops at Transcona but of the shops at Quebec and others along the line. The matter had been referred first to the head of the law department of the Transcontinental Railway Commission, Mr. Atkinson. I read his opinion, as given to Major Leonard, that under the statute it was the duty of the commissioners to build those shops and equip them. I had pointed out that this matter had also been referred to the Justice Department, and that the Deputy Minister of Justice had confirmed the opinion of Mr. Atkinson, and had stated his view that under the statute the commission was perfectly right in building and equipping these shops. I want to proceed now with the question of the Transcona shops.	_
Mr. Lyneh-Staunton had at this date taken charge as investigator. He placed on record very strong views against the contention of the Deputy Minister of Justice and against the contention of Mr. Atkinson, head of the law department. He stated at some length in the correspondence, which I will not read, that in his opinion the Transcontinental Commission was not empowered under the statute to build any of those shops, and he held that view very tenaciously. The Justice Department and Mr. Atkinson, however, being against him, the commission decided, undoubtedly on his advice, that the law as interpreted by the Justice Department and by Mr. Atkinson being against Mr. Staunton's contention, an application for arbitration would be made with a view to directing an inquiry both as to the law and as to the railway practice. The commission did not appoint an arbitrator in this case. The Minister of Railways himself took a hand in the matter at this point; he selected as
arbitrator, with tire consent of Mr. Chamberlin, of the Grand Trunk Pacific Railway Company, Sir William Whyte of Winnipeg. I will read the telegram sent jointly by the Minister of Railways and Mr. E. J. Chamberlin to Sir William Whyte. It is as follows:
Ottawa, Dec. 4, 1912.
Sir William Whyte,
Winnipeg.
Will you act as sole arbitrator between the Government and the Grand Trunk Pacific railway to fix the rental to be paid lor use of that portion of the Transcontinental railway line between Winnipeg and lake Superior junction pending completion of the entire line through to Moncton. If so, necessary information will be sent you directly and arrangements made with the Grand Trunk Pacific officials at Winnipeg to furnish train so that you can go over the line and make the neecssary examination; also any other information.
In passing, I may say that there is not a man in this House who would not prefer the opinion of Sir William Whyte to that of the majority of railway men in Canada so far as this question is concerned. A man of large experience, of unimpeachable integrity, of great ability and marked success, no person could raise any question,as to his ability to decide the matters that might be put hefoTie him, in regard to railway practice at least. It was agreed that this question should be referred to Sir William Whyte, and these were the questions which were asked of him:
(1)	What is a fair rental for the use of that portion of the eastern division between Winnipeg and Lake Superior junction, exclusive of the shops hereinafter mentioned, until the eastern division is completed, sufficient for operation within the intent and meaning of the agreements and Acts hereinafter mentioned, with a ferry at Quebec?
The second is the important question:
(2)	Are the shops at Transcona and repair shops at divisional points or any of them to be regarded as a portion of the eastern division, within the intent and meaning of the agreements of July 29, 1903, and of February 18, 1904, and Acts confirming the same?
(3)	If not, what is a proper rental for the use of such shops, or any of them, by the Grand Trunk Pacific Railway Company for any railway purposes they may desire until the eastern division is completed sufficient for operation?
The questions were plainly put, so that there could be no mistake as to what the Minister of Railways and Mr. Chamberlin wanted to find out. They asked Sir William Whyte to tell them whether the shops at Transcona-and other divisional points, mark you, including Quebec-should have been constructed by the Transcontinental

Commission for the Government, or by the Grand Trunk Pacific Railway Company. I want to point out what I consider to be a very strong confirmation of what I said in the beginning of my remarks, namely that Mr. Staunton never seemed to realize the grave responsibility placed upon him as commissioner. Every person who did not agree with his views was considered as representing some opposite party. He did not take the ground that he was to find out absolutely everything in connection with this matter, to give credit where credit was due and criticism where criticism should be given, but he acted solely as solicitor for one side of the case.
What happened in this case? This question was referred to Sir William Whyte. Mr. Lynch-Staunton did not act as if he were a commissioner appointed to get at the truth and to treat every person fairly, both sides alike; but he actually in this case came out and did what he apparently considered he had to do all through, he became counsel for the Transcontinental Commission. Legal gentlemen look at me from the other side of the House and may want some proof; they are entitled to it. I shall give them the proof from a return given to me by the Government. I find on page 82 of this return the argument of Mr. Lynch-Staunton, which he submitted in writing to Sir William Whyte. He signs himself ' Counsel for the commission."' Would my hon. friend think, would any person for one moment believe that a gentleman occupying a responsible position equivalent to that of a judge, would step down from the Bench and become counsel for one side of a case that was being tried before him. This is not out of keeping with Mr. Lynch-St-aunton's whole conduct in this matter. I am pointing this out to the House and to the country so that they may know from what angle Mr. Lynch-Staunton viewed his responsibility. That was that he was not acting as a commissioner to independently investigate the case, but considered himself from start to finish as counsel for somebody against 'somebody else. The arguments were placed before Sir William Whyte. The Deputy Minister of Justice, the Department of Justice and the head of the law department of the Transcontinental had all said that Mr. Lynch-Staunton's law was all wrong. Now, as to Sir William Whyte. Mr. Lynch-Staunton, counsel for the Transcontinental Commission-not his own investigating commission, of course-placed his argument before Sir William Whyte. The Grand Trunk Pacific placed their argument be-

fore Sir William Whyte. Let me refer for a moment to some of the arguments. I shall quote the opinion of one gentleman- it is true, engaged by the Grand Trunk Pacific, but there is not a man from Charlottetown to Dawson City but will take the opinion of this gentleman to be at least as valuable as that of Mr. Lynch-Staunton. I refer to Sir Allen Aylesworth. Sir Allen Aylesworth, as counsel for the Grand Trunk Pacific, it is true, gave an opinion in a letter to Mr. Biggar, which was placed before Sir William Whyte:
Toronto, August 9, 1912. W. H. Biggar Esq., K.C.,
General Counsel, Grand Trunk Pacific Railway Company,
Montreal, Quebec.
Dear Biggar,-I have examined the various contracts and letters you sent me on 25th of July.
With regard to the shops, I concur fully in the views expressed in your letter of 12th of March last and 18th of June last and have really nothing to add.
I feel some doubt whether such shops would from part of the terminal ' facilities mentioned ' in the definition of ' cost of construction,' in clause 15 of the 1903 agreement. X would suppose such shops might be located wherever along the line would be most convenient, and not necessarily at any terminus. But if they are ' terminal facilities,' Mr. Leonard is plainly wrong in proposing in his letter of 17th June that the company pay 5 per cent on the cost of the land on which they are situate, as ' cost of construction,' by the express words of clause 15, means and includes, inter alia, all expenditure for lands required for terminal facilities and the eompany is to pay only three per cent on [DOT] cost of construction.'
But I am strong in the opinion that such shops are part of the railway, intended to be part of the property reverting to the Government at the expiration of the fifty years lease and requisite for the operation of the road then by the Government in case no further lease is then entered into.
I understand that the Transcona shops are not within the limits of the city of Winnipeg but east of the eastern boundary of the city. The agreement of 1903, of course, defines the eastern division, (clause 2), as the portion of the railway to be constructed through Manitoba 'to the city of Winnipeg' (3 Edward VII chapter 71) at the end of the preamble and section 8 uses the same words, extending from Moncton to ' the city of Winnipeg.' The line of the city boundary is, I take it, the end of the eastern division of the railway.
I might add a reference to clause 46 of the 1903 agreement binding the- Government to grant the company such Dominion lands on the western division as may be required for all ' workships ' required for the construction and working thereof. The necessity for such shops as part of the railway was present to the minds of the parties.
Then see what Parliament did as to the eastern division, by section 14 of 3 Edward VII chapter 71. Public lands required for roadbed, sidings, yards, station ' and other purposes for use in connection therewith '-i.e. in connection with the eastern division-are to be

dedicated ' for the purpose of the eastern division.'
And if the shops now in question were located on ungranted lands of the Crown was not title to the buildings intended to be in the Crown, just as title to their site would be?
I return herewith the various papers mentioned in yours of 25th July.
Yours faithfully,
(Sgd) A. B. Aylesworth.
As I said, Mr. Lynch-Staunton, as counsel for the commission, placed a strong argument before Sir William Whyte. In addition to the opinions of Sir Allen Aylesworth, Mr. Atkinson, and Mr. Newcombe, the Deputy Minister of Justice, Mr. Brown, of Montreal, gave an opinion to the Grand Trunk Pacific along the lines of those of the gentlemen I have mentioned. So there were: Mr. Biggar, general solicitor to the company; Mr. Newcombe, the deputy minister; Mr. Atkinson, head of the Transcontinental law department; Sir Allen Aylesworth, and Mr. Brown. As against their opinion there was the opinion of Mr. Lynch-Staunton, and his opinion only. I wish to read what that award was. The whole case was placed before Sir William Whyte, and I shall read his award in reference to this particular point. It is found on page 122 of this return. After hearing everything, after going over the road himself, a good deal of it with engineers, after investigating entirely, this is what Sir William Whyte, the arbitrator, says:
With respect to the shops at Transcona, considering their location and the circumstances under which they were produced and furnished, and the specifications; and interpreting the said agreements and Acts in the light of modern railway practice, and considering the contemplated use of the said eastern division by other railways, I award, order and determine that the said shops are to be regarded as and are a portion of the said eastern division within the intent and meaning of the said agreements of the 29th of July 1903 and the 18th of February 1904 and Acts confirming the same.
I further award, order and determine that all repair shops at divisional points are to be regarded as and are a portion of said eastern division within the intent and meaning of the said agreements of 29th July, 1903, and of the 18th February, 1904, and of the Acts confirming the same. I consider these are a material part of the railway and necessary convenience for its proper and efficient operation.
I will ask any member of this House, any business man who has had anything to do with the larger affairs of the country, or even with a company, if, with these facts before him-the law all against Mr. Staunton, together with the decisive award of Sir William Whyte, who had been asked to arbitrate by the Minister of Railways-he would not have said that the shops were properly constructed by the National
Transcontinental Commission. Is there any 

I was going to say, reason, but I will not insult the intelligence of the House ^ by using that word-is there any imaginable excuse for not accepting that final award, or it ought to have been final, of Sir William Whyte? What is the excuse? It would have robbed Mr. Staunton of charging the late Government with expending $6,000,000 which, he contends, should not have been expended. The acting Minister of Railways spoke of this this afternoon. He prefers Mr. Lynch-Staun-ton's view on law to that of the gentleman I have named. He prefers the opinion of Mr. Gutelius, as to railway practice, to the decisive award of Sir William Whyte, one of the greatest railway men on this continent. And the people of this country are asked to believe this report. The minister himself does not believe it, and there is not a man in this House who will say that Staunton and Gutelius were right as against the opinions I have given. And yet this report is being circulated throughout the country to the detriment of the Grand Trunk Pacific, and with the hope of injuring the Liberal party. We have all the evidence, all the facts, and all the law on our side of this case.
Not satisfied with one answer, Mr. Staunton again asked the Justice Department on May 12, 1913, perhaps thinking that they did not know what they were talking about the time before. He does not seem to have had much confidence in the Department of Justice, and so he said:
' We will ask them again,' perhaps after Mr. Newcombe has read my view, he will think that he is really not a first-class lawyer after all, and will acquiesce in what I have said. But Mr. Newcombe does not acquiesce very often in that way. I want to make it clear that it was after Sir William Whyte's award that the Department of Justice was again approached to see if it would not relent from its former opinion, but Mr. Newcombe, the deputy minister, administered a very fitting and well-deserved rebuke, which did not, however, have any effect. The letter reads:
Sir,-Referring to your letter of the 12th instant, No. 510, enclosing copy of a letter dated the 15th February, 1912, addressed by Messrs. George Lynch-Staunton and F. P. Gutelius to Mr. Leonard, chairman of the Transcontinental Railway Commission, and requesting to be advised on the point raised by them, X have the honour to say that in a letter of the 5th March, 1912, to the Deputy Minister of Railways and Canals, I advised upon the question of the construction of shops for repair of rolling stock on the Transcontinental railway.

I understand from you that Mr. Leonard has had a copy of this letter. 1 do not think I can add anything to the opinion I then gave which goes very fully into the whole question. ' Messrs. Lynch-Staunton and Gutelius say that the former commissioners apparently took a different view of the law to what they do and they add ' we have not as yet been furnished with the correspondence or opinions upon which they acted in committing the country to this great expenditure and it may be that when that information is before us we may modify our views, but from all the data before us at present we cannot find any justification for this expenditure.'
This letter was written, of course, before I advised in March of last year and I do not think Messrs. Lynch-Staunton's and Gutelius' letter was ever before me. These gentlemen, however, do not give any reasons for the opinion at which they have arrived and though great weight would have no doubt attached to their authority I do not see any reason for varying the conclusions at which I have already arrived, for the present the reasons stated in my opinion. I may briefly remind you that I thought that it was impossible to suppose that a railway extending from Moncton, N.B., to the Pacific ocean could be said to be completed without provision of repair shops, and that it such shops were a necessity for the operation of the railway, they had to be constructed by the commissioners.
I may call attention to the recent award of Sir William Whyte which I think confirms the view I adopted. In that award he says: [DOT]With respect to the shops at Transcona considering their location and the circumstances under which they were produced and furnished, and the specifications and interpreting the said agreements and Acts, in the light of modern railway practice, and considering the contemplated, use of the said eastern division by other railways, I award, order and determine that the said shops are -to be regarded as ana are a portion of the said eastern division within the intent and meaning of the said agreement of the 29th of July, 1903, and the 18th of February, 1904, and Acts confirming the same. I further award, order and determine that ail repair shops at divisional joints are to be regarded as and are a portion of said eastern division within the intent and meaning of the said agreements of 29th July, 1903, and of the 18th of February, 1904, and of the Acts confirming the same. I consider these are a material part of the railway and necessary convenience for its proper and efficient operation.'
On page 5 of my opinion special reference is made to the proposed shops at Quebec and it is pointed out that it is for the commissioners to determine whether any arid what shops are required at this as at all other points along the line.
I return Mr. Leonard's letter to the Minister of Railways and Canals, and the memorandum of Mr. MacPherson.
I haev the honour to be, Sir,
Tour obedient servant,
(Sgd) E. L. Newcombe,
Deputy Minister of Justice.
Mr. Newcombe included the Quebec shops, as Mr. Leonard always did, hut this nonpartisan commission never mention them in their report-why? The Postmaster

General knows the answer, and he is right in paying no attention to this part of this report, because it. is contrary to law, fact, railway practice and good business. * The Government do right in ignoring it, but they do wrong in spreading the report throughout the country as campaign literature when they know that it is wrong, when they do not believe it and dare not act upon it. I want to place another letter on record. It is dated June 26, 1913:
The Commissioners of the Transcontinental Railway.
Ottawa, Canada.
Dear Sirs:
As directed by you, on the 10th of May last, I submitted the copy of letter from Messrs. G. Lynch-Staunton, K.C., and F. F. Gutelius, C.E., of the 15th February, 1912, to you on the question of the construction of shops and equipment thereof on the eastern division of the National Transcontinental railway, and herewith is his opinion which confirms the opinion given by the undersigned to you on the 16th November, 1911, and further confirming the opinion of the Deputy Minister of Justice as expressed in his letter dated 5th of March, 1912, to the Deputy Minister of Railways and Canals. I understand the opinion is approved by the present Minister of Justice himself.
I am,
Tours very truly,
(Sgd.) H. Atkinson,
Law Clerk.
What will the country think with the Government spreading a report like that broadcast? That takes $6,000,000 at once out of these forty millions.


Arthur Meighen: My bon. friend knows
better Allan that. He knows that in that $40,000,000 the Transcona shops are not included, but only the part that is unnecessary.


George Perry Graham: Well, we will settle
that now. There are $4,000,000 and something put in for the Transcona shops and by inserting the Quebec shops and other shops they leave out, amounting to over $2,000,000, we get $6,000,000. My hon. friend only knows this from the report but I know it as a fact. I would refer the House to page 11 of the report of the National Transcontinental Railway Investigating Commission, which says:
The country has been committed to the expenditure of $4,500,000 for the erection and equipment of the Transcona shops at Winnipeg, which, in our opinion, are not authorized by law and which are, in any event, twice as large as are required for the purposes of the eastern division!
Will the hon. gentleman be good enough to read where the $4,500,000 is omitted from the $40,000,000?


Arthur Meighen: My hon. friend states that it was from that $4,500,000.
9 p.m. Some hon. MEMBERS: Oh, oh.
. i


George Perry Graham: Now, my hon. friend is not going to get away from this. He stated that the $4,500,000 was not included in the-


Arthur Meighen: Not included in the
$40,000,000, and you cannot show that it is.


George Perry Graham: I will tell you, Mr. Speaker, the fine point that my hon. friend is trying to draw. This commission figured up various amounts and gave details totalling over $40,000,000. Then they said: That looks too big and we will call it $40,000,000 and let it go at that. But they stated on page 11 of the report that $4,500,000 was expended at Winnipeg for which there was no warrant under the statute. Now my hon. friend has called me to another point which I might otherwise have overlooked.


Arthur Meighen: Is that all the hon.
gentleman has to show that it is included in the $40,000,000?


George Perry Graham: I admit that this report is not much to prove anything on, but I am taking the report. Now, the report says that the shops were too large. Mr. Lyneh-Staunton's argument all the way through is that these shops were built illegally. That is his argument as to the law. As a final kick he says that having been beaten on the law, that they are too big anyway. In this connection I want to point out-and I am glad that my hon. friend has given me this opportunity-I might not have thought of it possibly-that this commission had a report before them which is an answer even to the charge that the shops are too large, but they suppressed that report and did not use it. Here is return No. 51 in reply to an Order of the House of Commons dqted the 23rd of February, 1914, calling for a copy of the report of George S. Hodgins, New York, regarding the Transcona shops of the Transcontinental railway dated June 10, 1912. This was an expert on shops brought from New York city to give an opinion on the Transcona shops and I want to read some of the statements in his report because from beginning to end this commission have not said one favourable word about the Transcontinental railway or about the shops or anything else. They had this report in the office of the Transcontinental Railway Commission after June 10, 1912. Let me read
just a little to satisfy my hon. friend as to the -quality of these shops and a few other things. This is the
Report by Mr. George S. Hodgins, Consulting Mechanical Engineer (late of New York), on the National Transcontinental Railway Transcona shops, under instructions from Mr. R. W. Leonard, Chairman of the National Transcontinental railway.
Ottawa, June 10 1912.
Transcona Shops.
One of the most elementary comparisons of locomotive repair shops is the consideration of the floor area of the erecting and machine shops and the number of pits in the former. The Canadian Pacific railway shops at Winnipeg have practically 32 locomotive pits in a shop approximately 784 feet long by 162 feet wide. This gives a floor area of about 127,000 square feet. The National Transcontinental railway shops at Transcona have practically 24 pits in a shop 612 feet long by 170 feet wide. This gives a floor space of 104,000 square feet. The Canadian Pacific railway shops have, therefore, when the area of the pits is deducted, about 21,000 square feet more floor space than the Transcona shops.
A rough idea of the use made of the floor space may be obtained if the proportion of floor area to pits be considered. The floor space is where the machines and appliances are placed, and is where most of the repair work is done, and where material is placed while work is in progress. It also represents approximately the provision for future needs. The floor area per pit in the Canadian Pacific railway shops is about 3,800 square feet, while that in the National Transcontinental railway shops is about 4,000 square feet, so that the difference is something over 200 square feet per pit in favour of Transcona.
While these figures do not pretend to be more than approximations, yet they indicate roughly the state of the case. As a general rule public works, or works of this character are hardly ever designed with much idea of future needs. As an example, the New York subway has increased its train service about 23 per cent in eight years, and this has entailed the extra expense of lengthening the stations with the road , in operation. The Canadian Pacific railway shops at Winnipeg are about seven years old and they are now so crowded that the company is preparing to build auxiliary shops at Calgary, Alberta.
Even now, signs of crowding are visible at the Angus shops at Montreal. The Transcona shops may seem to be large for the present requirements, but provision has been made for the legitimate and anticipated growth of traffic on the road. If these shops do not require any great extension for some time to come, they wjll be exceptions to the general rule, and the economy which will result from avoiding a forced expenditure at perhaps an inopportune time, will be largely due to the intelligent vierw of the future taken by the designers.
This is their own specialist, their own special engineer, who say-i that the Transcontinental shops are built for the future, and that the time to come will show the wisdom of the men who built them in contemplation of future heeds. But this was not thought of by the commissioners. Oh

no. This report was in the Transcontinental Railway Commission office from June 10, 1912, and the very question raised by this report of Messrs. Gutelius and Staunton is answered absolutely and definitely by their own expert. And still, they suppressed it. They preferred to have the opinion, the unsupported opinion, of Mr. Lynch-Staunton and Mr. Gutelius, to the opinion of their own paid engineer, who was a specialist in this kind of construction and equipment, and whom this country paid to give his opinion, which the commissioners dare not give to the country. I will go further, and I will be able to point out that these Transcona shops were constructed cheaply in comparison with others. At page 22, and following pages of this return, I find evidence to show that these shops were built more cheaply than the Canadian Pacific railway shops, and still this commission could not, in this non-partisan report, entertain the idea of giving the men who had the shops in charge credit for better work than was done even by the great Canadian Pacific railway, which is the best managed road perhaps in America. At page 22, I read from Mr. Hodgins' report:
The Transcona shop is equal to or perhaps a littile smaller than the Canadian Pacific railway shop at Winnipeg, and much smaller than the Angus shops at Montreal, but the machine equipment is more modern and the arrangement of the machines is better. The Transcona equipment for the locomotive, boiler and tank shops cost approximately $318,624.66. An estimate of the Canadian Pacific railway equipment, given verbally to me at Winnipeg, put their figure out about $700,000. In order not to overstate the case, and as many Canadian Pacific railway machines have depreciated in value, say about thirty per cent, it might now be stated approximately at $500,000.
If the Canadian Pacific railway shop be taken as the same size as the National Transcontinental railway shop, the cost of the newer shop, with its convenient layout, its fewer but more efficient machines, and its ample provision for future growth-
Mark that-
-has been equipped with an expenditure which is less by about $180,000 than that required for the Canadian Pacific railway.
No wonder this non-partisan commission oould not see this report. This was something to the credit of the commissioners appointed by the Liberal Government, whose work Messrs. Staunton and Gutelius seemed to think, their only duty was to criticise. I continue to read from Mr. Hodgins* report:

The figures covering the cost of equipment of the shops and machines are:
Locomotive, boiler and tank s.hops $318,624 66
Forge shop	 45,924 31
Carpenter and pattern shop . . . .	8,238 50
Frog and track shop	 29,531 31
Total	'. $402,318 78
Comparing these figures with the Canadian Pacific railway shops at Winnipeg, and deducting the frog and track shop figures, as that company has no such shop, we have : National Transcontinental railway $372,787.47, against the lowest estimate of $500,000 for their shop, which puts the National Transcontinental railway plant in practically the same position, for about $127,000 less money.
A comparison of power houses at Angus and Transicona, shows National Transcontinental raihvay power house equipment cost $197,632. The Angus power house, present value is $322,929. If their equipment has depreciated by about twenty-five per cent, then the initial cost was probably about $430,573. The whole of the National Transcontinental railway machinery equipment is $402,318.78, and with power house added, it makes a total of $599,950.78, for the equipment of the entire Transcona plant.
7his is only about $169,000 in excess of the probable original cost of the single power house item at the Angus shops.
Therefore we have it here, that this man, hired by the Transcontinental Commission to give them a report on the Transcona shops, finds, first: that they were properly built, and that it was wisdom to build them the size they are; and, secondly, that they are built more cheaply than the Canadian Pacific railway shops. And still, in the fact of that, this report of Messrs. Lynch-Staunton and Gutelius .says that these shops are too big anyway. Law, fact, railway practice, conimonsense, their own expert advice, trampled underfoot, in order that they may make a charge against the late Transcontinental Railway Commission and against the late Government.
I will read just a little more of the report of this expert, employed by the Trans-[DOT]- continental Railway Commission, and this is his conclusion:
The Transcona plant in general may be considered as an example of a well-equipped shop, in which the arrangement of the machines has been carefully thought out and in which provision for the future has been made. The shop is capable of handling work according to modern methods, and its operation should give every satisfaction.
(Sgd) George S. Hodgins, Consulting Mechanical Engineer
National Transcontinental Railway.
Now, i&ir, why did not these men take cognizance of that report?


An hon. MEMBER:: What is the date of that report?


George Perry Graham: On June 10, 1912, this
report was made to Major Leonard. Why
0 0

was this report not taken cognizance of by Messrs. Staunton and Gutelius? There is only one answer. It is because it would not conform to the previously-conceived views of these commissioners, and so they would not have it. I say they suppressed this report rather than do justice to the commissioners appointed by the Liberal Government. I wonder if they thought we would never find this report?
What is the truth about the Transcona shops; and I appeal to the business -sense of the people of Canada, and to the financial sense of the men and the institutions to which the Grand Trunk Pacific had to apply for money to carry on its great enterprise? The Transcona -shops aie part of the equipment. Major Leonard said they were not. Advice was asked for as to the shops at Winnipeg, Quebec, -and elsewhere. Mr. Lynch-Staunton takes off the guise or disguise of a commissioner, and admits that he is really a counsel. He puts up his opinion that there was no legal right in the commission to build these shops, and that is his main contention for page after page. Opposed to that view are who? Mr. BiggaT of the Grand Trunk Pacific; Mr. Brown, an eminent lawyer of the city of Montreal; Sir Allen Aylesworth, late Minister of Justice; Mt. Atkinson, head of the Law Department of the Transcontinental Commission; Mr. Newcombe, the Deputy Minister of Justice; and the Minister of Justice. On the legal question we have on- one side Mr. Lynch-Staunton; on the other side we have all these I have named. Come, now; what man in this House would put his case in the hands of Mr. Lynch-Staunton against all these gentlemen? Is it any wonder that this Government does not believe this report? But I go further; in addition to the opinions of these gentlemen, who are the best authorities perhaps in Canada, we have the decisive award of -Sir William Whyte, of the Canadian Pacific railway, one of tne biggest men in Canada, telling Mr. Lynch-Staunton and Mr. Gutelius that as a matter of railway practice they were altogether wrong. And then, with this report as to these -shops in existence, what happened? In the face of the evidence, Mr. Lynch-Staunton ceases to be counsel, and again steps up into hi-s place as commissioner, and says:	I, George Lynch-Staunton, as
commissioner, decide that all these men are wrong and that George Lynch-Staunton, counsel, is right. Is it any wonder that not a member of this Government dare 126
rise in his place and stand beside Mr. Lynch-Staunton and Mr. Gutelius in this part of the report? And still they are spreading the Teport throughout Canada for paity purposes. I say partyism has rim mad in this country-
Some hon. MEMBERS : Oh, oh.


George Perry Graham: And foolish, too, if you add the laugh-when for party purposes men will distribute a report which they dare not substantiate on the floor of thi-s House; and the reason they dare not is that they are violating it every day; and rightly so. There is no foundation in law, fact, practice or common sense for that finding about the Transcona -shops. When Mr. Lynch-Staunton was writing that report saying that these shops should not be built by the commission, and charging the old Government and the old commission with the wilful waste of $4,590,000, this Government, right under his nose, let a contract for the Quebec shops that come within exactly the same category. They knew he was wrong; every man in Canada knows there is no foundation for that part of the report-not one iota.
Now, there was just a small item of lli miles of road in the vicinity of Graham, which appears in some of the documents. I have not been able to find it for the last day or two-it may have been smothered up; I cannot lay my hand on it at the moment. It is charged that the Government should have compelled the Grand Trunk Pacific to pay a certain amount for the construction of a iportion of that lli miles of road in the vicinity of Graham. I do not have to read evidence to know all about this. Here was the situation-and I am appealing to business men and not to partisans:	I want to find out
from the business men of this House if they will agree with the statement contained in the report in this connection. A branch of the Grand Trunk Pacific runs out from the head of-lake Superior to join the Transcontinental at a certain point near Graham post office, Graham station- the post office went when the Postmaster General (Mr. Pelletier) got at it. I think in all fairness that should have been in the report for this part of the management of the Transcontinental. When I came to look -into the matter I found that this branch line of 11J miles and the main line were running close together and parallel. I said:	This is not business, for we all
know that in C-anaida-or -anywhere else-no matter who may build the railway,

the people have to pay for it in the end in freight rates	or	fares; it
cannot be good business to run these roads close together, one to be owned by the Grand Trunk Pacific and the other to be operated by it. Mr. Morse took the same view. The Grand Trunk Pacific had let the contract for this portion of 114 miles, but on ours the contract had not been awarded. I saw we had to get together and get rid of one of these lines, for I thought the people of Canada would object to our squandering money in this way. The Transcontinental line was to run north of the other line. We did make an arrangement; it took us several days- bargains cannot be made by one side only, nor can they be made in a moment. Finally we came to this decision, that if the Grand Trunk Pacific would agree to pay the interest in case the south line cost more than the north line, we would build it on certain conditions to be reported on by our chief engineer. The chief engineer reported that it would !be quite advantageous to the Transcontinental, as being more convenient for the use of shops, etc. I think that report is contained in the published documents of the investigating commission. That report was made by Mr. Lumsden. But a difficulty arose, because the Grand Trunk Pacific had let a portion of their line, and, under the statute, we could not take that over without readvertising. I made the stipulation that we would readvertise. The Tesult was that we got the line built more cheaply than the Grand Trunk Pacific, and, so far as the people generally are concerned, with that saving. There was a little difference between the estimated cost of the north line and what the south line actually did cost; but I do not think any one would say that it is a safe criterion to place the estimate of what a thing might cost with the report of what something else actually did cost, and say that the comparison is complete. The road was constructed, the Grand Trunk Pacific specifically agreed to pay the interest on the extra cost of that line. But these investigators did not think it worth while to dig deep enough to find out what really occurred. They should have asked their friends of the Ontario Government how my action affected them. It saved to the Ontario Government a bonus of $2,000 a mile and a land grant on this line of 114 miles. And building the line made the Grand Trunk Pacific branch line 114 (Mr. Graham.]
miles shorter, and, further-which these gentlemen did not think worth while to investigate-the Dominion of Canada saved a bonus of $6,400 a mile, because we had given a subsidy at that rate. These gentlemen never thought it worth while to look into the statute-great lawyer though one of them is. I say that this arrangement with regard to this line was good business, and if these gentlemen had looked into the facts, they would have found the amount .was not very large-it. was only an estimate anyway. The people of Canada have been saved for all time paying freight rates on 114 miles of extra line as well as interest on the cost of construction.
I now come to another question on which there can be some difference of opinion. A man would be very foolish to attempt to make the people of Canada or the people of any other country believe that an enterprise of this kind can be carried on without differences of opinion, without errors, or without leaks. No enterprise of this magnitude was ever carried on by anybody without these things occurring. There may have been errors of judgment, as there will be in all such great undertakings, but I submit that there has been no evidence to show that in this work there were more errors of judgment or more leaks than can be found in the work of any great companies carrying on similar enterprises anywhere in the world. The hon. member for East Simcoe (Mr. Bennett) this afternoon when I was, as is not my usual custom, using some very strong language as to falsehoods which had been sent out through the press, asked me for proof. I want to give him that proof, because I think his curiosity ought to be satisfied. What I am about to read is, mark you, not the report of the commissioners; it is a typewritten document which was handed to the press when the report was laid on the table of the House. On page 5 of this document which was handed to the press, a copy of which was also handed to me, are the following words:
i Not onlly did they refuse to cancel .the contract, hut at the very time when they were discussing the matter with Mr. Hays, they consented to an assignment to O'Brien and O'Gorman and Mc-Dougall whereby it was agreed that Davis & Company should receive 10 per cent of the gross cost of the work. That 10 per cent was to be deducted by the commission from the estimates. The commission duly deducted it, and M. P. & J. T. Davis have received the $740,000 for doing nothing, and which, had the commission and the Government performed their duty, they never would have received
On March 4, I asked this question:

Was an agreement entered into by the Transcontinental Railway Commissioners to retain 10 per cent from the moneys earned by O'Brien, Fowler and McDougall on contracts 16 and 17, and pay the same to M. P. and J. T. Davis?
To this the acting Minister of Railways answered:
No; but commission ratified an assignment of these contracts, and the consideration of the transfer was 10 per cent.
Some hon. GENTLEMEN: Oh, oh.


George Perry Graham: That does not alter the situation at all; this report which was sent out said that the commissioners retained the money-that they acted as a clearing house. That was done to embitter the people and to make the case stronger. The Minister of Railways says, in effect, that that report, whoever sent it, is not true. I asked another question, as follows:
Did the commissioners retain 10 per cent from the moneys so earned by O'Brien, Fowler and McDougall, and pay the same to M. P. and J. T Davis?
The acting Minister of Railways answered:
No, the 10 per cent retained by the commissioners was the regular drawback and was released to O'Brien, O'Gorman and McDougall.
That is not like the statement that was sent to the press. The minister says, therefore, that the contents of that document are false.


An hon. MEMBER:: Wbi got the money?


George Perry Graham: We are not inquiring into that; it would be more desirable to know who sent out the report to the press. I now come to another point. It is said that the commissioin consented to an assignment by which M. P. and J. T. Davis were to get 10 per cent. I have endeavoured to get a oopy of that assignment, and I have been unable to do so.


John Dowsley Reid: So have I.


George Perry Graham: I have tried to find it, but I have never seen it.


John Dowsley Reid: A copy of the assignment
was, I think, brought down and laid on the table of the House.


George Perry Graham: Not the copy of the agreement between O'Brien and Davis.


John Dowsley Reid: No, because the commission
did not keep a copy of the agreement; it was not left in the office at all.


George Perry Graham: I have the absolute assurance of the former chairman of the Transcontinental Commission that such an agreement never was in the office of the commission.
126*


John Dowsley Reid: I think the hon. member will agree with me that that agreement should have been deposited in the office of the commission, but the chairman of the commission either took it away with him or never had it there.


George Perry Graham: Well, he never had it
there.	.


John Dowsley Reid: Then he should not have had the assignment adopted.


George Perry Graham: That is my hon. friend's opinion only.


Arthur Meighen: Is it not yours?


George Perry Graham: Not necessarily. I an*
going to deal fairly with this matter, not shirking any part of it. I have said quite frankly that it is a question about which; there can be honest differences of opinion. The idea was sent through: the country that the commission had kept that 10 per cent. The Minister of Railways says that is not true. The other idea was that the commission paid that 10 per cent over to Davis; the Minister of Railways says that is not true, so I need not discuss that any further, but the impression was also created that this very agreement had gone through the office of the Transcontinental Commission.


John Dowsley Reid: It did, too.


George Perry Graham: They say not. My hon. friend will have plenty of time to discuss this matter; he has all the material at hand without asking for it, while I have had to talk and coax and beg for a great deal of it. In the second portion of this document there is a record of an agreement made between these two men, but that agreement I have never been able to find. The assignment itself, however, went through the commission, and I have a copy of it in my hand. It says nothing about 10 per cent. Whatever was the agreement between these men, this assignment says nothing about it.


John Dowsley Reid: 10 per cent was mentioned
in the agreement.


George Perry Graham: I have not seen the agreement.


John Dowsley Reid: I cannot get it; the other
commissioner has taken it away with him.


George Perry Graham: I will not dispute what my hon. friend has in his mind; I will come to that in a moment. What I want to point out is that the wrong impression has been created throughout the country that the commission acted as a clearing house for

Davis and O'Brien, that they collected the money and that the document agreeing to this 10 per cent was confirmed by the board. These are not the facts. Here is an extract from the minutes of a meeting held by the Commissioners of the Transcontinental Railway at Ottawa, October 4, 1909, Hon. S. N. Parent in the chair:
A letter from Messrs. Lafleur, MacDougall, Macfarlane & Pope, barristers, etc., Montreal, dated 30th ultimo, submitting an assignment in quadruplicate, dated the 29th day of September ultimo, from Messrs. M. P. and J. T. Davis to Messrs. O'Brien, O'Gorman & MacDougall of two contracts, dated the 29th of October, 1908, between Messrs. M. P. and J. T. Davis and the commissioners for the construction of two sections of the Transcontinental railway, as follows:
Districts ' D ' and ' E ': from a point designated on the plans of the commissioners, being at the western end of Fauquier Bros.' Abitibi contract, in the province of Ontario, in a westerly direction, for a distance of about 102.24 miles;
District ' E ': from a point designated on the plans of the commissioners about sixty miles west of the easterly boundary of district ' E ', in the province of Ontario, westerly to the end of Fauquier Bros.' contract north of lake Nepi-gon, a distance of about 100 miles; was read, and it was
Resolved, that the commissioners consent to the said assignment, subject to all the terms and conditions set forth and contained in the principal contracts and specifications annexed thereto and as described in the plans, profiles .and drawings forming part of said principal contracts, it being distinctly understood and agreed that nothing in this consent contained nor any action of the commissioners in dealing with the said assignees, their servants or agents in lieu of the assignors, shall be taken or considered as in any way relieving the assignors from any obligation or liability to the commissioners under the terms of the principal contracts should default, breach or non-observance heretofore have been made or hereafter be made in or in respect of any of the terms or provisoes, covenants, agreements, conditions of reservations in the principal contracts contained ; and that a copy of this resolution be furnished to the parties concerned.
Certified correct.
(Sgd) P. E. RYAN, Sec.
That is the assignment, and the hon. gentleman must not confuse the assignment with the agreement between these two parties. This is the assignment:
Memorandum of agreement between Messrs. M. P. and J. T. Davis parties of the first part, and Messrs. M. J. O'Brien, J. O'Gorman and Alexander McDougall, parties of the second part.
1.	The parties of the first part hereby transfer, assign and make over to the parties of the second part, for the consideration and upon the conditions already set forth in the deed of transfer passed between them on the 16th day of September, 1909, all their right, title and Interest In the two contracts, dated the 29th Octo-

her, 1908, between the parties of the first part and the Commissioners of the Transcontinental railway for the construction of the two sections of railway hereinafter described:
District ' D ' and ' E,' from a point designated on the plans of the commissioners, being at the western end of Fauquier Bros.' Abitibi contract, in the province of Ontario, in a westerly direction for a distance of 104.24 miles.
District 'E,' from a point designated on the plans of the commissioners, about sixty miles west of the easterly boundary of district ' E,' in the province of Ontario, westerly to the end of Fauquier Bros.' contract north of lake Nepi-gon, a distance of about 100 miles.
2.	Copies of the said two contracts have been handed to the parties of the second part who have taken' communication thereof, together with the specifications accompanying the same.
3.	The parties of the second part hereby undertake to carry out and complete the said contracts and to fulfil all the obligations imposed thereby upon the parties of the first part to the complete exoneration of the said parties of the first part, and this must be understood to mean, namely, that the commissioners shall be entitled to exercise as against the said parties of the second part all the rights and remedies which it is provided under the principal contract may be exercised by the said commissioners.
4.	The parties of the first part agree to leave their two deposits, aggregating three hundred thousand dollars, with the commissioners of the Transcontinental railway as security for the performance of the said contracts.
5.	The parties of the second part shall have
the right to receive payment for the work embraced in this assignment direct from the commissioners and shall also have the right to deal direct with the commissioners in all matter pertaining to the work comprised in said section.	.
In witness whereof the parties hereto have hereunto set their hands and seals this 29th day of September, 1909.
M. J. O'Brien.
J. O'Gorman.
Alexander McDougall.
M. P. Davis.
J. T. Davis.
Signed, sealed and delivered in the presence of:
As to the signature of M. J. O'Brien.
Witness as to the signature of J. O'Gorman and Alexander McDougall:
J. S. Hollinsworth.
As to the signature of M. P. and J. T. Davis:
Charles Lynch.
The reason I read that was to show that, so far as Mr. Lynch-Staunton was able to find out, nothing has gone to the commission. Whether that was right or wrong I am not going to argue. I have not been able to find anything in the commissioner's hands to show that this 10 per cent was paid, but I understand that Mr. O'Brien said so in his evidence. I am going to admit that he paid the 10 per cent, or agreed to.
At page 635 in the examination of Mr. Parent, Mr. Lynch-Staunton claims that

the commission had absolute power to cancel these contracts under clause 20. Now, that is a debatable point; but it is possibly better that I should give a little history of this contract. Two contracts, No. 16 and No. 17, which were joined together, and which I shall for convenience call one contract, were in a part of the country very difficult to reach. The Transcontinental Commission was not hurrying to let these contracts, foT the very reason, that it was thought the tenders would be very high. But the Grand Trunk Pacific 'Company urged that tenders be called for this work. Tenders were called for this work, and the Grand Trunk Pacific Company was the only tenderer, but its offer was not a tender under the statute. They offered to do the work as the work is being done on the foundations of the new customs building in Ottawa, by force account-cost, with a certain percentage added. Their proposition was, I think, cost with 10 per cent added. That was contrary to the statute. There is another reason why force account is usually very extravagant, and it is that a contractor has a right to have whatever percentage of profit he is allowed added to every item. If he buys a ham for supplies, he charges his profit on the ham. If he buys a horse, the profit on the horse is added. On anything he buys, as well as on the wages of the men, this percentage is added; and there is every inducement for the contractor to make the cost just as high as he can, because he cannot lose, and on every dollar added to the cost of the work he gets a percentage under his contract. I have a case in my mind where a certain contractor who had a contract on force account wanted supplies that he did not need for two or three weeks, and could have got by freight easily, about half a car load. But he ordered them by express-why?	Because he was
receiving 10 per cent on the cost of transportation, and he got about ten times as much profit by getting the goods by express as by freight. That is one of the difficulties of work on force account. It is very apt to lead to a most extravagant cost,, as I think this Government will find on its force account contracts, if it has not already found so. But, anyway, that was contrary to the statute. The Grand Trunk Company urged me very strongly to give them this contract. As minister, the -awarding of the contract had to come to me finally in order to go to council. I
refused to give a contract of that kind. Then this work was Te-advertised, and we had the Grand Trunk Pacific and M. P. -and J. T. Davis as tenderers. The latter were the lowest tenderers, and they were awarded the contract. Was there anything wrong in the awarding of the contract? On the answer to that question hinges a good deal of the opinion that may be formed as to the result. No person has ever questioned the validity, the honesty, of the awarding of that contract. Up to that point there is not a member in this House who will take exception to what was done. Then what occurred? M. P. and J. T. Davis afterwards sent a party up by Jackfish bay into	that part of
the territory to make a survey and bring them back a report as to the best -means of getting at that work, And, if my memory serves me right, they went -so far as to apply to the Secretary of State for power to incorporate a company to build a short line of railway to get their supplies in by that route. I was told by Davis that these men spent practically the whole winter investigating. There was nothing dilatory up to that time. They came back in the spring, I think, and reported that that way of getting in his supplies was absolutely impracticable, and that he would gain nothing at all by endeavouring to get in by that route. They reported that the worn: would not be expedited by one hour, and they recommended him to wait till other sections of the railway a little farther on had been built. Would any man say that Davis should have gone up there against the advice of his surveyors when nothing was to be gained by it? I have no reason to believe that their report was not based on what they found, because 1 always believe every man honest, no matter what position he occupies, until somebody shows me that he is dishonest. Mr. Davis took the advice of his surveyors and in the fall sublet to O'Brien; and under what terms? I have never seen the figures, but I admit that he was to get ten per cent. I am not trying to cover up anything. The contract was properly let, and O'Brien was to get ten per cent. According to Mr. Davis, not a day's delay took place. After he transferred the contract to O'Brien, what happened? O'Brien proceeded with the work as rapidly as he could and in a short time was on one end of the work. I consider it all as one contract, being under one firm and being one continuous stretch. Should the contract have been cancelled?


Arthur Meighen: Yes.


George Perry Graham: My hon. friend, who is a lawyer, should read the contract and see whether it could be cancelled. The question before this House is, should that contract have been cancelled? Lawyers diifer on that point, and I am free to admit that, looking at it from the standpoint of a layman, if the law were not against me, I would say: Yes, I will get somebody else to do the work. But I am. told by a very prominent lawyer that that contract could not have been cancelled1 without giving Davis at least a chance for an action.


Arthur Meighen: Who is the lawyer?


George Perry Graham: Does my hon. friend want me to tell him?


Arthur Meighen: Yes.


George Perry Graham: Well, I am not going
to. I have given him so much information to-day that I do not think he is entitled to this. There is such a thing as confidence between a lawyer and his client.


Arthur Meighen: It is the communication that is privileged. You have given out the communication, but refuse to give the name of the lawyer.


George Perry Graham: 
Henri Sévérin Béland: He is known the world
over.


George Perry Graham: He is known the world over and he possibly has revised more railways than any one chief engineer on this continent or anywhere else. He says:
It is almost universally the case that classified material over-runs preliminary estimates and


Arthur Meighen: How about the working expenses?	,


George Perry Graham: I will come to that. My hon. friend shall have all that information. I knew his curiosity would be aroused.


Arthur Meighen: That was what the road cost.


George Perry Graham: Major Leonard said it was going to be a national asset


Arthur Meighen: I should hope it would be something of an asset against the great liability.


George Perry Graham: -instead of a burden. If my hon. friend's (Mr. Meighen's) reasoning means anything it means that it is going to cost so much that there would be an adverse balance all the time. If that were the case it would be a burden, but Major Leonard says it will be an asset, and not a burden..


Mr. AMES:: How long had Major Leonard been commissioner when he made that statement?


George Perry Graham: I suppose my hon. friend will not take exception to this.


Herbert Brown Ames: I have grave doubts that
Major Leonard would say the same thing to-day.	s


George Perry Graham: You can not 'build this road on doubts. The acting Minister of Railways has doubts and fears, but Major Leonard had none. I have not the date of this speech from which I have quoted, but it was at a banquet given in his honour after his appointment.


Herbert Brown Ames: And before he had taken
over the road.


George Perry Graham: Nonsense. He spoke
authoritatively as chairman of the National Transcontinental Commission, and discussed the road.


Herbert Brown Ames: It was at a banquet before he took office.


George Perry Graham: Then he had no right to discuss a project of which, according to my hon. friend, he knew nothing. But I say that Major Leonard knew what he was talking about.


Herbert Brown Ames: Not so well as he does today.


George Perry Graham: If my hon. friend is going to criticize the appointment of Major Leonard, let him go to the Government he supports and not come to me; I did not appoint him. But the estimate of the cost was made before this speech was delivered, and was there in the 'ffice 0f Major 
Leonard. He says himself that he does not know what it is going to cost, but practically whatever it costs in reason, it is going to be an asset and not a burden. Now, I will give another authority-hon. gentlemen opposite do not like these; it is quoting their own authorities against themselves. My hon. friend the acting Minister of Railways must admit now that Mr. MacPherson is a capable authority. Will anybody deny it? Surely not. For he has been made assistant to Major Leonard, and he is there now. On the 28th of June, 1909, Mr. MacPherson spoke about the low grades and easy curves as a practical man. He read a ipaper before the British Association for the Advancement of Science. Among other things, he said:
The distance on the Transcontinental railway will be 1,351 miles-
That is, from Winnipeg'to Quebec.
-and, as the maximum eastbound grade is 21.12 feet per mile, compensated for curvature, the heaviest locomotive built to-day, a ' Mallet Articulated Compound,' fully described in the Railway Age Gazette of April 30,	1909, is
capable of hauling on this grade a gross load behind the tender of 4,290 tons.
Assuming the tare 33i per cent of gross load, the net paying load would be 2,860 tons, equal to 95,333 bushels of wheat, in one train. If we assume the earnings of such train to be $4.40 per train mile, or exactly double the earnings of the Canadian Pacific railway freight train miles for 1908, we find the cost per bushel over the 1,351 miles between Winnipeg and Quebec to be 4.25 cents. The lowest rate that the writer is aware of having been in force from Fort William to Montreal, via the lake, canal and St. Lawrence river, a distance of 1,216 miles, was 4 cents per bushel in 1908. This 4 cents per bushel for 1,216 miles, would be equivalent to 4.44 cents for 1,350 miles, so that, at $4.40 per train mile, the engines above referred to could haul grain on the Transcontinental eastbound from Winnipeg to Quebec for 0.19 cents per bushel cheaper than the cheapest existing water route could haul it the same distance and 10.86 per bushel cheaper than the present combined rail and water rates between the two points in question.
That is, with the easy grades.


Herbert Brown Ames: How about the rental?


George Perry Graham: I will come to the rental in a little while. I do not blame my hon. friend (Mr. Ames) for getting nervous. I have a quotation to make from the remarks of the hon. gentleman himself. He gave an interview to the Montreal Gazette, declaring that he had been over this road, that it was completed up to standard, and was a fine road. He pointed out the great benefits to be derived by eastern Canada on account of the road being built to such a high standard.


An hon. MEMBER:: He will not say
that now.


George Perry Graham: Yes, he stands to that yet. But let me give a little further evidence as to the benefit of the grades-and a little later I will give authority to show that velocity grades do interfere, in our climate, with the efficiency of the road. Mr. MacPherson never mentioned velocity grades, but took the four-tenths and six-tenths without saying anything about ' virtual grades,' as they call them now when the road is degraded.
Now, I want to read some notes carefully made by myself, partially with assistance. They are notes dealing with this important question. I give them to the House as my own, and I challenge contradiction of any statement I make:
In the consideration of any question concerning the location and operation of any section of the National Transcontinental railway, it is necessary to bear in mind the magnitude of the project, the character of the traffic, its relations to other railways in the matter of competition, not alone in Canada hut in the United States, and the extreme rigour of the climatic conditions which must be met amply and completely if uninterrupted service is to be maintained.
The first consideration is to build the road so that the trains will be able to carry the largest possible load, thus reducing the cost of operation per ton. The next consideration is to have a line on which these trains can be run at a uniformly fair rate of speed and without delay. Many of the United States roads were built on the cheaper plan at first, as the commission says this road should have been built,- let me give you a few instances. In some cases a ten degree curve causes a resistance equal to a four-tenths grade, and when you put in a four-tenths grade and a ten degree curve you have the equivalent of an eight-tenths grade. So that the question of curve is almost as important as the question of grade. The question of reducing the grades and getting the roads up to the standard was one in which the American roads were particularly interested; many of them found that they were losing money. Investments by capitalists of the world were being lost, and these kings of transportation and industry decided that they must bring their roads up to a standard if they were to get capital or keep out of bankruptcy. Largely on account of their poor construction, 75 per cent of the railways in the United States have been in the receivers hands some time during their existence. I will give a list of some of the
roads that looked into this matter and acted according to common sense:
The Union Pacific is a pertinent example. For years it had been operated unprofltably; then it thoroughly rebuilt, grades and curvature readjusted, and with the physical transformation there came a financial transformation which placed it in the front rank of profitable and self-supporting railways.
The Central Pacific railway, which was the Pacific coast connection for the Union Pacific, had been spending millions of dollars to reduce its grades and sharp curvature on the Pacific slope of the Sierras.
One of the western lines leading out of Chicago, the Chicago, Burlington and Quincy, began several years ago to reduce its grades upon heavy freight districts to three-tenths of one per cent or to less than sixteen feet per mile at enormous cost, and it is to-day one of the few profitable railways of the middle west.
And why? Because it reduced its grades not to virtual grades but to real grades of three-tenths of one per cent.
Another, the Chicago and Northwestern, practically rebuilt its entire line from Chicago to Omaha, reducing its grades across a difficult country to six-tenths in one direction, and seven-tenths in the other direction', and improving its curvature, and abandoning many miles of original construction, actually destroying the physical results of previously invested capital and adding additional capital in order that it might transport the products of the country at a profit instead of at a loss.


Arthur Meighen: Have you any figures as to the traffic oil those roads?


George Perry Graham: When the roads were reduced on account of lower grades and curvatures, the traffic naturally increased; the better the grades the more traffic a line will get. The cheaper you can conduct your business and share your profits with the people, the more business the people will give you. The grades that were being put on the Grand Trunk Pacific railway were a source of trouble and anxiety to other railways, including some of the railways on the other side of the line, and this matter has been very widely discussed. I want to point out that when the operating company with whom the Government had entered into contract to build the line according to the specifications approved by them, mentioned a four-tenths and a six-tenths grade, they knew what they were talking about, and the Government had no earthly right to change that part of the agreement. I understand that they do not use any velocity grades west of Winnipeg.
There is a difference of opinion about momentum grades. I am not going to say for one moment that engineers who think that the velocity grades are all right are ignoramuses or are not giving an honest

opinion. This is a very big engineering question, and there are differences of opinion in the matter. Some engineers think that velocity grades are all right, but the consensus of opinion, as nearly as I can gather, is that while velocity grades may be practicable in a warm country where conditions are nearly always favourable, they are not suitable to a country of snow and frost like Canada, where the snow gets on the tracks and where the tracks are often slippery. Momentum grades can only be successfully used where every condition is perfectly normal. No matter what engineers may say, no man who sits at the throttle of an engine and runs a train when the thermometer is anywhere from 30 to 40 degrees below zero, or in a blinding snowstorm, when there are six inches of snow on the track, will say that he can do it as easily on a velocity grade as he can on a level track. He has to have full speed up when he reaches the bottom of the grade, and anything that prevents a normal condition will prevent him from bringing his train up the incline. The velocity grade is based on the principle that you can store enough energy in a moving train to carry it up the incline over which the locomotive itself would not carry it. As I have pointed out, all conditions must be right. I want to give hon. gentlemen a little expert opinion. The American Railway Engineering and Maintenance of Way Association is made up of the chief engineers of the continent of America. I had the honour of speaking before that body and of meeting some of those very prominent men at a time when I, as Minister of Railways, was engaged in this work. I admit that some of the members of the engineering staff thought they would like to try velocity grades on the Canadian road. I discussed the situation with some of the most eminent men I found at that gathering, and I came back fully impressed with the fact that while velocity grades under perfect conditions were practicable, it would be assuming a great risk in our climate and under our conditions to establish velocity grades on this through highway. Let me point out what the committee of this Maintenance of Way Association reported in 1902. Among other things, they said:
Modern railroad practice has substantially established the fact that momentum grades have their uses and are frequently of great value, but there are definite and well-known objections to their indiscriminate use, and that they should be adopted as a matter of course ordinarily or wherever opportunity offers,

especially in original location, may be seriously questioned.
This association takes the ground that, even where the conditions are perfect, it is a mistake to introduce velocity grades on a new line, for you do not know where the density of traffic is going to be to begin with and so you cannot establish the velocity grades in the proper places.
Mr. SAM. SHARPE: Has the Canadian Pacific railway not got them?


George Perry Graham: Yes, in revision of
lines. They do not adopt grades anything like that in original locations, and, on a road where they have some very high grades which are almost impossible to remove, in the revision of lines where they know where the density is, they have introduced velocity grades. In that they have followed the Maintenance of Way Association, and not Mr. Gutelius.
In revision of line, conditions of traffic and ol operating are more definitely settled, and the use of momentum grades can be more intelligently made. It is often a choice between a momentum grade and the alternative of a lower train load over a division, if the grade In question is the real limiting grade of the division.
The Canadian Pacific railway have introduced momentum grades in revising lines, knowing where the density of traffic is. They have done that in some cases rather than remove the maximum grade. But although they have done that on Canadian Pacific velocity grades, if you look at the train sheets, it will be seen that on a four-tenths grade their trains are never loaded over the capacity of a seven-tenths per cent grade, thus showing clearly that a velocity grade of four-tenths is no better than a seven-tenths real grade in some instances. I wish to discuss grades and curves together and to give an authority on them and on standard wooden bridges as well. This commission has said we should have had wooden bridges. Where is that authority? Wooden trestles and bridges particularly on a through line, subject to fire, unless we had watchmen on every one of them-why, Sir, the Board of Railway Commissioners of Canada is compelling the railway companies to fill up just such trestles as this commission says we ought to have put in the riding of Brockville, on what was known as the B. and W., now taken over by the Canadian Northern railway, where a trestle has existed for years, the Board of Railway Commissioners has compelled the Canadian Northern railway to fill in that trestle and rightly so.


Mr. WEBSTER:: Because it was rotting
and falling down.


George Perry Graham: As they all will rot and fall down. They will rot just as well out on the Transcontinental railway as they do near our home. The reason is that they are not reliable and they are not modern railway construction through a country like ours and everybody knows it. The acting Minister of Railways does not believe that about the wooden trestles and the bridges. The Minister of Railways does not believe it.


Mr. MIDDLEBRO:: Is it not true that
the Grand Trunk Pacific, on the western division, use trestles and intend to fill them up subsequently?


George Perry Graham: They probably will fill
them up very quickly when they come under the commission.


Arthur Meighen: They have been using
them for years.	,


George Perry Graham: They are only a constructing company; when they come under the commission they will be compelled, and good railway practice will compel them, to fill them up immediately.
I want to ask a question of the members of the Government. I say that the Minister of Railways, who I regret is absent through illness, does not believe one line of that report as to wooden trestles or bridges. I asked him in the House if it were true that he was putting wooden structures in as permanent structures, in place of steel structures as required by the original standard. He said:	That is not true, I have
not put in one. I referred to the matter again, and the minister grew a little indignant at me and said: I denied it once and I am not doing anything of the kind. Consequently he does not believe in this report. But I ask again, during the past year what has been done? If you look at the report of the Transcontinental Railway Commission for the past year, it will be seen that Major Leonard said they do not take any stock in this rubbish at all about these wooden structures. You will find in the ninth annual report of the Transcontinental Commissioners, proof that the Government does not believe this report about these wooden trestles and bridges a bit more than they believe the report about the Transcona shops or the entrance to Winnipeg. During last year this commission, Major Leonard, aided and abetted by this Government, bought no less than 55 steel
structures for the Transcontinental railway. Why did they not put in wooden ones?


Mr. McKENZIE:: Because they would rot and fall down.


George Perry Graham: Common sense. I say
that the Government, I say that Major Leonard did right. It would have been absolutely wrong, next to criminal, for the Government to have done anything else, and still this Government is distributing a report saying that we could have saved on wooden trestles $2,947,000-and they dare not attempt to save one farthing themselves.
I challenge this Government to show me where they have adopted a wooden trestle or a wooden bridge in preference to a steel structure. In modem railway construction, where the Government is taking over a completed road and not where the company itself is going to operate the road and is going to do the filling, it would have been, I say, nearly criminal to put in these wooden bridges. I say further that the Grand Trunk Pacific would not have taken over the road had they done so, and they know it. I think I have satisfied my hon. friend that he does not believe in these wooden structures. If he does he had better join the Investigating Commission and not support this Government that does not believe in them.


Arthur Meighen: Before the hon. member leaves the question of wooden trestles and bridges, he will probably tell us why the Grand Trunk Pacific are using them on their own road.


George Perry Graham: My hon. friend will have to ask the Grand Trunk Pacific. But there is this difference, which I spent five minutes in explaining, and I am sorry my hon. friend did not listen; he was evidently getting ready this question which I answered before he asked it. I pointed out that this Government was taking over a completed road, and had to give a completed road to a lessee. The Grand Trunk Pacific is the company that owns the road west of Winnipeg and it can fill its own line at any time; but it will be compelled by good railway practice to fill it inside of eighteen months. The two situations are altogether different: one is a completed road which the lessee is to take over under stated conditions; the other is a road built by a company, to be operated by the same company.


Arthur Meighen: Then the Government
should have arranged that they build the road in a sensible and reasonable way.


George Perry Graham: on the inside rail does produce additional expense in maintaining the rail and in labour keeping up the track.
The report contains a number of purely technical details given by Mr. Berry in support of his argument, which, with the permission of the House, I shall omit and hand to ' Hansard.'


Mr. SPEAKER:: I may say to the hon. member (Mr. Graham) that it is not the rule or custom to print anything but what is read unless it be in the case of the Minister of Finance, who is permitted to hand in figures.


George Perry Graham: I asked the consent of the House because the acting Minister of Railways and Canals handed in a great many statements.


Louis-Philippe Pelletier: There is no objection, Mr. Speaker.
Mr.	GRAHAM: If	the	House	is unanimous.	Mr.	SPEAKER: If	the	House	is unanimous I can have no objection.


George Perry Graham: It is merely to save time.
(43)	The following table shows the elevation for different degrees of curve for 45 miles speeds and the weight on each rail for a pair of
drivers	carrying 50,000	pounds at	a speed of
10 miles per hour.			
		Weight	Weight
Degree	Super-	on	oncurve.	elevation.	inside rail.	outside rail.inches.	pounds.	pounds.1. . .	. .. 1-5/16	27,000	23,0002.. .	. .. 2-11/16	29,000	21,0003. . .	. . . 4	31,000	19,0004.. ,	.. . . 5-5/16	33,000	17,0005. . .	35,000	15,0006. . .	. . . 8	37,000	13,000(44)	From the table it can be seen that for curves elevated for passenger speeds the fibre stress on the inside rail caused by freight engines at lower speeds materially decreases as the degree of curve decreases, thus making the lower degree of curvature safer. In adopting a six degree curve as a maximum, the engineers have taken the maximum that can be used without materially affecting the speed of passengers trains.(45)	On the ruling grade of four-tenths of one per cent a six degree curve seems excessive as it brings about a condition in descending the grade of creating a resistance equal to an ascending grade of eight one-hundredths of one per cent. The additional resistance of a six degree curve over the tangent resistance is considered as equal to a twenty-four one-hundredths of one per cent grade.(46)	Therefore, on a ruling four-tenths ot one per. cent grade line the actual grade laid for a six degree curve in sixteen one-hundredths of one per cent.(47)	In coming down the hill the train actually meets resistance equal to the difference between the twenty-four one hundredths of one per cent and the sixth one-hundredths of

one per cent grade line, or eight one-hundredths of one per cent.
I want to call the attention of the House to this, because this is what the commission says ought to have been done to save *2,400,000.
(48)	Should ten degree curves have been adopted, the curves would have been actually laid on a level grade line and in going down the hill trains would have encountered an uphill resistance of four-tenths of one per cent at each ten degree curve.
(49)	With reference to the claim on page 73 of the report of the Investigating Commission, that $2,400,000 could have been saved by the adoption of ten degree curves, the method of estimating this is the wildest kind of a guess.
(50)	It is assumed that the engineers used the maximum six degree wherever, it gave any material saving in grading. The only possible way of determining the saving that would have been made had heavier curvature been allowed would be to run out the line at each six degrees curve using the heavier curve, up to ten degrees, that would give the least construction cost, and estimating the difference.
(51) It does not appear from the r.eport that this was done. In fact, they have estimated in some unknown manner that the additional expenditure of one-quarter of the rough work due to keeping within the limits prescribed by the rules as being $602,000 and they then multiplied this by four to get the $2,400,000.
And if it had been ten they could have multiplied it by four and got $40,000,000 just as well. I continue to read from Mr. Berry:
(52)	The fact is that there are many hundreds of miles of rough and extremely heavy work on the American railroads that the use of a six degree curve would not create any appreciable difference in the cost over the use of curves up to ten degrees.
(53)	In the rebuilding of the Union Pacific railroad, four degrees was the maximum curvature used with 600 feet tangent between the curves. The only exception to this was in the narrow confines of Echo and Weber canyons where somewhat heavier curves were allowed, but tfie distance between curves was maintained. .
I submit, Mr. Speaker, that on the question of curves a case has been made out against the Investigating Commission, and I am willing to leave the authority I have read, to any one competent on the continent' of America, but he must be competent and not be partisan. Mr. Berry has no'interest whatever in giving me any report that would be favourable or unfavourable to one side or other of the case.
I come to deal now with standard wooden bridges, embankments, steel and concrete bridges, Mr. Berry appears to have left out nothing, and I quote Mr. Berry again. Mr. Berry speaks of these veTy modestly, and hon. gentlemen will see that he does not know the conditions under which the con-

tract with the Grand Trunk Pacific was made, or the conditions under which they are to take over the road. It will be evident, when I read his opinion to the House, that he has not taken that into consideration:
Standard Wooden "Bridges, Embankments, Steel and Concrete Bridges.
(54)	Under this heading the Investigating Commission make some deductions that are debatable.
(55)	As stated before, the expense of operation of a line must he considered as well as the first cost where cheaper transportation facilities are desired. This point is put aside by the Investigating Commission. On page 78 of the report they state as follows:
(56)	By reference to the contract with the Grand Trunk Pacific it will be found that trestle repairs and protection against fires and renewals on account of fires come within the cost of maintenance to be borne wholly by it, so that their maintenance does not figure in the ultimate cost to the Government.
(57)	The statement as given is true, but
the maintenance does affect the cost of transportation and must be considered in this case, where the object of the line is cheaper transportations.	.
(58)	it might have been very poor policy to have built the line using wooden trestles across the heavy fills and deep ravines with the idea that in the course of time these structures are to be replaced with steel structures or with masonry embankments.
(59)	The expense of maintaining these trestles is high. The cost of fire protection is also heavy and even with the right of way kept clear of combustible material the fire risk from cinders dropped from locomotives is still great.
(60)	The suggestion of having watchmen gt such structures would add greatly to the cost of operation. Without watchmen there would be the constant danger of fire destroying the structures, with a serious interruption of the traffic on the transcontinental line until the structures could be replaced.
(61)	The Chicago, Milwaukee and. Puget Sound railway built long and high trestles in many cases in order to expedite the work but began at once to put in permanent structures and fill up this class of structures as the risk was too great to attempt to carry these structures until worn out. This is good practice on a line of this character. The only question is whether it costs less to have the work done by the contractor at the time of construction than to have it done by the railway company on taking the line over for operation.
(62)	Were the Grand Trunk Pacific railway
allowed to do this filling, good practice would demand that they begin the work of replacement at once on taking the line over for operation and prosecute it diligently until its completion.	,	,, .
(63)	It is difficult to determine whether this would be the most economical; section 224x of the specifications provides that the cost of temporary trestles is included in the cost of train hauled filling. Were the railway com, pany to do this filling the cost of the standard " pile bridges or trestles should be added to the
cost of filling at 25 cents per yard to determine the total cost of the work, and it is questionable in some cases whether it would not have exceeded the cost paid to contractors.
(64)	The consideration of interest for the excess cost for seven years is not right, since the customary practice on other leading roads does not allow the maintaining of such structures in territory of this character, until worn out.
(65)	This saving that the Investigating Commission claims would have been made by the use of timber bridges and trestles is defective in that it is based on the difference between the actual cost of the work done and the estimated costs by the engineers for the trestles. One has only to refer to pages 25 to 58 of the report to see that the engineers' estimates are an unsafe thing to go on since the actual costs exceed the estimated in some cases, one hundred per cent.
(66)	From exhibit 22 of the report, taking the actual cost of present fills and structures, $7,554,758 and allowing four per cent per annum interest for two years, assuming that the Grand Trunk Pacific would require that length of time to have replaced the proposed trestles, the total cost with interest would be $8,159,139. Taking the engineers' estimates of cost of trestles with interest for two years as above would have made a total of $2,440,122 to which add the Engineers' estimates to make permanent would give a total estimated cost of $6,460,179. The actual cost exceeds the engineers' estimated cost about twenty-seven per cent, but the engineers method of estimating are subject to question, and it is doubtful whether much saving would have been made had the trestles been built and the work afterwards completed by the Grand Trunk Pacific railway promptly, as good practice would suggest.
This is a submission on these three points by an undoubted authority, who says that taking into consideration the offer of the Grand Trunk Pacific to build these trestles at twenty-five cents per yard, even then he doubts whether it would cost less than having the filling done now. But, I will give the House an answer which is stronger than that. This company would undoubtedly not .have taken over the road with wooden trestles. I think no person will question that; under the lease, I mean. What would that have meant? Mr. Berry says it would probably take two years to make fills, and that means that the seven years' period, on which the rental would begin, would have been pushed forward tiwo years. And this country, in order to save, even giving them their figures, $2,900,000, would have paid interest on $161,000,000 and $181,000,000 for two years. Figure it at one year, and there is a saving of $2,000,000 besides the good railway practice of putting in steel structures and fills at the present time.
I might go more strongly into this, and point out that our good friend, Sir Bichard McBride, in order to get rid of grades and curves on the Canadian Northern, is giving a large amount of money, and this Government it is said is going to help, one of the reasons being that the road is going to



be of a higher standard than was anticipated. Here is the Colonist of Victoria, B.C., showing all the grades of the roads that might compete with the Canadian Northern, and it only makes one error in using the word ' maximum ' grade, to show that the Canadian Northern grades are lower than those of the Grand Trunk Pacific. ' Maximum ' means the highest point. At one point in the Rocky mountains,, the Grand Trunk Pacific has a steeper incline than the Canadian Northern railway.1 But that is provided for by the pusher grade of twenty-one or twenty-two miles; and consequently the ruling grade against east-bound traffic, even in the Rocky mountains, is four-tenths of one per cent, and against westbound traffic, six-tenths of one per cent; and that, I say without the least fear of contradiction, is the lowest ruling grade on any transcontinental railway in America now existing or projected.
Before I come to one other question, I want to deal with the question of freight sheds and stations. I wish to answer an assertion of the commissioner-counsel or counsel-commissioner. That assertion is that this line is being built in the wilderness and consequently these stations and freight sheds are too good-intimating that there will be no traffic along the Transcontinental line. Where is the man from the province of Ontario who will say that there will be little traffic along the Transcontinental line? He is not on this side of the House, and he is not on the other side. The men from Ontario know that this Transcontinental line not only runs through a portion of wooded country that is very rich, not only skirts a rich mineral country, but traverses a belt of clay land equal to the best land that lies out of doors anywhere in the world. Now, for. fear there might be some opposition from my hon. friend from North Ontario (Mr. S. Sharpe), I want to give him some real good authority for this statement. There is a gentleman, an able man, who is a member of the present Ontario Government; Hearst is his name, and he is Minister of Lands and Mines. He is an authority on northern Ontario, as he is the minister representing that district. I shall read to the House just a few lines of what Mr. Hearst says as a complete answer to those who say that we ought to have cheap stations such aS they used to have on the Canadian Pacific railway when it was first built, and small freight sheds practically like those on the colonization roads. Now, Mr. Hearst's statement will show that in a few years, in the province of Ontario at least, there will be a wonderful local traffic 
developed on the Transcontinental railway, requiring good stations and freight sheds. Mr. Hearst spoke at a meeting held on the 5th of March, 1914-not very long ago. Yes, and it was at Ward 5 Conservative Association, Toronto, right amongst the men who, if they believed this report could not have believed Mr. Hearst's words:
The most insistent fact brought out by the Hon. W. H. Hearst, in his reply to the toast of ' Northern Ontario,' proposed by Mr. K. \y. *T. Owens, M.P.P., was the fact that the Transcontinental railway ran through the best agricultural land of northern Ontario. The minister stated that he had just received a letter from a person who had invested his money in Saskatchewan, who declared, after travelling along the line of the National Transcontinental railway, that he had never seen such land as that through which the railway ran.
I believe said Mr. Hearst, 'that the land there is better than the land out in the west.' He stated that the depth was practically without limit. The minister gave a resume of the work done by the Government in opening up the nor.th lands, and stated that the land in the Rainy River district had risen in value from $1.50 per acre to $5 and $10 per acre on account of the roads constructed there.
Now, I ask hon. members from Ontario what stock they will take in this criticism that the Transcontinental Commission built stations of too high a standard, built freight sheds of too great capacity, and should have built them smaller. In this report the commissioners even have an exhibit to show that, with a small station built, the Grand Trunk Pacific declared that it was not big enough for the purpose and compelled them to build another. And they have put in that exhibit to show extravagance.
I say, it shows the second thought was best; and, as a man from Ontario, I resent the imputation that there will not be traffic .along this line, for it will develop a great local traffic, and that very soon-and I refer to Mr. Hearst in support of that assertion.
Now, I want to deal with the engine houses along the same line. I am not going to criticise anybody whom these commissioners selected to advise them, but I wish to call attention to one thing, and that is, so far as I can find, no expert advice was asked concerning this matter by Mr. Gutelius from any person except a present or past employee of .the road which has loaned him to the Government. In this question of the engine houses, they selected an old friend of my own, Mr. Thomas Tompkins, who gave them an opinion as to the cost of these engine houses and what the cost should have been. Mr. Thomas Tompkins, I suppose, has not built an engine house in twenty years-a

good contractor when he was at it, but, like some of the rest of us .at our several employments, has not been at it for a long time. It would be just as reasonable for me, having set type some twenty years [DOT]ago, to try to pose as an expert on setting type as for Mr. Thomas Tompkins at the [DOT]present time to pose as an expert builder. I say that without disrespect to Mr. Tompkins. He constructed certain buildings along the line of the Canadian Pacific railway many years ago, and I think 1 am safe in saying, having known him intimately, that he has not built anything for the Canadian Pacific railway in fifteen years. These engine houses, he says, cost too much, and he gives the figures. I do not want to go into that, but I wish to give the conclusion of his own letter about engine houses:
I And that these sums mentioned above are over thirty-three per cent in excess of what these buildings have cost at points on the Canadian Pacific railway along- the north shore of lake Superior.
Some of these buildings were constructed for the Canadian Pacific railway when material, labour and everything that enters into their construction cost only half as much as to-day. And I say, if these engine houses only cost 33 per cent more than the Canadian Pacific railway engine houses cost years ago, they were built more cheaply than were the Canadian Pacific railway engine houses.
Another question is brought up in this report, and that is that tenders were not called for the building of these engine houses. When the contracts for the construction of the railway and grading were given, who knew where the engine houses were going to be? Neither the contractors nor the commission knew. But in every contract there was a statement that the schedule prices in that contract should apply to everything, including engine houses. Cement, for instance, which enters largely into the construction of engine houses, was to be supplied for engine houses, if the commission saw fit to make the contractor build the engine houses at these prices. What are the conditions? I leave it to any business man. The railway contractors had control of all the transportation along the line. These lines were under contract and under construction. The contractors could carry the material cheaper than any one else, and they could control it. But, conditions having changed
somewhat, the Transcontinental Commission said: It does not now cost you as much to carry the materials for your engine house as it did to carry the material for the road, because you have your line to haul it on; you must, therefore, bring down your prices. The engineer of the Transcontinental Commission, the engineer of the Grand Trunk Pacific railway and the engineer of the contractors got together and made a bargain, which was the sensible thing to do, that these contractors should build the engine houses, and they are building at lower schedule prices than appear in the contract made by the contractors for the line. It was a matter of pure business; it was what would have been done by any business man in this House. The building of these engine houses in a complete way should have been not criticised but commended. This is the way the matter will commend itself to the consideration of the people of the Dominion of Canada.
I want to take up for a moment what is known, as the Cap Rouge viaduct, in respect of which a suggestion has been made by the commission that the Toad should have been built cheaper. The original plans called for what is known as open caisson work. I shall not attempt to describe it, but it is known that in open caisson work the foundation is built on piles driven into the mud. When the contractor came to do this work he said: No, I will give up this portion of my contract because this will not be substantial work. They called in the engineers to discuss the matter. Caisson work is not ordinary work; you have to have experts to deal with it, as hon. gentlemen will find if they, look into the construction of the Quebec bridge, where they had to get men specially versed in this kind of work. As a result of this step, the open caisson work, with its piles driven into the mud, where the tide, rising from fifteen to seventeen feet, would have washed the material away, were discarded, and pneumatic closed caissons with airtight compartments and solid foundations were used. I say this was a proper thing to do; I would do it again, and, instead of a flimsy structure, would advocate a permanent structure of which the people may be proud and over which the Grand Trunk Pacific Railway Company need have no fear to run their trains.
Now, I come to La Tuque. The complaint is made that a pusher engine was not used at La Tuque. 1 discussed that matter with the engineer, with the Grand Trunk Pacific

Company and with Mr. Hays. I am not running away from any responsibility; I am here to say that no man ever put in more faithful and honest work for any country than I put in in connection with the Grand Trunk Pacific railway. I will be quite content (to let my record go down in the history of Canada side by side with the men who have made this report. It is said that at La Tuque we should have a pusher grade. It was a question of engineering. The estimated cost of a pusher grade was much less than the estimated cost of a, four-tenths grade. I was asked about it; Mr. Hays was asked about it; Mr. Butler was asked about it, and after consultation we decided that as we had told the country we were going to build, wherever possible, a four-tenths grade against east-bound traffic, we would stick to that, even if it did cost a little more money, and we did stick to it. Who has anything to say against that principle? Were we to deceive the people and stick in a pusher grade wherever it was convenient to do so? I say, no. I wish the Postmaster General were in his seat, because he has been buncoed in this report. Let me show the House where and how. One of the reasons given by this' commission why a pusher grade should be used at La Tuque was because there was one at the north end of the Quebec bridge. That is only 126 miles distant. Let me show the fallacy, the utter unreasonableness and the misleading character of such a statement. At La Tuque you could reduce the grade by removing the obstacle; at the Quebec bridge you could not. The Quebec bridge had to be built 150 feet above the water. The level of the Quebec bridge could not be brought down; the railway had to be brought up. You might have to go inland five miles in order to make a grade to overcome the height of the Quebec bridge. That was entirely unpracticable. What a fallacy it was to make a comparison between the immovable Quebec bridge height and the movable La Tuque height. But here is where the Postmaster General is being buncoed: not one pound of freight from Quebec to the West or from the West to Quebec goes over the Quebec bridge. To put in a pusber grade at La Tuque would have been creating one more obstacle; this is just a little insidious deception which is contained in the report. I trust that after what I have said the people of Quebec will not be fooled by this comparison between La Tuque and the Quebec bridge.

I now come to subcontracts. The commission charges that the country lost practically $8,800,000 by allowing these contracts to be sub-let. There is not a member of this Government who believes that part of the report. The acting Minister of Railways knows that that is pure buncombe, intended to deceive the public. In giving these contracts to large contracting firms we followed the policies of every big railway company on this continent. If these contracts had been given to small contractors who put up very little security and who failed in their work, the Government would not have had this road for five years longer. An army of officials to keep track of this work without uniformity, without centralized responsibility, is unthinkable among business men; the idea is being laughed at by every construction man on this continent. Let me point out what I mean. The Canadian Pacific Tailway has a new line from a point west of Smiths Falls to Toronto. Did the Canadian Pacific Railway Company let the contract to a small contractor? Not at all; they let practically the whole contract to one firm of contractors, who have sub-let the work to sub-contractors. The Grand Trunk Pacific has let woTk in the mountains to Foley, Welsh and Stewart, all to sub-contracts. The Canadian Northern in Ontario have let their work in large sections to big contractors, and these big contractors sub-let the work every day. In no other way under the canopy of heaven could these great works go on except by selecting big, responsible contracting firms and holding them responsible, by deposit and through their plant on the ground, for. the work being efficiently carried out; and any man who tries to make this country believe that sub-contracting was something wrong, by which the country lost money, is simply playing on the credulity of the people. Such a report is not believed by the members of this Government, not one of them. I am going to prove that they do not believe it. From Deans to Dartmouth a railway is being constructed in the riding of the Prime Minister by M. P. and J. T. Davis. It is sub-contracted, and this Government, through the Minister of Railways, will pay for the entire road as it is a Government road. Every day the minister is recognizing sub-contractors under the same M. P. and J. T. Davis in the constituency of the right hon. the Prime Minister. I am not finding fault with that: I think that is right; but it is not right for a Government

that is doing that to be spreading a report charging that another government had wasted $8,000,000 in doing what they aTe doing every day. Let me take another instance:	I will take even the Welland
canal, not a railway at all.


Mr. McCURDY:: The hon. member referred to the Deans-Dartmouth railway. Can he tell the House when the contract for that railway was awarded to the Davis firm?


George Perry Graham: The contract was awarded before the last election.


Fleming Blanchard McCurdy: By which Government?


George Perry Graham: By myself, and I probably would have had it built by this had I remained in power. But that does not alter my contention, and, as my hon. friend knows the sub-letting is being recognized every day since on that line; and some of the sub-contracts, I venture to say, were let after this Government came into powe . There is no doubt about that. My hon. friend is not going to condemn sub-contracting is he? Let him get after the acting Minister of Railways and Canals-[DOT]


Mr. MACDONALD:: My hon. friend
should have asked the ex-Minister of Railways (Mr. Graham) whether or not he had also let a contract to build a railway in Guysborough county. He also suppressed the fact when this Government came in they latified the contract with Davis, and cancelled the contract for the railway in the county of Guysborough.


George Perry Graham: The Government could
have cancelled the contracts with M. P. Davis just as they did the other to which my hon. friend has referred. The two contracts were let at the same time, they could have said: You must not sub-let. But this Government is not made up of men who do not know anything, they knew that was business and the contracts were su'b-let.
Now,. I come to the Welland canal, not a railway at all; contracts which were let a few weeks ago have sub-contractors on them now, under the chief contractor, and it is let in large sections too. What has my hon. friend to say to the report of subletting? He does not believe this twaddle. No member of the Government does.


An hon. MEMBER:: Let them say so.


George Perry Graham: Why, they do say so;
their practice every day says they do not believe it.


Thomas Simpson Sproule: I would like to say, that it is not parliamentary to impute improper motives to the Government.


Some hon. MEMBERS:: Oh, oh.


Thomas Simpson Sproule: Order. The best authorities say emphatically that it is improper to impute motives, and to say that the Government do not believe what they have presented to the House and what they are standing by is-


Mr. GAUVREAU:: It is true.
' Mr. SPEAKER:	Order. That is to say,
they are misleading the House, and that is improper. I hold in my hand Mr. Peel s decisions on this point. I might read several of them if it were necessary; but I only refer to the matter because I think the hon. member perhaps did it unintentionally.


George Perry Graham: In the first place, not a member of the Government has said they are standing by this report.


Some hon. MEMBERS:: Hear, hear.


George Perry Graham: Secondly, it is a commission report laid on the table, and not a member of the Government has said he is standing by it. I am pointing out that the practice of the Government every day shows that there are portions of this report that they do not believe in, because they are violating the findings of the report. I am not imputing motives at all.


Some hon. MEMBERS:: Hear, hear.


Thomas Simpson Sproule: Order. The hon. member several times, with reference to statements made by the acting Minister of Railways and Canals, said he did not believe the statements h; made.


George Perry Graham: No, I did not say that- in the report.


Thomas Simpson Sproule: I listened to that several times, and I disliked very much to interrupt the hon. member in doing it; but in that statement he is distinctly out of order. If the hon. minister did not believe it and yet presented it to the House, he was doing something improper, something he should not do.


George Perry Graham: Under that ruling any
return a minister would present to the House he would fully believe in; and I would have no right to criticise the return. I am criticising a report and the minister has not said he believes in that report, and he may vote against it. Gould he not vote against it?


Thomas Simpson Sproule: I did not say anything with reference to the report; I spoke with reference to statements made to the House by the minister. The statement was that the hon. minister did not believe the statement he made himself.


George Perry Graham: Oh, no.


Some hon. MEMBERS:: He never said
that.


Thomas Simpson Sproule: I want to say that it is the Speaker's judgment that must prevail in a ruling of this kind.	*


Some hon. MEMBERS:: Oh, oh; we will appeal.


Thomas Simpson Sproule: If the ruling is objected to, there may be an appeal from it; but I shall exercise the right that the Speaker has to see that the rules of debate are observed.


George Perry Graham: I submit in fairness that I have not made statements of that kind. I am sure the minister will agree with me that I never thought of saying such a thing.


John Dowsley Reid: Go ahead.


Some hon. MEMBERS:: Go on.


George Perry Graham: I was pointing out that not only was the policy of all the big companies to let these great works to large contractors of responsibility but that these contracts were sub-let. Then I was stating-


Some hon. MEMBERS:: It is nearly midnight; ask to adjourn.
Other hon. MEMBERS:	Go on.


Thomas Simpson Sproule: I think that the ruling of the Chair should be respected, and to say ' go on ' in defiance of that is certainly disputing the order of the Chair, and puts one saying so in the judgment of the House as acting improperly.
Mr. CARVELL;	1 suppose that Your
Honour is referring to me. I was telling the hon. gentleman to ask to adjourn the House. I was not disputing your ruling.


Charles Arthur Gauvreau: But more than that, I heard the minister say ' go on.'


Thomas Simpson Sproule: Order. 1 heard the
statement, ' go on.'


Mr. BOIVIN:: The Minister of Railways said, ' go on.'


Charles Arthur Gauvreau: Will you allow me only a minute?


Thomas Simpson Sproule: Any member has a right to rise to a point of order; but it is his duty, when the Speaker is on his feet, to remain seated.


Charles Arthur Gauvreau: I was only going to
ask you to allow me to say a word. I heard the minister himself say to the ex-Minister of Railways, " go on.' If you did not hear him, it is not my fault.


Some hon. MEMBERS:: We all heard
him.


George Perry Graham: 
Arthur Meighen: Does the hon. gentleman say that in the proposed revision of the Intercolonial railway there are no
virtual grades, even though the real grade is four-tenths and six-tenths?


George Perry Graham: He does not use the word ' virtual ' here. The work has not been done yet. My hon. friend can try to read in little quibbles, as he has been doing all night, but there is the statement of Mr. Gutelius, and when he says four-tenthsi and six-tenths, I take it that 'he means what he says. He does not use the word 'virtual,' which he would have to do if it means velocity grades.


Arthur Meighen: That is what Mr. Gutelius says ?


George Perry Graham: I have not heard him say it. I know what he says in his written statement; that is what I am going by. My hon. friend does not like this, because it shatters some of his idols.
There are a few things more I would like to say in reference to the cost of the road, but, as it is getting late, I would like to move the adjournment of the debate.


[Stage Direction]
Motion agreed to, and debate adjourned.
On motion of Mr. Pelletier, the House adjourned at 11.57 p.m.

[Stage Direction]
Abbreviations:-lr., 2r., 3r.=first, second, or third reading. Amdt. = Amendment.
Com.=Committee. Con.=Consideration. Div. = Division. M.=Motion. Rep. = Report. Res. = Resolution. Sec. = Section.
Acme-Carbon mails, 2687.
Address to H.R.H. the Governor General, on departure from Canada, 5275.
Address in reply to Governor General's Speech, 4, 49, 94, 127, 167, 202, 259, 285. Amendments proposed: Sir Wilfrid Lau-rier, 22; Mr. Neely, 267.
Adulteration Act Amendment Bill, lr., 1433.
2r., 2388. Com., 3362.	3r.. 3362.
Advertising, fraudulent. See Criminal Code Amendment Bill.
Aerial navigation, 2972.
Agricultural implements
Duties on: m., Mr. Knowles, 1548: div., 1602.
Extent of industry, 572.
Rebate on raw material, 1360.
Tariff on, 3140.
Valuation for duty, 2958.
Agriculture
Department
Employees, 341, 363.
Entomology, division of, 1130.
Estimates, 341, 1098-1111,1130-1163, 16701688, 2370, 3487-3504.
Encouragement of, 6, 8, 76, 81, 84, 109, 171, 179, 225, 292, 301, 303, 358, 809, 11431162, 2956.
Experimental farms, 1098, 1135, 1154, 2370, 3487.
Gazette, 1098, 1161, 1670.
Insect pests, 1130, 1155.
Kentville, tuberculous cattle at, 4559. Quebec, in, 1143, 1148-1152, 1156-1160, 1162, 1676.
Aikins, Mr. James A. M. (Brandon)
Budget, 2645.
Transportation, 2646.
Wheat markets, 2648.
Agricultural implements, 2651.
National Policy, 2652.
Railway subsidies, 2654.
Trade of the West, 2656.
Dominion lands, 201, 3321.
Hudson Bay terminals, 683.
Senate representation, 1496.
Alaska-Yukon railway, 1433.
Volume 1:	1-1011.
" ii: 1013-2011.
Alberta
Internal elevators, 473, 572.
Irrigation, 1605.
Natural gas, 357.
Rural mail, 817.
Alcohol, tariff on, 3106.
Aldershot camp, 1435.
Alert, steamer, 308, 325, 423-429, 474, 669.
Alexander post office, 2960.
Alguire, Mr. D. O. (Stormont)
Old age pensions, 1352.
Alpine club of Canada, 4155.
Aluminum leaf, tariff on, 3132.
Ames, Mr. Herbert B. (Montreal, St. Antoine)
Budget, 2501.
Trade outlook, 2501.
Revenue and expenditures, 2503.
Debt of Canada, 2504.
Temporary loans, 2507.
Tariff revision, 2508.
Canadian Northern Railway, 3725.
Amherst armoury, 3714, 4293.
Animals, health of, 3173.
Annapolis county mails, 345.
Antigonish
Customs collector, 3860, 3893.
Food inspector, 666.
Immigration agents, 573, 5210 Mail service, 572 Public works, 5227.
Arcadia rural mails, 701.
Archives, 720, 740, 1769. See also Records.
Armouries, 666, 702, 1890, ,1902, 4204, 4576, See also Militia Estimates.
Armstrong, Mr. J. A. Macdonald (North
York)
Budget, 2592.
Agricultural implements, 2595.
Senate reform, 2595.
Free wheat, 2596.
Privilege, 3114.
Volume iii: 2013-3052.
" iv: 3053-4019.
Volume v: 4020-5380.
[Stage Direction]
Armstrong, Mr. Joseph E. (East Lambion) Canadian Northern Railway, 3904.
Militia, 4586.
National Transcontinental Railway investigation, 2132.
Prudential Life of Canada, 2902.
Public buildings, 1900.
Armstrong. J. H„ dismissal of, 2179.
Arthabaska public works, 1114, See alsj Drummond.
Art. See National Gallery.
Arthurs, Mr. James (Parry Sound) Explosives, regulation of, 3869.
Georgian Bay Canal, 2969.
Indian reserves, 3546.
Iron and steel industry, 1519, 3213.
Timber licenses, 5025.
Asiatic trade, 887, 5035.
L'Assurance de Rimouski, 3894.
Astronomical surveys, 4155.
Athabaska Landing-Fort McMurray telegraph, 354.
Atlantic fishing disaster, 5194.
Atlantic, Quebec and Western Railway, 892. Auditor General, office of, 723.
Aurora Menace, 2310, 3056, 3236.
Automobile lamp lenses, tariff on, 3133. Avignon post office, 818.
Bad Throat river water powers, 1913.
Bagot county rural mails, 1694.
Baie des Chaleurs Railway, 358.
Baie St. Paul mails, 1819, 1914, 3058, 4368.
Ball, Mr. R. J. (S. Grey)
Brodeur, Hon. L. P„ trips of, 1112.
Bank failures, 3199, 3208, 3860, 3894. See also Farmers Bank.
Bank rates of interest, 5199.
Banks and Banking. See Loan Companies and Trust Companies.
Banque Internationale, 4712, 4753.
Barnard, Mr. Geo. H. (Victoria, B.C.)
Asiatic immigration, 1250.
Divorce reform, 837.
Barrette, Mr. J. A. (Berthier)
Banks and banking, 3894. [DOT]
Barriefield camp, 3714,
Basic slag, duty on, 444, 511, 630.
Amendment proposed: Mr. Emmerson, 638.
Bassano post office, 472.
Volume 1:	1-1011.
" ii: 1013-2011.
Bathurst
Harbour, 348, 4212, 4295.
Public works, 348.
Battlefields, historic, 4183. See also Quebec. Bear River wharf, 2013.
Beattie, Mr. Thomas (London)
London and Port Stanley Railway Company,' 1416.
Beaubien homestead, 1842, 3331-3346.
Beauce rural mails, 1690.
Bedford public building, 2o45.
Beland, Hon. H. S. (Beauce)
Agricultural implement duties, 1586. Agriculture estimates, 1148.
Beauce rural mails, 1690.
Coal resources, 1806.
Franking privilege, 3224.
House of Commons representation, 5316. Immigration, 1617, 1624.
Inland Revenue estimates, 1377.
Rimouski Insurance Company, 4713, 4807.
Bennett, Mr. R. B. (Calgary)
Advertising, fraudulent, 3469.
Boy scouts, 4132.
Calgary and Edmonton Railway Company, 796.
Canadian Northern Railway, 3734. Naturalization, 4133.
Bennett, Mr. Wm. H. (East Simcoe)
Address in reply to Governor General's Speech
Pig-iron industry, 230.
Transportation, 233.
Bounties on steel, 1516.
House of Commons accomodation, 4199. National Transcontinental Railway investigation', 2321.
Post office employees, 2379.
Transportation, 951, 2978.
Bergeron, J. C„ payments to, 368.
Best, Mr. John A. (Dufferin)
Lemieux, Hon. R., trips of, 698.
Privilege, 3114.
Tariff, 3062.
Bickerdike, Mr. Robert (Montreal, St. Lawrence)
Death penalty, 4, 483, 4516.
Immigration, 1638.
Judges' salaries, 3611.
Pilotage, 3624, 5069.
Prison reform, 4514.
Biggar, Col. J. L., trip to Europe of, 1217. Binder twine. See Inspection and Sale Act. Biological Board, 2434.
Bishop, A., employment of, 3208.
Volume iii: 2013-3052.
" iv: 3053-4019.
Volume v: 4020-5380.

[Stage Direction]
iii
Bisley and Canadian team, 512, 1215.
Black Cape post office, 703, 2178.
Blain, Mr. Richard (Peel)
Dismissals, 1201.
Farmers Bank, 4895.
Public tenders, 1205.
Blood Reserve grazing lease, 357.
Blue-books, translation of, z436.
Boar's Head fog alarm. 2787.
Boivin, Mr. Geo. H. (Shefford)
Agriculture department employees, 363 Budget, 2891
Agricultural implements, 2894.
Free food, 2895.
Canadian Northern Railway, 3717, 4054 Dismissals, 1405.
Eastern Townships diseased cattle, 263. Fenian raid veterans, 349, 440.
Granby post office, 363, 697.
Inland Revenue estimates, 1371, 1405. Judges' salaries, 3605.	,
Newport Customs employees, 890, 1021, 1332.
Post offices in Eastern Townships, 3647. Riendeau, S., employment of, 1114.
Shefford county rural mail, 363.
Tariff, 3152, 3157.
Bonaventure
Experimental farm, 357.
Indian reserves, 2544.
Mails, 1692, 2178.
Public works, 892, 1360.
Borden, Rt. Hon. R. L. (Prime Minister) Address to H.R.H. the Governor General, 5275.
Address in reply to Governor General's Speech
Delay in meeting of Parliament, 22. Solicitor Generalship, 22.
Highways improvement, 23.
Senate, 24.
Naval defence, 25.
Quebec terminals, 29.
Cost of living, 29.
Agricultural implement duties, 1558 Atlantic mail service, 5062.
British Columbia Better Terms Commission, 2372, 4628, 4997.
Brooke, Mrs. M. J., pension of, 4964. Canadian Northern Railway Aid Bill, 3650, 4009, 4025-4089, 4221-4281, 4300-4334, 4376, 4399, 4452, 4548. See a'so 3252, 3319, 3397, 3453. 3573.
Canadian Pacific Railway and Austrian emigration, 899.
Canadian Peace Centenary Association, 970, 4961.
Charlottetown Confederation Convention, 4960.
Borden, Rt. Hon. R. L.-Con.
Cigarettes, prohibition of, 1478.
Colpitts, Mr., case of, 454.
Confederation, semi-centennial of, 1450. Conservation Commission, 718.
Divorce
Procedure in parliament, 4882.
Reform, 838.
Dry docks subsidies, 4095.
Electoral corruption, 918.
Empress of Ireland, loss of, 4433, 4552, 4554, 4555. 4628, 4716, 4879, 4894, 4954, 5230.
Explosives, manufacture of, 1810.
Farmers Bank, 4802.
Fenian raid veterans, 4359.
Fishing disaster-appeal for government aid, 5196.
Fuller, Mrs. M. E., pension of, 4998. Goodwin, Geo., return of deposit to. 2371 Grand Trunk Pacific bond guarantee, 4831, 4929.
High Commissioner's office, 311.
Hindu immigration, 4295, 4369, 4566.
House of Commons
Business of the House, 1606, 3197.
Debates, French translation of, 5271. Deputy Speaker, office of, 1365.
Easter adjournment, 2311.
Morning sittings, 2788, 3210, 3310. Questions and answers, 880. Representation, Hoe that title.	*
Saturday sittings, 3784.
Wednesday sittings, 1264.
Imperial Press Conference, 4961.
Indian Act Amendment, 3482, 3540, 3550. Intercolonial Railway
Canadian Pacific Railway traffic agreement, 594.
Management, 3286.
Suburban trains, 1065.
International Waterways Co.nmi ssion, 1163, 1396, 1483, 4962.
Irrigation Act Amendment, 3485.
Labour conditions Unemployment, 5032.
Vancouver Island, 1325.
Western, 3892.
Labrador coast line, 2954.
Life-saving rewards, 5177.
Militia and religious processions, 5375. Monk, Hon. F D., death of, 3785.
Mounted police, 310, 708-718, 4963.
National Council of Women, 2948. National Transcontinental Railway Commission, 4838.
Investigation, 2353.
Management, 5099.
Montreal, connection with, 5128. Naturalization, 4813.
Natural resources, provincial control of, 1069.
Naval service, 5157.
Navigable waters, pollution of, 1742,
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Ai
[Stage Direction]


Borden, Rt. Hon. R. L.-Con.
Newfoundland shipping disaster, 2517, 2995. Newspaper reports of caucus, 1871.
Paris government office, 4966. Parliamentary procedure Answers of length, 1061.
Commons admendments to Senate amendments, 5034.
Privilege, basing on newspaper statements, 1121.
Returns and private papers, 4958. Supply, Committee of, without notice, 307.
Thursday sittings and Government precedence, 696, 706, 708, 721.
Petroleum, export of, 971, 1758, 3463. Pollution of navigable waters, 1742.
Postal rates to Britain, 3235.
Quebec Battlefields Commission, 3891, 4117. Railway Act Amendment, 2947.
Records Departmental Commission, 4963. Representation in the House of Commons, 611, 620, 795, 842, 866, 927, 5306, 5324, 5352, 5364.
St. John Valley railway bridges, 3883, 3959, 4024.
San Francisco exposition, 3255.
Senate representation, 1483,	1911, 3513,
5277, 5296.
Strathcona, Lord, death of, 91.
Tariff, 4432.
Tate, W., claim of, 4967.
Transatlantic mail service, 594. Unemployed in Montreal, 3176.
Vincent, J. U., appointment of, 1410.
Borden, Sir Frederick, trips of, 570.
Boulay, Mr. H. (Rimouski)
Agriculture, encouragement of, 358, 1111, 1149.
Canada and Gulf Railway, 1022.
Clement, Hon. Justice, 2263, 2367. Dismissals, 969, 1426.
Farmers Bank, 4896.
French guides for museums, 1816. Immigration, 1620.
Intercolonial Railway Appointments of chiefs, 471.
Branch lines, 5126.
Employees' wages, 471, 1016.
Management of, 3311, 4947.
Tie contracts, 1331.
Judges' salaries, 1938.
Marine signals, improvement of, 5182. Militia, 4596.
National Transcontinental Railway stations, 1604.
Naturalization, 4818.
Naval service, 334, 346. bi73.
Ottawa as a federal district, 1889.
Pedley, F., resignation of, 817.
Pilotage, 3629.
Railway Commission, 2437.
Rimouski land purchase, 1695.
Volume 1:	1-1011.
" ii: 1013-2011.
Boulay, Mr. H.-Con.
Sessional messengers, 704.
Smuggling, alleged, 1782.
Trade commissioners, 888.
Vineberg, Helen, divorce Bill, 4880.
Bounties on steel. See Steel.
Bourassa, Mr. J. Boutin (L6vis)
Carrier machine shops, 1819, 2961. Dismissals, 4369, 5028.
Fenian raid veterans, 1022.
Intercolonial Railway Double tracking, 4558.
Fire claims, 5029.
' Safety First ' engineer, 2262. Investigations into political partisanship, 2308.
Larose, Wilfrid, 1818.
Lauzon postmaster, 5029.
L6vis .
Experimental farm, 369.
Rural mail, 369.
Mail bag locks, 701.
National Transcontinental Railway Quebec terminals, 2177.
Ontario Fire Insurance Co., 4295.
St. Romuald post office, 809, 4021.
Boy Scouts, 4131, 5002.
Boyce, Mr. A. C. (West Algoma)
Electoral corruption, 914.
National Transcontinental Railway investigation, 2180.
Prudential Life of Canada, 2900.
Vineberg, Helen, divorce Bill, 4881.
Wagner, Philip, 1184.
Boyer, Mr. Gustave (Vaudreuil)
Agriculture, aid to, 809.
Boyer, Mr. A. G.-Con.
Bergeron, J. C., payments to, 368.
Butter manufacture, 2385.
Chevrier et FrOres, payments to, 368. Graham wharf, 443.
Intercolonial Railway lumber purchase, 894.
Ottawa river lightkeepers, 574,
Point Fortune wharf, 3398.
Quebec seigniories, 568.
Rigaud
Post office, 442, 3638, 4021.
Wharf, 442.
Wharfs, revenue from, 368.
Boys, Mr. W. A. (South Simcoe)
Barcelona Light and Power Company, 1911 1981.
W. C. Edwards Company, 3474.
Bradbury, Mr. George H. (Selkirk)
Butter manufacture, 3164.
Central Western Canada Railway Company, 806.
Cold storage, 3568.
Dismissals, 1199.
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[Stage Direction]
Bradbury, Mr. Geo. H.-Con.
Fenian raid veterans, 5001.
Indians, 3483, 3545.
Ottawa public buildings, 1878.
Pollution of navigable waters, 1745, 2013. Tariff, 3124.
Winnipeg-Gimli train service, 4629. Brantford public building, 817, 871, 5218.
British Columbia-Alaska Railway, proposed, 1870.
Bristol, Mr. Edward (Toronto Centre)
Better Terms Commission, 359, 2372, 4628, 4997.
Canadian Northern Railway, 3787, 4254. Broder, Mr. Andrew (Dundas)
Address in reply to Governor General's Speech
Naval defence, 177.
Highways improvement, 177.
Cost of living, 178.
Agriculture, aid to, 179.
Cigarettes, prohibition of, 1473.
Brodeur, Hon. L. P., trips of, 1112.
Brome rural mail service, 703.
Brooks, Mrs. M. J., pension of, 4964.
Brouillard, Mr. Ovide (Drummond and Arth-abaska)
Arthabaska public works, 1114. Dismissals, 1023.
Drummond and Arthabaska post offices, 1019.
De Present printing contracts, 1534. Newspaper advertising, 1781.
Rimouski government employees, 4021.
Buchanan, Mr. William A. (Medicine Hat) Acme-Carbon mails, 2687.
Address in reply to Governor General's Speech
Free wheat, 304.
Transportation, 304.
Agricultural implement duties, 1585. Alberta	.
Internal elevators, 473, 572, 1216. Irrigation, 1605.
Natural gas, 357.
Rural mail, 817.
Bassano post office, 472.
Blood Reserve grazing leu.se, 357.
Budget, 2660.
Freight rates1, 2660.
Tariff, 2661.
Free wheat, 2663.
Agricultural implements, 2665. Immigration, 2667.
Burns grazing lease, 2591.
Calgary and Edmonton Railway Company, 766.
Canadian Northern Railway, 3948, 4424. Canadian Pacific Railway irrigated lands, 2785.
Central Western Canada Railway Company, 804.
Volume 1:	1-1011.
[DOT]' ii: 1013-2011.
Buchanan, Mr. Wm.-Con.
Coal lands, 365.
Coutts customs officer, 436.
Dominion lands, 3320.
Glencurrie post office, 4561.
Grain elevators, 1647.
Homesteaders' pre-emptions. 357. Irrigation, 574, 3596.
Labour disputes, 545.
Natural resources, provincial control of, 1067.
Newspapers, postal rates on, 3238.
Ottawa building leases, 2544.
Railway Commissioners' superannuation, 574.
Ranching Commission, 574.
Rural post office libraries, 892.
Budget, 2440, 2482, 2520, 2547, 2592, 2639, 2690, 2734, 2789, 2841.	_
Amendment proposed:	Sir Wilfrid
Laurier, 2849; div., 2898.
Buffalo herd, 4155.
Bureau, Mr. Jacques (Three Rivers and St. Maurice)
Cap de la Madeleine wharf, 2959. GrandmOre buildings, 2688.	[DOT]
Ice breaking, 409.
Inland Revenue estimates, 1372.
Judges' salaries, 1932, 3604.
Naval service, 5167.
Penitentiaries estimates, 62368.
Post office estimates, 3647.
St. Maurice boom service, 2688.
St. Maurice Shawinigan public works, 5194.
Three Rivers Camp, 3509.
Dismissals, 818.
Postal district, 5129.
Post office, 2688.
Preventive officer, 473.
Public buildings, 569.
Burnham, Mr. John H. (Peterborough West) Address in reply to Governor Generals Speech
Naval defence, 46.
Cost of living, 47.
Highways improvement, 48.
Asiatic immigration, 1251.
Battlefields, preservation of, 4118.
Boy scouts, 4132.
Budget, 2629.
Protection and free trade, 2630.
Labour conditions, 2635.
Butter manufacture, 3163.
Canadian Northern Railway, 2262,
2591.
3967.
Cigarettes, prohibition of, 1475. Criminal Code and moral law, 3480. Divorce reform, 827.
Elections Act Amendment, 478. Electoral corruption, 907.
Farmers Bank, 3529.
Fisheries of Ontario, 1827, 1916.
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[Stage Direction]


Burnham, Mr. John.-Con.
Georgian Bay canal, 2973.
High Commissioner's office, 1768. Immigration, 1618.	[DOT]
Judges' salaries, 1937.
Naturalization, 4532, 4544.
Ocean transportation, 2932.
Old age pensions, 1340.
Oriental industrial competition, 4558. Panama canal rates, 3509.
Privilege, 3058.
Tariff, 1358, 3124.
Titles of honour, 479j
Trade, balance of, adjustment, 2016.
Trent canal, 4940, 4994.
W. C. Edwards Company, 3475.
Burrell, Hon. Martin (Minister of Agriculture)
Agriculture, Department of, estimates, 341,	1098-1111,	1130-1163,	1670-1688,
2370, 3173, 3487-3502.
Agricultural Gazette, 1098, 1104, 1161, 1670. Animals, health of, 3173.
Butter. See Dairy Products.
Cold storage, 1680, 1752, 3559, 4172.
Cow testing, 1673.
Dairy products regulation, 1678, 1751, 2384 2387, 3162.
Exhibitions, 1684.
Experimental farms, 1098, 1109, 1154, 2370, 3493.
Food products, inspection of, 1672 1679 2370.
Fruit inspection, 1674.
Horse breeding, 3493, 3501.
Insect pests, 1130-1133, 1155.
LOvis quarantine station, 1108.
Live stock industry, 3493.
Patent Office, 5200.
Patent Record, 1098.
Patents, renewal of, 1668, 1669, 2948, 3205. Potatoes, tariff on, 3090.
Quebec, agriculture in, 1677.
Tobacco culture, 1147.
Bury drill hall, 2960.
Butter. See Dairy Products.
Buttons, ivory, tariff on, 3159.
Cable rates, 5246.
Cameron, A. J., Fenian raid bounty commissioner, 2960.
Campbell, Glen, charges against, 622, 1853. Camperville and Winnipegosis mails, 2686. Canada and Gulf Railway, 1022.
Canada Grain Act Amendment Bill. Res., 3161. lr., 3162.	2r„ 3573. Com., 3574'
3r., 3861.
Canada Shipping Act Amendment Bills
Coasting privileges: lr., 90.
Investigations of casualties: lr., 4552. 2r. and com., 4554. 3r., 4631.
Volume 1:	1-1011.
" ii: 1013-2011.
Canada Shipping Act Amendment Bills-
Con.
Pilotage: lr., 3054.	2r., 3621. Com., 3621.
3r., 3631.
Shipping: Res., 1540. lr., 1540. 2r., 1607. See also Mer-hant Shipping.
Canada, Steamship, 2437, 3715.
Canada Temperance Act Amendment Bi!i.
lr., 3453.	2r„ 3588. Com., 3588.	3r..
3717. See also 1760, 2373.
Canadian Northern Railway
Conductors, dismissal of 2518.
Loan, application for, 1361.
Pacific terminus, 699.
Payments, 345.
Subsidies, 2262, 2591.
Terminals, 2262.
Canadian Northern Railway Aid Bill. Res., 3651, 3717, 3787, 3828, 3896, 3967, 4009, 4025, 4216, 4296, 4323, 4370. lr., 4426. 2r„ 4452. Com., 4525, 4545. Rep., 4551.	3r..
4631, 4675.
Amendments proposed
On res.: Mr. Macdonald, 3833; div., 4008. In com. on res.: Mr. Carvell, 4014- div * 4019.
On 2r. of res.: Mr. Ross, 4376; div., 4390. Mr. Pugsley, 4391; div., 4413, Mr. Oliver, 4416; div., 4425.
On 3r. of Bill: Sir Wilfrid Laurier, 4634; div., 4663. Mr. Verville, 4664' div, 4674.
Canadian Pacific Railway
Austria, office in, 896.
Irrigated lands, 2785.
Labour award, 2961.
Lachine bridge, 3111.
Toronto-Sudbury line, 1113.
Winnipeg-Gimli train service, 4629. ,
Canadian Peace Centenary Association, 970, 4961.
Canadians in Mexico, protection of, 2785. Canals, 365, 1957, 2963, 4162, 5108.
Canning factories, 1605.
Canning public building site, 1899, 4183, 5224. Canso
Letter boxes, 703.
Redaction works, 1693, 2080.
Cap aux Corbeau wharf, 4293.
Cap de la Madeleine wharf, 2959.
Cape Breton, naturalization in, 1116.
Capital punishment, abolition of, 4, 4S2, 1731 4516.
Carbons, tariff on, 3132.
Cardin, Mr. P. J. A. (Richelieu)
St. Joseph de Sorel post office, 572.
Trempe, L. J., employment of, 1434, 1695.
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[Stage Direction]
vii
Carleton Centre mails, 1818, 4021.
Carleton Head breakwater, 2178.
Carnations, tariff on, 3043.
Carrick, Mr. J. J. (Thunder Bay and Rainy River)
Canadian Northern Railway, 3811.
Iron and steel industry, 1498.
Rainy River Radial Railway Company, 2950.	.
Carroll, Mr. W. F. (Cape Breton South)
Alert, steamer, 308, 423.
Biggar, Col. J. L„ 1217.
Bridgeport postmaster, dismissal of, 3840. Budget, 2547
Naval defence, 2548.
Immigration, 2549.
Steel industry, 2551.
Coal industry, 2553.
Cost of living, 2554.
Tariff, 2555.
Labour conditions, 2556.
Canada Temperance Act, 3592.
Canadian Northern Railway, 4027, 4081, 4227, 4667, 4671.
Civil Service, 5373.
Cold storage, 1680, 3565, 4172.
Dismissals, 1171, 3840.
Dry docks, 4092, 4111.
Excise estimates, 1414, 1417.
Explosives, regulation of, 3863.
Fenian raid veterans, 4355, 5000.
Fish and fisheries Industry, 5275.
Protection, 1794, 1822.
Transportation, 390.
Franklin, B. J., employment of, 5217.
Glace Bay harbour, 4207.
Ice breakers, 402.
Immigration, 1643.
Indians, 3542.
Intercolonial Railway Appointments, 1113.
Branch lines, 5115.
Management, 3313.
Standard rules, 2957.
Judges' salaries, 1944, 3611.
Labour
Disputes, 532.	! '
Public wor,vs, on, 4205, 5202.
Lobster regulations, 5186.
Militia, 4599, 4605.
Mira river steamboat service, 2933, 5038. Naturalization, 1116, 4139, 4537, 4820.
Naval service, 333.
Old age pensions, 1343.
Ottawa as the Capital, 1884.
Pig iron, drawback on, 3216.
Public buildings in Cape Breton, 1895. Railway employees-hours of service, 2175. St. Peter's Indian school, 2479.
Steamboat subsidies, 2933.
Technical education, 5207.
Carroll, Mr. W. F.-Con.
Toronto, Niagara and Western Railway Company, 3476.
Townsend, N. T., resignation' of, 2436. Vancouver Island coal strike, 1276, 4667. Whitney Pier subcollector of customs, 433. Winter, Lt.-Col. E. F„ employment of, 2840.
Carslake Hotel purchase, 1871, 2436, 4023, 4192.
Carson. See Home Rule.
Carvell, Mr. Frank B. (Carleton, N.B.)
Basic slag, 643.
Bounties on iron and steel. 1520.
Butter manufacture, 2384.
Canadian Northern Railway, 3912,	40	,
4235, 4308, 4525.
Capital punishment, 491.
Carson, Sir Edward, presentation to, 1785* Dismissals, 1196, 1388, 2424.
Divorce reform, 832.
Dorval land purchase, 1218, 2436.
Dredge Fielding, 2261.
Dredging in New Brunswick, 2078.
Dry docks subsidies, 3961.
Empress of Ireland, loss of,,	3 [DOT]	g
Experimental farms, N.B., 1135, 1140,	>
3492.
Fenian raid veterans, 3367, 4341.
Fisheries, 786, 1799.
Foundation Co., Ltd., 1876.
Fredericton public works, 70*.
Fundy, Bay of, navigation 165 Government officials polUiM. 436 119*. Government Railways Claims Ac , Government telegraph service, 2375.
House Of Comomns Debates, distnbu.ion
of, 1774.
Indian schools, 2395.	Tlenuty
Inland Revenue, appointment of Deputy Minister of, 1411.	.
Intercolonial Railway-Chatham Junction-Brockville Branch, 44(7.
International Horse Show, 2439.
Iron and steel, bounties on, 1520.
Judges' salaries, 3608.
Kelly, W. J., case of, 1696, 1722.
Labour conditions on Vancouver Island, 526, 544, 660, 1288, 1305.
Levis quarantine, 1218.
Light buoys, 1169.
Marion Bridge-Woodbine mails 11	*
Militia, 2371, 3412-3440, 4527, 4032, 46204628.
Montreal harbourmaster, 4022.
Natonal Transcontinental Railway Deficit, 1780.
Investigation, 2051.
Operation, 4453, 4455.
Naturalization, 4535, 4537, 4539.
Ottawa
Building leases, 2439, 2519.
Custom house, 2079.
Water supply, 1887.
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[Stage Direction]
viii
Carvell, Mr. F. B.-Con.
Patents, renewal of, 2919.
Payne, Stephen, employment of, 1605.
Post Office Department automobile, 3113. Potatoes, tariff on, 3067, 3085, 3103. Railway mail clerks, 2381.
St. John
Custom house, 1330.
Harbour, 1331.
Marine service, 1913.
St. John and Quebec Railway, 2997, 3881, 3959.
Souris rifle range, 4592.
Southampton Railway Company, 1455, 3009. Sussex public building, 1694.
Tariff, 3040, 4335, 4430.
Tobique Indian reserve, 816, 1359, 1535, 1915, 2590, 3534.
Transatlantic mail service, 582.
Vincent, J. U.. appointment of, 1411. Volunteer bounty, 1396.
West Indies, trade with, 2015.
Woodstock public building coal supplies, 569.
Cassana flour, tariff on, 3043.
Caterpillar moths, 1132.
Cattle
Inspection of, 758.
United States embargo, 3065.
See also Live Stock.
Census, 842, 954.
Chabot, Mr. John Leo (Ottawa)	.
Civil Service, 4446.
House of Commons representation, 5309. Chain, tariff on, 3138.
Chairman and Acting Chairman, rulings of Acceptance of member's statement, 2420. Estimates, though not printed in French, may be considered, 403.
Chambly canal, 2990, 4558.
Charlottetown
Confederation Convention, 4960.
Mails, 2014, 3058.
Charlton, Mr. William A. (Norfolk)
Canadian Northern Railway, 3998.
Chesley post office, 664, 5231.
Chevrier et Freres, payments to, 368.
Chisholm, Mr. Alexander W. (Inverness) Alexander post office, 2960.
Canadian Northern Railway, 4080, 4219. Dismissals, 1406, 1418, 1815.
Farmers Bank, 1117, 4798.
Fish transportation, 386, 393.
Fisheries advisory board, 348, 702, 2412. Government telegraph and telephone system, 4181.
Grigg, trade commissioner, 2435.
Indians, Nova Scotia, 2474-2479. Intercolonial Railway Branch lines, 1740, 4867.
Coal contracts, 3194.
Volume 1:	1-1011.
" ii: 1013-2011.
Chisholm, Mr. A. W.-Con.
Inverness
Fruit inspector, 1672.
(Harbour, 1818.
Postal service, 815.
Steam service, 2943, 5040.
Margaree harbour repairs, 4209.
Militia, 4617.
Port Hawkesbury public building, 1895.
Chisholm, Mr. William (Antigonlsh) Antigonish
Customs collector, 3860, 3893, 4435.
Food inspector, 666.
Immigration agents, 573, 5210.
Mail service, 572, 5137.
Public buildings, need of, 1896, 5227. Cattle disease, 3175.
Decoste, Capt. J., dismissal of, 1783. Dominion Atlantic Railway, 1115. Duchemin, Mr., expenses of, 5239.
Eastern Extension Railway, 3183.
Fenian raid veterans, 2080, 4999. Government officials in politics, 2407. Guysborough mails, 1914.
Heatherton Indian reserve, 573 House of Commons Representation, 5344.
Returns, alleged incomplete, 2377. Immigration, 1629.
Intercolonial Railway Antigonish bridge, 1016.
Dorchester water supply, 1015. Extensions, 3179, 4938.
Passes, 4877.
Repairs, 5121.
Judges' salaries, 1930.
Liberator publication, 3236.
Mail clerks, 3241.
Militia, 4608, 4615, 5012.
Nova Scotia immigration agents, 1691. Plainfield post office, 2016.
Privilege, 2085, 5955.
South Lake, protection worKs, 5233. Vancouver Orange Lodge, 2591.
Cigarettes, prohibition of, 1473, 1688.
Cimon, E. H., expenses of, 664.
Civil Service
Appointments, 666, 1164.
Commission, 697.
Ruoerannuation, 1691.	.
Civil Service Act (Post Office) Amendment Bill. Res., 2378. lr., 2389.	2r., 3173.
Com., 3220.	3r., 3220, 3249.
Civil Service Acts Amendment Bill. Res., 4437. lr., 4452.
Civil Service Insurance Bill. Res., 1751. lr., 1751.	2r., 1871. Com., 1871.	3r., 1875.
Civil Service Superannuation Bill.	Res.,
5364. lr., 5374.
Clark, Mr. Hugh (North Bruce)
Farmers Bank, 3530.
Militia, 5006.
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[Stage Direction]
Clark, Mr. Michael (Red Deer)
Address in reply to Governor General's
Speech
Delay in meeting of Parliament, 3o. Redistribution of representation, 35. Highways improvement, 36.
By-elections, 37.
Tariff, 38.
Free wheat, 42.
Agricultural implement duties, 1587.
Asiatic trade, 5030.
British cattle embargo, 759.
Budget, 2862 Trade, 2864.
Borrowings, 2865.
Home market, 2869.
Tariff, 2871.
Free wheat, 2873.
Iron industry, 2875.
Calgary and Edmonton Railway Company, 802.
Canadian Northern Railway, 4239. Canadians at Bisley, 518.
Dominion lands, 4890.
Farmers Bank, 4912.
Grain markets, 1658.
House of Commons representation, 869. Naval service, 330, 5155.
Ottawa municipal government, 1883.
Pig iron, drawback on, 3218.
Steel industry, 1506.
Clarke, Mr. A. H. (South Essex)
Tobacco culture, 1147.
Clarke, Mr. W. A. (North Wellington)
Budget, 2731.
Clement, Mr. Justice, expenses of, 2263, 2367.
Clements, Mr. Herbert S. (Comox-Atlin) Canadian Northern Railway, 4665, 4672. Government telegraph lines in British Columbia, 2376.
Militia for Prince Rupert, 4586.
Navigable waters protection, 343.
Coal
Contracts for dredges, 923.
Lands, 365.
Royalties, 1809.
Coasting privileges, 2435, 2915-2925, 5196. Coasting .trade of Canada, 756.
Cobequid, steamer, wreck of, 165, 358, 1166.
Cochrane, Hon. Frank (Minister of Railways and Canals)
Calgary and Edmonton Railway Company, 795.
Central Western Canada Railway Company, 805.
Grand Trunk Pacific Railway, 201.
Hudson Bay terminals, 678.
Intercolonial Railway train service, 258. Prince Edward Island Railway, 310.
Volume 1:	1-1011.
" ii: 1013-2011.
Cockshutt, Mr. William F. (Brantford) Agricultural implements, tariff on, 3143. Brantford public building, 873.
Budget, 2529
Agricultural implements, 2537.
Cost of living, 2536.
Naval defence, 2542.
Protection, 2532.
Transportation, 2541.
Canadians in Mexico, 2785.
Confederation, semi-centennial of, 1452. Immigration, 1624.
Naturalization, 4531, 4533, 4536.
Stone, tariff on, 873, 3127.
Trade agencies, 321.
Cocoanuts, tariff on, 3106.
Coderre, Hon. Louis (Secretary of State) Archives Department, 1771.
Canada Temperance Act, 1760 .
Companies Act Amendment, 3397, 3861,
. 4806.
Explosives, manufacture of, 3587, 3861. French translation, 5273.
Mines Department estimates, 1801-1815. Naturalization, 1763.
Ores, treatment of, 1803.
Peat, experiments with, 1804-1810.
Printing and stationery, 724-740, 1774. Secretary of State Department salaries, etc., 724.
Tar sand deposits, 1812.
Voters' lists, 1760, 5267.
Coke, tariff on, 3137.
Cold Storage Regulation Bill. Res., 1752. lr., 1753. 2r., 3559. Com., 3559, 4172. 3r.| 4173. See also 700, 707, 1680.
Cold Storage in Nova Scotia, 700.
Coldbrook Station postmaster, 1690..
Cole Harbour wharf, 1693.
Colpitts, G. A., case of, 446.
Companies Act Amendment Bill, lr., 3397. 2r., 3861. Com., 3861. 3r., 3861. Senate amendments, 4806.
Confederation, semi-centennial of, 1444.
Conservation
Commission, 718, 5201.
Natural resources, 3323.
Cookshire public building, 2960.
Co-operative Credit Societies Bill, lr., 3637. Cornwall canal, 2990.
Cost of Living, 21, 29, 40, 48, 69, 79, 87, 96, 102, 110, 121, 132, 178, 190, 245, 249, 294, 5376. See also Budget.
Cost of Living Commission, 356, 2436.
Cow testing, 1673.
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[Stage Direction]
Criminal Code Amendment Bills
Firearms and deteetaphones, lr., 467. Fraudulent advertising-, lr., 3397, 2r„ 3466. Com., 3466, 3480.	3r., 3481. See also
4215.
Criminal Code revision, 3058.
Cromwell, Mr, F. R. (Crompton)
St. George's Club, 3427.
Crothers, Hon. Thos. W.(Minister of Labour) Address in reply to Governor General's Speech
Cost of living, 276.
United Shoe Machinery Co., 277. Canadian Northern Railway, 4665.
Farmers Bank, 4726, 4923.
Labour
Estimates, 339, 523-566, 656-663, 5202. Montreal harbour, in, 5203.
Matches, white phosphorus, 1536, 1756. Natural resources, provincial control of, 1093.
Technical education, 4888, 5206.
Vancouver Island labour troubles, 523-566, 656, 1305.
Cruise, Mr. Robt. (Dauphin)
Address in reply to Governor General's Speech
Free wheat, 295.
Cost of living, 296.
Reciprocity with United States, 297. Budget, 2824.
Farm implements, 2825.
Free wheat, 2825.
Camperville mails, 2686.
Canadian Northern Railway, 2518.
Currie, Mr. John A. (North Simcoe)
Calgary and Edmonton Railway Company, 766.
Militia, 3434.
Tariff, 3149.
Toronto, Niagara and Western Railway, 3275.
Currie, Ronald, 99), 1005, 1361, 1603.
Customs
Appointments, 473.
Dismissals, 963, 997.
Duties, 5363.
Estimates, 400, 422-439, 963-969, 997-1011, 2363, 2374.
Protection service, 423.
Undervaluation, 3318.
Customs Act (Pig-iron drawback) Amendment Bill. Res., 3210. lr., 3220.	2r.,
3510. Com., 3511.	3r., 3511. See also
Tariff Bill.
Dairy Products Regulation Bill. Res., 1751. lr., 1752.	2r., 2384. Com., 3162 3r
3173.
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Davidson, Mr. Avard L. (Annapolis)
Fenian raid veterans, 3376.
Marine and Fisheries estimates, 2418. National Transcontinental Railway investigation, 2150.
Death Penalty. See Capital Punishment. Debt of Canada, 1116.
Delisle, Mr. Michel (Portneuf)
Montcalm, Steamship, 666.
Morrison, Lt.-Col., expenses of, 1915. Murray Bay steamer service, 1915. Pilotage, 666, 1219.
Portneuf lightkeeper, 1219, 3510.
St. Casimir post office, 360, 6671 Sessional indemnity, 817.
Demers, Mr. M. Joseph (St. John and Iberville)
Dismissals, 1376, 2689.
Farmers Bank, 4736.
(Hansard, omission in, 4886.
National Transcontinental Railway investigation, 2250.
Paradis, L„ appointment of, 2840.
Railway Act Amendment, 610, 793.
Ste. Brigide mails, 893.
St. Johns Bridge, 2689.
Customs collector, 893.
Inland Revenue, 1021.
Rural mail, 366.
Seed grain, 369.
Denison, J. R., postmaster, 3209, 3640, 5259, 5264.
Dental machines, tariff on, 3144.
Dentistry congress, 2957.
Deputy Speaker, office of, 1362.
Des Prairies river dredging, 1731. Detectaphone, use of, 468.
Devlin, Mr. Emmanuel B. (Wright)
Budget, 2621 National policy, 2622.
Surpluses, 2624.
Immigration, 2625.
Tariff, 2626.
Transportation, 2627.
Agriculture, 2628.
Canal traffic, 365.	~
Explosives, regulation of, 3863.
Farmers Bank, 4722.
Georgian Bay canal, 567, 1047, 2968.
Grain shipments, 472.
House of Commons representation, 5321. Hull
Customs office, 568.
Inland Revenue receipts, 473.
International Waterways, 164.
Judges' salaries, 1925.
Mineral deposits, 1023.
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Devlin, Mr. Emmanuel B.-Con.
Nova Scotia coal, 365.	.
Ottawa and Hull Improvement Commission, 697.
Privilege, 1119.
Public buildings, expenditure on, 4190. Ulster and the Minister or Militia, 1903. Unemployment, 5031.
W. C. Edwards Company, 3474.
Wright county post offices, 445.
Dismissals, 430, 762, 770, 990, 997, 1170-1188, 1375, 1385-1395, 1401, 1424.
Bigelow, J. E., 1436.
Decoste, J„ Capt., 1783.
Drummond and Arthabaska, 1023.
Eaucher, E„ painter, 1784.
Fish hatchery employees, 370.
Intercolonial Railway employees, 370.
Laing, J. R., postmaster, 370.
LariviSre, Mr., land agent, 370.
Leslie, Wm. C., postmaster, 369.
McGillis, J., 1435.
McLeod, M. H., geologist, 1815.
McRae, A., lighthouse-keeper, 1118.
Three Rivers postal officials, 818.
D'lsraeli wharf, 1435.
Divorce cases, procedure in, 1118.
Divorce reform, 821.
Doherty, Hon. C. J. (Minister of Justice) Advertising, fraudulent, 3397, 3466, 3480. Asiatic immigration, 1258.
Canada Temperance Act Amendment, 3453, 3588, 3717.
Capital punishment, 741.
Divorce reform, 835.
Dominion Lands Act Amendment, 4367, 4821, 4889.
Dominion police, 2368.
Elections Act Amendment, 478.
Electoral corruption, 908.
Exchequer Court, 2367.
Explosives, regulation of, 3863.
Falardeau case, 459.
Fatsari, G., release of, 4o6.
Fraudulent advertising, 3397, 3466, 3480. Haultain, Chief Justice, judgments of, 1265. Judges, Prince Edward Island, 4887.
Judges' salaries, 1940, 3603, 3886, 3957. Judicial Committee of the Privy Council, 1955.
Justice Department
Estimates, 342, 2365, 4521.
Salaries, 342.
Juvenile Delinquents Act Amendment,
3251, ssie.1
Kelly, Wm. J., case of, 1706.
Labrador coast, jurisdiction on, 2954. Merchants Accident Guarantee Company, 3512.
Monk, Hon. F. D., death of, 3787.
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" ii: 1013-2011.
Doherty, Hon. C. J.-Con.
Naturalization, British nationality, 3249, 4119, 4143, 4173, 4367, 4529-4545, 48084821, 4823.
O'Brien, A. H., superannuation of, 1945. Pembroke Lumber Company, claim of, 5026.
Penitentiaries, 2365, 2368, 4521.
Pension to guard's widow, 3460, 3531.
Prison reform, 4522.
Prisons and Reformatories Act Amendment, 3397, 3466.	*
Senate representation, 1488.
Supreme Court appeals, 3251, 3462.
White slave traffic, 4523.
Dominion Atlantic Railway, 1115.
Dominion Forest Reserves and Parks Act Amendment Bill. lr., 2261.	2r., 3512.
Com., 3512, 3554. 3r., 3558. See also 4151. Dominion Lands Act Amendment Bills Aikins, Mr. lr., 201.
Doherty, Mr. lr., 4367.	2r„ 4821. Com.,
4821, 4889.	3r., 4891.
Roche, Mr. lr„ 2261.	2r., 3249. Com.,
3249, 3320, 3511. 3r., 3512.
Dominion Lands and Parks, 1836, 2372, 4151. Orders in Council approved, 4713.
Dorchester
Government employees, 3638.
Penitentiary, 440.
Dorion dredging, 443.
Dorval militia land purchase, 1025, 1119,1218, 2436.
Douglas, Mr. James (Strathcona)
Address in reply to Governor General's Speech
Free wheat, 299.
Aid to agriculture, 301.
Unemployed labour, 301.
Budget, 2835
Freight rates, 2837.
Binder twine, 2838.
Calgary and Edmonton Railway Company, 765, 804.
Dominion lands, 3349-3361.
Government officials in politics, 1836 Hudson Bay terminals, 568.
Indians, 2478.
Dredges and dredging
Canada, 811, 1218.
Coal supplies, 2078.
East river, 5363.
Fielding, 2261.
George McKenzie, 1780.
New Brunswick, 2078.
Prince Edward Island, 3058.
Drill halls. See Armouries.
Drummond and Arthabaska postmasters, 1019.	____________
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Dry Docks Subsidies Act Amendment Bill.
Res., 3961. lr., 3965.	2r„ 4090. Com.,
4090. 3r., 4112. See also 5237.
Dube, P., employment of, 2016.
Duchemin, H. P., payments to, 353, 697, 770, 893, 926, 966, 990, 1111, 1173.
Dunvegan telegraph, 816.
l5uthie Point lighthouse, 703.
Eastern Extension Railway, 3183.
Eastern Townships
Diseased cattle, 363.
Experimental farm, 1694.
Post offices, dismissals in, 3640, 5261.
East Jeddore dredging, 925.
East river improvements, 811.
Edmonton and Ft. George mail service, 891. Edmonton drill hall, 354.
Edmundston immigration office, 704, 1619. Edson-Grand Prairie mail service, 369.
Edwards, Mr. John W. (Prontenac) Agricultural Gazette, 1104.
Barriefleld camp, 3714.
Budget, 2603 Farm products, 2604.
Free wheat, 2610.
Transportation, 2614.
Agricultural implements, 2615.
Cost of living, 2619.
Steel industry, 2619.
Reciprocity with the United States, 2620. Capital punishment, 501.
Civil Service, 4449, 4450.
Cold storage, 1681.
Fenian raid veterans, 3509.
Fisher, Hon. S., on Canadian farming, 1110. Fisheries, 1825.
Franking privilege, 3225.
Frontenac rural mail, 813.
Government officials in politics, 433, 1840. Kingston causeway, 3509.
Kingston penitentiary, 812, 2365, 2519, 2959 4484-4504, 4512.
Militia parades, 2178.
Naval service, 5166.
O'Brien, A. H., superannuation of, 1950. Ottawa as the Capital, 1884.
Pilotage, 3631.
Potatoes, tariff on, 3078.
Printing Bureau, 4370.
Reciprocity with the United States, 1686. Transportation, 2979.
Unemployment, 4159.
Eganville post office, 353, 2545, 5219.
Election Act Amendment Bill, lr., 478. Election laws committee, 1118.
Volume 1:	1-1011.
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Elections and Government officials. See Government Officials.
Elections, general, rOsumd of, 2995.
Electoral corruption, 344, 900.
Elevators, grain, 473, 572, 1216, 1646-1666.
Elliott, Mr. George A. (North Middlesex) Farmers Bank, 4919.
Elmira post office, 702.
Embroideries, tariff on, 3157.
Emmerson, Hon. H. R. (Westmorland)
Basic slag, 444, 511, 630, 2677; proposed amendment, 638.
Battlefields, preservation of, 3198.
Brantford public building, 878.
Budget, 2673 Tariff, 2674.
Basic slag, 2677.
Cut stone, 2679.
Protection, 2681.
Calgary and Edmonton Railway Company, 795.
Canadian Northern Railway terminals, 699, 2262.
Colpitts, G. A., case of, 446, 455.
Dorchester penitentiary, 441.
Franking privilege, 3224.
Fredericton and Grand Lake Coal and Railway Company, 3205.
Governor General, new, 3454.
Herring fishing, 2437.
Hudson, patrol boat, 2687.
Intercolonial Railway Branch lines, 353.
Canadian Pacific Railway, traffic agreement with, 567, 596, 1534, 1691. Dismissals, 1017, 2962, 3508.
District No. 3, 1114.
Dorchester water supply, 1015.
Engineers, appointment of, 2176.
French river bridge, 362.
Halifax terminals, 1782.
Hampton station, 1691.
Harris, F., employment of, 2176.
Hay shipments, 922.
Killam, A. E., retirement of, 1724. Management, 3256; proposed amendment, 3264.
Moncton residence purchase, 893. Provident fund, 469.
Skeffington, detective, 921.
Suburban train receipts, 1015.
Survey staff, 2261.
Train service, 167, 258.
Wooden cars, 355.
Judges' salaries, 1929.
Maps, incorrect, 2902.
Maritime mail service, 166, 202.
Militia poster, 1536, 2082.
National Transcontinental Railway investigation, 1329, 2331.
Richibucto life-saving crew, 668.
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INDEX-1914	xiii
Emmerson, Hon. H. R.-Con.
St. John and Quebec Railway, 2546, 2789, 3030.
Sackville public wharf, 568.
Stone, tariff on, 878, 3125.
Tariff, 3125.
Transatlantic mail service, 376.
Trent Valley Woollen Company, 2177.
Trust companies, 2907.
Volunteer bounty, 1398.
Westmorland harbours, 443.
Empress of Ireland
Loss of, 4433, 4552, 4555, 4628, 4716, 4879, 4894, 4954. See also 5069, 5230.
Court of investigation, 4887.
Esquimalt dry dock, 812, 1433.
Estimates. See titles of departments and subjects.	*
Ethier, Mr. Joseph A. C. (Two Mountains) Canning factories, 1605.
Intercolonial Railway, 4949.
Railway subsidies, 4971.
Ste. Scholastique	postmaster	dismissal,
3634, 3854.
Exhibitions, 359, 1684.
San Francisco, 359,	1686,	3254.Experimental farms,	1135.	1140,	1148,	2372,
3487.
Explosives Regulation Bill. Res., 3587. lr., 3588.	2r„ 3861. Com., 3862.	3r., 3895.
See also 1810, 1815.
Export Act Amendment Bill. Res., 971. lr., 975.	2r., 1758.	Com.,	1758,	3463.	3r.,
3717.
Express franking privilege, 1018.
External Affairs, Department of, 355. Extradition cases. See Kelly.
Falardeau case, 455, 699.
Falmouth dyke, 1780.
False Creek Indian reserve. See Kitsilano. Farmers Bank Relief Bill. Res., 3517. lr., 3531.	2r., 4675, 4718, 4806. Com., 4894.
3r., 4929.
Amendment proposed:	Mr. A. K. Maclean,
4703; div., 4806.
See also 723, 1117, 3197, 3453.
Farnham camp, 1033, 1125, 1435.
Fatsari, G., release of, 464, 1911.
Federal Life Assurance Company, 2435.
Fenian raid veterans, 284, 338, 349, 369, 440, 445, 473, 571, 925, 1022, 1604, 1693, 1783, 2080, 2085, 2787, 2962, 3362-3396, 3509, 3894, 4339.
Ferguson, G. H., commissioner, 1915. Ferrona-Sunny Brae Railway, 669.
Fielding, P., employment of, 365.
Finance Department estimates, 722.
Financial conditions, 18, 56, 62, 129, 169, 189. Financial Statement. See Budget.
Firearms, carrying of, 467.
Fish and fisheries
Advisory board, 348, 702, 2398.
Boundary regulations, 1214.
Curing expert, 571.
Exhibits, 2430.
Hatcheries, 2431.
Herring, 2437.
Industry, 5275.
Lobster
Licenses, 815.
Regulations, 344, 5186.
Seed, 816.
Medical aid, 416.
Modus vivendi Licenses, 1692.
Violations, 1603.	"
New Brunswick claims, 2374.
Ontario jurisdiction, 1916.
Pickled fish. See that title; also, Fisheries Act Amendment Bills.
Protection service, 2429.
Reduction works, 1693, 2080, 2177.
Shellfish commission, 667,1361, 2418, 4022, 4294.
Smelt licenses, 2178, 2402.
Statistics, 1020, 1361, 2402, 5191. Transportation, 376, 894, 1114, 1215, 2403, 2937, 5069.
Fisheries Act Amendment Bills
Consolidation, lr., 793.	2r., 1164. Ref. to
select com., 1164. Com., 1793, 1820. 3r., 2384.
Inspection of pickled fish. Res., 3455. lr., 3460.	2r„ 3460. Com., 4435.	3r., 4437.
Fisher, Mr. J. H. (Brant)
Auto-Wheels, Limited, 1668.
Privilege, 3113.
Fletcher, Joshua, employment of, 351.
Food products, inspection of, 1672, 1678, 2370. Forest reserves. See Dominion Forest Reserves and Parks.
Fortier, Mr. Edmond (Lotbinigre).
French translation, 2436.
Foster, Mr. Arthur DeWitt (Kings, N.S.) Canadian Northern Railway, 3983.
Cold storage, 3563, 5185.
Dismissals, 1182.
Immigration, 1152.
Natural resources, conservation of, 1811.
St. John Valley Railway, 3033.
Foster, Hon. George E. (Minister of Trade and Commerce)
Atlantic mail service, 5066.
Binder twine, 1608, 2913.
British postal rates, 3232.
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Foster, Hon. Geo. E.-Con.
Budget, 2849.
Trade conditions, 2852.
Flour industry, 2853.
Trade policies, 2856.
Free wheat, 2858.
Capital punishment, 490.
Census, 954.
China and Japan steamship subsidy, 5034. Commissioner of Commerce, 316.
Cost of living, 5377.
Fish transportation, 5069.
Grain
Act, administration of, 1646.
Bill, 3161, 3574.
Commission 1646.
Laboratory, 315.
High Commissioner's office, 5378.
Imperial Trade Commission, 927.
Mail subsidies, 2913.
National Transcontinental Railway, 4859. Ocean freight rates, 2926, 5043. Parliamentary procedure-Committee of Supply without question put, 521.
St. Lawrence rates, 977.	.
Seeds inspection Bill, 4167.
Steamship subventions, 2913,	2923-2947,
5034.
Strathcona, Lord, death of, 164.
Titles of honour, 480.
Trade and Commerce estimates, 315, 881, 927, 1646, 2913, 2923, 5034.
West Indies Cables, 955.
Steamship service, 936.
Trade Commissioner, 882.
Foundation Company, Ltd., 1876.
Fowler, Mr. George W. (Kings and Albert) Canadian Northern Railway, 4643.
Civil Service, 4449, 4451.
Fenian raid veterans, 3374.
Fisheries protection, 1795.
Hampton public building, 4189.
Judges' salaries, 1928, 3606.
Militia camp grounds, 5017,
National Transcontinental Railway investigation, 2284.
St. John Valley Railway, 3884.
Yukon territory judge, 4022.
Franking privilege, 971, 1018, 3223.
Fraser, J. McL., fishery officer, 5030.
Fraser, W. E., fishery officer, 2405-2418. Fraserville Battery, 1021.
Drill hall. 360.
Harbour, 358, 441, 1604.
Fraudulent advertising, gee Criminal Code Amendment Bill.
Fredericton
Experimental farm, 1135.
Mails, 2014.
Public works, 705.
Volume 1:	1-1011.
" ii: 1013-2311.
Free wheat, 42, 133. 238, 260, 267, 271, 279, 282, 285, 288, 295, 297, 299, 301, 304, 2873, 2825, 2858. 2833, 2723, 2796 2746, 2889, 2816 2810, 2804.
Amendment proposed: Sir Wilfrid Lau-rier, 2846, 2849; div., 2897.
Freight rates, 1914, 2196, 2687, 2971-2986, 4327-4331, 4416-4425. See also Ocean. French
Translation, 1912, 2436.
Official documents in, 4434, 4523.
French river Dam, 1604.
Improvements, 2081.
Wharf, 1434.
French Canadian Senator for Ontario, 367.
Fripp, Mr. Alfred E. (Ottawa)
Civil Service, 4443, 5373.
Divorce bills, 4881.
Foundation Company, Ltd., 1879. Goldschmidt, R„ patent of, 2918.
House of Commons representation. 5311. Labrador, Quebec and Southern Railway Company, 2922.
Ottawa water supply, 1886.
Willson, T. L„ patent of, 2918.
Frontsnac rural mail, 813.
Fruit inspection, 1672, 1674.
Fuller, Mrs. M. E., pension of, 4991.
Fundy, Bay of, navigation, 165.
Garland, Mr. W. F. (Carleton, Ont.)
Budget, 2783.
Gaspe
Public buildings, 4191.
Steamer service, 1433, 3058, 2437, 2939. Gauthier, Mr. Louis J. (St. Hyacinthe) Dismissals, 1392.
National Transcontinental Railway investigation, 2264.
Gauvreau, Mr. Chas. A. (Temiscouata)
L'Assurance de Rimouski, 3894.
Cimon, E. H., payments to, 664. Fraserville Battery, 1021.
Drill hall, 360.
Harbour, 358, 441, 1604.
Excise officer, 1402.
Public building, 4196.
French Canadian senators, 367.
Government officials in politics, 1402, 2262. Inland Revenue officers, 1402.
Intercolonial Railway Dismissals, 370.
Ice contracts, 364, 2016.
Riviere du Loup facilities, 4970 Investigations into political partisanship, £262.
Isle Verte wharf, 360, 1604, 2264, 4712. Judges' salaries, 3621.
Liberator magazine, 3236.
National Transcontinental Railway, 4461, 4463.
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Gauvreau, Mp. Chas. A.-Con.
Quebec
Harbour Commission,, 1604, 2263 Judges, 4807.
Rimouski
Customs, 2015.
Engineers, 207$.
Harbour, 2079, 2310.
Medical service, 2015.
20th Battery, 1361, 2263.
Gelinas, P. and R. Lajoie, employment of, 2688.
Geological Survey estimates, 1815.
Georgian Bay Canal, 352, 567, 1020, 1033, 1732, 2965-2987, 5231.
German, Mr. William M. (Welland)
Bounties on steel, 1523.
Brantford public building, 872.
Canadian Northern Railway, 3896, 4011, 4025, 4039, 4072.
Farmers Bank, 4895.
National Transcontinental Railway investigation, 2118.
Naturalization, 4814.
Senate representation, 1493.
Union Life Insurance Company, 2374. Welland ship canal, 2965.
Giasson post office, 2177, 2688, 3848.
Gimli lake patent, 1359.
Girard, Mr. Joseph (Chicoutimi and Saguenay)
Agriculture, encouragement of, 1158. Quebec- Blanc Sablon steamship service, 2946.
Glass, Mr. S. Francis (East Middlesex) Immigration, 1636.
Glencurrie post office, 4561.
Gold and silver leaf, tariff on, 3133.
Government officials in politics, 423, 621, 706, 741, 1195, 1836-1870, 2308, 2405-2427.
Government Railways Claims Bill, lr., 1910.
2r., 2392. Com., 2392. 3r„ 3058. Government steamers
Canada, 3113.
Construction in Canada, 3878.
Gulnare, 668.
Gunhilde, 2688.
Hudson, patrol boat, 2687.
Repairs, 1332.
Winter service, 3055.
Governor General
Appointment of, 3454.
Departure of-address, 5275.
Graham, Hon. Geo. P. (South Renfrew) Calgary and Edmonton Railway, 801. Canada Temperance Act, 1760.
Canadian Northern Railway, 3252, 3800, 4010, 4038.
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Graham, Hon. Geo. P.-Con.
Canadian Pacific Railway-Toronto-Sud-bury line, 1113.
Capital punishment, 493.
Chesley public building, 5231.
Conservation Commission, 721.
Eganville post office, 353, 2545, 5219. Farmers Bank, 4894.
Georgian Bay canal, 2969.
Good Roads Association, 2989.
Government officials in politics, 1836. Grand Trunk Pacific Arbitration, 360.
Bond guarantee, 4936.
Cost per mile, 923, 1328.
Harbour commissioners, Montreal and Quebec, 1434.
High Commissioner's office, 311, 1764. House of Commons Debates, distribution of, 1775. Representation, 857.
Hudson Bay Railway, 692, 3112. Intercolonial Railway, management of, 3295.
Labrador, Quebec and Southern Railway Company, 2952.
Lancaster, Mr., indisposition of, 3204.
Loan flotations, 5032.
Matches, white phosphorus, 1538, 1756. Mines Department, appointments to, 1801. Morrisburg Mails, 1692.
Tin plate manufactory, 3130.
National Transcontinental Railway, 1970, 1982, 2021, 2036 (amdt.), 4840.
Coaling plants, 3113.
Contracts drawbacks, 1329.
Eastern division, 1018.
Grade changes, 921.
Investigating commission, 879, 895, 1328, 1915.
Little Mistongo bridge, 5-3.
St. Malo
Shops, 360, 701, 1817.
Tunnel, 891.
Shops, 1018.
Transcona shops, 664.
Naturalization, uniform British, 1763. Naval service, 1914, 5159.
Old age pensions, 1353.
Ottawa and New York Railway Company, claim of, 2991.
Pas Mission bridge, 365.
Pembroke armoury, 5193 Petawawa camp lumber claim, 5022. Pilotage, 815.
Pollution of navigable waters, 1742.
Post office employees' salaries, 3220. Printing Bureau, 728, 734, 1774.
Quebec land purchases, 1434.
Radium ores, 1692, 1814.
Railway Act Amendment, 2947.
Railway crossings, 360.
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[Stage Direction]


Graham, Hon. Geo. P.-Con.
Railways and Canals estimates, 2970-2944, 4160-4167.
Rainy River Radial Railway Company, 2950.
St. John harbour, 1693.
Spirits and tobacco, 1392.
Steel barrels, manufacture of, 1534.
Tariff, 3157.
Toronto, Niagara and Western Railway Company, 3204, 3270.
Transportation, 2971.
Trent Canal, 1817, 2789, 4162, 4945, 4996. Welland Canal, 2970, 2988, 5108.
Graham wharf, 443.
Grain
Act, administration of, 1646. Commissioners, 1646, 2376.
Elevators, 473, 572, 1216, 1646-1666. Inspection, 1117.
Laboratory, 315.
Sample markets, 2787.
Shipments, 472.
Transportation, 2975-2987.
See also Canadian grain.
Granby postal matters, 363, 697.
Grand Falls-St. John Railway, 365.
Grand Mere building, 2688.
Grand Rapids of the Athabaska, 1361.
Grand Trunk Pacific Railway
Cost per mile, 923, 1328.
Estimates, 4161.
Winnipeg terminals. See Winnpeg Terminals Bill.
Grand Trunk Pacific Railway Bills
Completion of prairie section, time extension. lr., 201.	2r. and 3r., 749.
Guarantee of bonds. Res., 4831. lr., 4838. 2r., 4929. Com., 4929. 3r„ 5034.
Grand Trunk Railway. See Toronto Terminals.
Granton and Abercrombie mails, 2686.
Grazing. See Homesteading.
Green, Mr. Robt. F. (Kootenay)
Divorce bills, procedure on, 4883.
Labour conditions on Vancouver Island, 1299.
Grigg, trade commissioner, 2435.
Grosse Isle quarantine station, 5028.
Guthrie, Mr. Hugh (South Wellington) Agricultural implement duties, 1566. Armouries, 4576-4582.
Canadian Northern Railway, 4419, 4528. Farmers Bank, 3520.
Militia, 4576-4582.
Guthrie, Mr Hugh.-Con.
Natibnal Transcontinental Railway investigation, 2312.
Post Office Act Amendment, 3242. Prudential Life of Canada, 3478.
Railway level crossings, 3958.
Toronto, Niagara and Western Railway Company, 3204, 3271.
Trent canal investigation, 4975.
Guysborough
Branch railway, 4481.
Public wharfs, 355.
Guysborough-Heatherton mails, 1914.
Hagersville postmaster, 2686.
Halifax
Armouries, 704.
Dennis building, 5031.
Fortifications, 345.
Lightship, 3057.
Militia contracts, 3714.
Post office, 345.
Terminals, 1332. See also Intercolonial. Halifax county mail contracts, 925.
Hanna, Mr. A. E. (South Lanark)
Tariff, 3144.
Hansard. See House of Commons Debates. Hants county electoral lists, 817.
Hantsport
Public building, 1023.
Wharf, 4713.
Harbour Commissioners, 1434.
Harbours, federal control of, 2390.
Harbourville lightkeeper, 1434.
Hartt, Mr. Thomas A. (Charlotte, N.B.) Dismissals, 2427.
Haultain, Chief Justice, judgments of, 1265. Hay shipments, 922.
Hazen, Hon. J. D. (Minister of Marine and Fisheries)
Atlantic mail service, 5048.
Biological Board, 2434.
Boundary fisheries, 1214.
Canada shipping, 1540, 3053, 3621. See also Shipping Act Amendments.
Collision an dsalvage at sea. See Shipping. Colpitts, Mr., case of, 451.
Dismissals, 762, 775, 1173.
Dry docks subsidies, 3964, 4097.
Empress of Ireland investigation, 4552, 4631, 4716, 4887.
Fish and fisheries
Act amendment, 793, 1164, 1793. 1820.
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INDEX-1914	xvii
Hazen, Hon J. D.-Con.
Bulletin, 5189.	.
Lobster regulations, 5186.
Pickled, inspection of, 3455, 4635-4436. Protection service, 5176.
Transportation, 392, 401, 1215, 5185. Pishing disaster-appeal for government aid, 5182, 5195.
Fredericton experimental farm, 1138, 3487, 3491.
French, official documents in, 4434, 4523. Fundy, Bay of, navigation, 165. Government officials in politics, 1839. Hudson Bay terminals, 1207.
Hydrographic surveys, 5183.
Intercolonial Railway Management, 3298, 5048.
Suburban trains, 1065.
Karluk, steamer, 4524, 4629.
Kelly, Wm. J„ case of, 1711.
Lake Erie buoy service, 2519.
Leblanc, seaman, burial of, 5179.
Marine and Fisheries estimates, 324-328, 402-421, 749-762, 775-787, 1164-1214, 23982434.
Merchant shipping. See Shipping. Montreal Harbour
Commission, 3636, 3871, 4523, 4830. Harbourmaster. 5188.
Steamer berths, 5188.
Naval service, 326-336, 5146.
North Sydney Harbour Commission, 1539, 1791.
Pelagic sealing, 2372.
Pilotage, 985, 3625.
Pollution of navigable waters, 1740, 1748. Quebec
Harbour Commission, 3876.
Marine agency, 2996.
St. John, port of, 5048.
St. John Valley railway, .1011,
St. Lawrence route, accidents on, 3253, 3398. See also Shipping Casualties.
St. Lawrence ship channel, 976-991.
Safety of Life at Sea Convention, 787. Shipping Act amendments, 94, 743, 1786.
See also Canada Shipping.
Shipping Casualties investigations, 4552-4555, 4631. See aJso St. Lawrence route. Vancouver Harbour Commission 2175, 2388.
Heatherton Indian reserve, 573.
Hebb, L. J„ amounts paid to, 2178.
Henderson, Mr. David (Halton)
Brantford public building, 876.
Farmers Bank, 4778.
Federal Life Assurance Company, 2435. House of Commons blue books, 1776. Naturalization, 1763.
Public buildings, 4196, 4199.
Toronto, Niagara and Western Railway, 3276.
Hepburn, Mr. B. R. (Prince Edward, Ont.) Prince Edward and Hastings Railway Company, 2950.
High Commissioner's office, 311, 352, 1765, 3716, 5378.
Highways Improvement, 15, 23, 36, 48, 52,
55, 101, 116, 129, 147 152, 164, 177, 221, 259, 293.
Home Rule for Ireland
Carson, Sir Edward
Alleged cablegrams to, 2082, 2178. Presentation to, Mr. Cochrane's presence at, 1785.
Meeting at Toronto, 3573.
Picked men leaving Canada, 1903. Vancouver Orange Lodge resolutions, 2592, 2785.
Homesteads and Homesteading
Burns grazing lease, 2591.
Entries, 352, 570, 4368.	.
Land patents, 3113.	;
Payments, interest on, 1434.
Pre-emptions, Alberta, 357.
Regulations, 2311.
See also Dominion Lands.
Horse breeding, 472, 3493.
Horseflesh abattoirs, alleged, 3487.
House of Commons
Accommodation, need of increased, 4197. Ascension Day adjournment, 3895.
Ash Wedesday adjournment, 1061.
Business of the House, 1606, 3197. Committees, select standing, 253.
Debates
Distribution, 1775.
Lengthy answers to questions, insertion of, 1061.
Omissions, 477, 4887.
Translators, chief of, 1818, 5267, 5271. Deputy Speaker, office of. See that title. Easter adjournment, 2311.
Government business, precedence of, 1606. Indemnity to members, 817.
Library and reading room, hours of closing, 4214.
Loucks, H. H., employment of, 2439. Messengers, 568, 704.
Morning sittings, 2788, 3210, 3319.
Officials
Appointments, 94, 399, 2686, 2947, 4954. Investigation, report of, 442.
Salary increases, 2481.
Parliamentary Guide, 2373.
Post office, 399, 477.
Returns, questions regarding, 476,	878,
1607, 2364, 2377, 3860, 3893, 5956.
Rooms, use of, 2080.
Saturday sittings, 3784.
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House of Commons.-Con.
Stationery, 1370.
Voters lists, 1774.
Wednesday sittings, 1264.
House of Commons Representation Bill, lr., 611.	2r., 842, 927. Ref. to select com.,
927. Rep., 1013. Com, 5230, 5306, 6364. 3r., 6364. See also 5, 35, 112, 123, 203, 707.
Hudson Bay
Fisheries, 347, 5186.
Railway, 364, 924, 4464-4470, 4474-4878. Contracts, 5030.
Mileage, 364.
Pas Misssion bridge, 365.
Right of way, 1434.
Terminals, 346, 568, 671, 3112, 1207.
Hughes, Hon. Sam. (Minister of Militia and Defence)
Armouries, 4583-4586, 5007.
Bands at political demonstrations, 5011. Canadians at Bisley, 514, 518, 1215.
Dorval military site, 1033.
Drill halls, 4583-4586, 5007.
Farnham camp, 1033, 1125.
Fenian raid veterans, 3363-3396, 4340-4367, 5000.
Militia
Annual drill, 4999.
Camp grounds, 5017.
Clothing, 5004.
Estimates, 336, 2363, 2370, 3399-3452, 4571-4620, 4990-5025.
Rifle ranges, 5008.
Militia poster, 1607, 2082.
Petawawa camp lumber claim, 5022. Privilege, 2083.
Religious processions and the Militia, 5003. Royal Military College, 5015.
Souris rifle range, 4571, 4594.
Trent canal investigation, 4990.
Volunteer bounty, 3363-3396, 4340-4367.
Hughes, Mr. James J. (Kings, P.E.I.)
Address in reply to Governor General's Speech
Naval defence, 99.
Highways Improvement, 101.
Cost of living, 102.
Tariff, the, 103.
Militia expenditure, 104.
Agricultural Gazette, 1102, 1671. Agricultural implements, duties on, 1582. Basic slag, 638.
Carleton Head breakwater, 2178. Charlottetown-Crapaud mails, 3058. Dismissals, 1118.
Elmira post office, 702.
Fenian raid veterans, 440, 2085, 3363, 4360. Fish, pickled, inspection of, 4436.
French river wharf, 1434.
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Hughes, Mr. James J.-Con.
Honorary colonels, 1605.
House of Commons	.
Debates, official report of: lengthy answers, 1061.
Library and reading room, closing of, 4214.
Representation, 707, 853.
Stationery, 1370.
Hudson Bay terminals, 691.
Intercolonial Railway Engineers, appointment of, 2176.
Freight cars, 568.
Little Sands breakwater, 445, 1605. Magdalen islands steamship service, 403. Militia officer commanding 6th Division, 1783.
National Transcontinental Railway investigation, 2214.
Naval service, 332.
Potatoes, tariff on, 3059, 3084.
Prince Edward Island Banks, 1781, 2543.
Dredges, 3058.
Freight rates, 1018.
Judges, 4887.
Public works, 4211.
Steam service, 2944.
Transportation, 399.
Railway, 308, 926, 4483,
Representation in House of Commons, 707, 853.
Railway land grants, 5027.
Returns
Alleged incomplete, 476.
Inquiry for, 4296.
Rocky Point wharf, 3113, 3318.
Shellfish commission, 4022, 4294.
Souris rifle range, 1435, 1694, 1783, 4567. Strong, Heath, payments to, 1116.
[Stage Direction]
Customs office, 568.
Inland Revenue receipts, 473.
Humboldt homestead inspector, 569.
Hydro-Electric lines, 3474 4716.
Ice-breaking, 402, 2962.
Immigration, 10, 139, 291, 299, 1152.
Asiatic, 350, 351, 808, 1220, 2639, 5026, 5037. Austrian, 896.
British Columbia, 2264.
Bulgarian and Russian, 4560.
Chinese Act, administration of, 5212. Deportations, 891, 1636.
Estimates, 1611, 4155.
European, 572.
Hindu, 4022, 4214, 4295, 4524, 4556, 4562, 4717, 4954, 5026.
Inspection, 1437, 1638.
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Immigration.-Con.
Regulations, 350.
Statistics, 351.
United States, 697.
Immigration Act (Asiatic exclusion) Amendment Bill, lr., 5026.
Imperial Trade Commission, 927.
Indian Act Amendment Bill, lr., 1817.	2r„
2394. Com., 2394, 3481, 3532.	3r„ 3553,
3554. Senate amdts., 4839.
Indian Harbour Lakes postmaster, 3055. Indians
British Columbia, 2477, 5209.
Caughnawaga Hospital, 422.
Petition., 2394, 3481, 3533, 3537.
Estimates, 422, 2471, 2481, 5209.
Generally, 422, 2480.
Liquor selling to, 3207.
Medical attendants, Nova Scotia, 2474, 2840, 3208.
Northwest provinces and territories, 2478, 5209.
Nova Scotia, 2474-2477, 5209.
Ontario and Quebec, 2472-2474.
Industrial Disputes Act, 1022.
Inland Revenue estimates, 339, 1370-1395, 1400-1432, 2364.
Inspection and Sale Act Amendment Bills
Binder twine. Res., 1608. lr., 1611.	2r.,
2913. Com., and 3r., 2913.
Foods, lr., 2261.	2r., 4167. Com., 4167.
3r., 4171.
Insurance, 1751, 3199.
Insurance Act Amendment Bill, lr., 1688.
Intercolonial Railway
Amos, R., dismissal of, 2962.
Antigonish bridge, 1016.
Appointments, 1113.
Responsibility for, 2956.
Block signals, 3318.
Branch lines, 353, 1736, 3181, 4938, 5110. Canadian Pacific Railway agreement, 567, 585-610, 1534, 1691, 3256-3316, 4099-4111, 5048-5062.
Car charges, 352.
Chatham Junetion-Blackville branch, 4477. Claims, fire, 2959.	[DOT]
Coal tenders, 924, 1332, 1645, 1786, 1911, 2956, 3194, 3280.
Dean Settlement branch, 3318.
Dismissals, 5122.
District No. 3, loss on, 1114.
Dorchester water supply, 1015.
Double tracking, 4558.
Earnings, 2308.
Intercolonial Railway.-Con.
Employees' wages, 1016.
Estimates, 1959, 3178, 4165, 4860, 4938, 4947. Ferry employees, 1016.
Fish, rates on, 894, 1017.
Flour, rates on, 1021.
Freight cars, 568.
Freight rates, 921. Sec also Management. French River bridge, 362.
Grade reduction, 668.
Guysborough branch, 4481.
Halifax terminals, 1782, ssBl.
Hampton station, 1691.
Harris, F., employment of, 2176.
Ice contracts, 364, 2016.
Killam, A. E., retirement of, 1724.	*
King, S„ employment of, 895.
Labourers' wages, 471.
Land valuators, 345.
Lf-vis, fire at, 5029.
Lumber purchase, 894.	[DOT]
Management, 1957, 3256, 3278.
Amendment proposed:	Mr. Emmerson,
3264; div., 3316.
Minimum rates, 1434, 1690, 2016.
Ministerial statement, 1959.
Moncton residence, purchase of, 893. 2786. News bulletin service, 1266.
Ocean Limited, 4630, 4888.
Oxford-Pictou train service, 895.
Pension fund, 469, 572, 5362.
Point Tupper ferry, 894, 3195.
Private cars, 1018.
Refrigerator cars, 1360, 1604.
Repair shops, 2957.
Ste. Louise improvements, 2013.
Sackville dismissals, 1017, 3508.
' Safety First ' engineer, 2262.
Sectionmen, 1015.
SkefHngton, Detective, 921.
Smith, R. H., employment of, 1690. Standard rules, 1693, 2957.
Station improvements, 2544.
Suburban trains, 1015, 1062, 4868.
Sunny Brae branch, 894.
Survey staff, 2261.
Tie contracts, 1331.
Tonnage, 3110.
Traffic agreement with Canadian Pacific Railway, 567. See also Canadian Pacific. Train service, 167, 258.
Water service, 2544.
Williams, T„ employment of, 895.
Wireless system, 1782.
Wooden cars, 355.
Interior Department estimates, 338, 1836, 2363, 2372, 4151.
International Expositions. See Exhibitions. International Horse Show, 2439.
International Purity Congress, 359, 3859. International Waterways, 164, 4962.
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COMMONS BBBAiTlBS
International Waterways Commission Bill.
lr., 1163.	2r., 1395. Com., 1396. 1483.
3r., 1483.
Inverness
Fruit inspector, 1672.
Harbour, 1818.
Postal service, 815.
Public works, 354.
Investigations into political partisanship, 2262, 2308.
Iron and steel industry, 665, 1498, 1802, 3040. Ores, treatment of, 1802.
Products, value of, 665.
Tariff, 3040.
Bands, 3153.
Bars, 3159.
Pigs, etc., 3133.
Structural, 3135, 3160.
Tubing, 3145.
See also Pig Iron.
Ironworkers, 1115.
Irrigation Act Amendment Bill.	lr., 2261.
2r., 3485. Com., 3485, 3596.	3r, 3717.
See also 4153.
Isle Verte wharf, 360, 1604, 2264, 4712.
Jallet, N., widow of, 1066.
Jameson, Mr. Clarence (Digby)
Address in reply to Governor General's Speech
By-elections, 95.
Cost of living, 96.
Naval defence, 98.
Dog-fish works, 2177.
House of Commons* representation, 5322. Joliette buildings, 1023.
Joynson, Mrs. Alice, pension Bill. Res., 3460. lr., 3461.	2r., 3531. Com., 3531.	3r.,
3532.
Judges Act Amendment Bills
Mr. Doherty: Res., 3602. lr., 3621.	2r.,
3886. Com., 3886.	3r., 3956.
Mr. Lanctot:	lr., 841.
Judges' salaries, 697,	1925-1944, 3602-3621,
3886-3890, 4807.
Judicial Committee of Privy Council. See
Privy Council.
Justice Department estimates, 342,	2365,
4521.
Jute, tariff on, 3153.
Juvenile Delinquents Act Amendment Bill.
lr., 3251.	2r., 3516. Com., 3516.	3r,
3517.
Kamloops
Drill hall, 1331.
Public buildings, 1021.
Karluk, steamer, 352, 811, 2264, 4524, 4629.
Kay, Mr. William F. (Missisquoi)
Bedford public building, 2545.
Brome rural mails, 703.	.
Farnham camp, 1435.
St. Armand mails, 3208.
Kelly, W. J., ease of, 1696.
Kentville
Experimental farm, 1152.
Tuberculous cattle at, 4559.
Kingston
Causeway, 3509.
Penitentiary investigation, 571, 812, 2365, 2959, 4484-4522.
Kitsilano Indian reserve, 664, 922, 3547.
Knowles, Mr. Willi am E. (Moosejaw) Advertising, fraudulent, 3470.
Agricultural implements
Duties on, 1548; amendment proposed, 1558; div., 1602.
Rebates, 1360.
Asiatic immigration, 1244.
Aurora Menace, 2310, 3236.
Butter, manufacture of, 3165.
Canada Temperance Act, 3589.
Customs duties, 5193.
Dominion lands, 3330, 3341, 3511.
Inspectors, 1845 Franking privilege, 3223.
Government officials in politics, 1378, 1401, 1841.
Grain Bill, 3576.
Grain elevators, 1666.
Homestead	,
Pre-emption payments, 1434. Regulations, 2311.
Hudson Bay Railway, 1434.
Terminals, 685.
Imports and exports, 1332.
Indian Act Amendment, 3484.
Inland Revenue estimates, 1378, 1404. Interior Department estimates, 1841-1870. Irrigation, 3486.
Lands unpatented, taxation of, 1923. McVeigh homestead entry, 2841.
Militia estimates, 3405.
Natural resources, provincial control of, 1094.
Petroleum, export of, 974.
Pre-emption payments, 1434.
Ranching and grazing commission, 2543. Volunteer bounty, 1398.
Williams, Colonel, 3405, 3454.
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Kyte, Mr. George W. (Richmond, N.S.) Agricultural Gazette, 1099, 1101, 1671.
Bear River
Public building, 1893.
Wharf, 2013.
Bishop, A., employment of, 3208.
Cameron, A. J., employment of, 2960. Cheese weighing, 1678.
Civil Service Commission, 697.
Coasting privileges, 5196.
Commutation of death sentence, 3252. Customs
Appointments, 473.
Estimates, 963.
Dismissals, 763, 770, 963, 1009, 1179, 1190, 1376.
Divorce, 4884.
Dredge George McKenzie, 1780.
Farmers Bank, 5285.
Fenian raid veterans, 445, 3383, 4367.
Fish and Fisheries
Act Amendment, 1797, 1820.
Bulletin, 2402, 5192.
Lobster culture, 2432.
Transportation, 382, 2937.
Government officials in politics, 435, 1178. {House of Commons
Loucks, H. H., employment of, 2439. Messengers, 568.
Officials, 442.
Representation, 5324, 5344, 5359.
Hudson Bay terminals, 689.
Indians, Nova Scotia, 3208.
Intercolonial Railway Estimates, 3180.
Mines Road station, 2377.
Judges' salaries, 1929, 3620, 3887.
Letter boxes, 353.
Life-saving rewards, 419.
Marine estimates, 762, 770, 1164, 2402, 2432. Militia, 4605.
Militia, the Minister of, and Irish Home Rule, 1911, 3443.
National Transcontinental Railway investigation, 2138.
O'Brien, A. H., superannuation of, 1946. Old age pensions, 1333.
Ottawa
Building leases, 2439.
Public works, 1878.
Postal service, 5266.
Public buildings, 1878, 1893.
Richmond county works, 571, 5229.
Royal Canadian Regiment Band, 3111, 3210, 3440.
St. Esprit lightkeeper, 473, 1170.
St. Peter's canal, 1020, 2903, 2963, 2995, 4480-4481.
St. Peter's and Sydney Railway, 4090, 4295, 4369.
Senate and the Farmers Bank, 5285. Shelburne fishery guardians, 2961.
Vincent, J. U., appointment of, 1410, 1427.
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Labour
Employment bureaus, 1818, 3892.
Estimates of Department, 339, 523-566, 649663, 5202.
Fair wages schedule, 357, 5202.
Hours on Public Works Bill, lr., 4. Immigration notices, 1617.
Industrial Disputes Investigation Act, 5206. Unemployment, 4156-4160.
Circular from Trades and Labour Council, 5032.
Montreal, in, 3716.
Vancouver Island troubles, 345, 523, 572, 649, 699, 4664-4674.
Amendment proposed:	Mr. Verville,
1267; div., 1327.
Prisoner's death, 699.
Labrador coast, jurisdiction on, 2954-2956.
Lachance, Mr. Arthur (Quebec Centre)
(House of Commons representation, 5313. Lortie, Mr., appointment of, 5029.
National Transcontinental Railway Investigation, 2227.
Quebec terminals, 4846, 5096.
Privilege, 1784.
Quebec Arsenal, 5028.
Harbourmaster, 5029.
Lachine canal, 2989.
Industries, 1913.
Works, 1782.
Lachine rapids dam, 2377, 2438.
Lafortune, Mr. David A. (Montcalm)
Address in reply to Governor General's Speech
Highways improvement, 164, 167.
Naval defence, 168.
Financial conditions, lba.
Tariff, 171.
Transportation, 171.
Agriculture, aid to, 171.
Redistribution of representation, 173, Manitoba schools, 175.
Agriculture, encouragement of, 1156. Capital punishment, 4519.
Civil Service superannuation, 5373.
Des Prairies river dredging, 1733.
French translation, 5274.
House of Commons representation, 5319. Inland Revenue officials, 1391, 1394.
Naval service, 334, 5169.
Postal service in Montcalm, 5256.
Public buildings in Montcalm, 5388.
La Have Islands mail service, 704.
Lake Erie buoy service, 2519.
Lalor, Mr. Frances R. (Haldimand)
Budget, 2826.
Tariff, 2827.
Free trade, 2829.
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Lalor, Mr. Francis R.-Con.
Free food, 2831.
Free wheat, 2833.
Fenian raid veterans, 4341.
Fishery regulations, 1827.
Lamarche, Mr. Paul E. (Nicolet)
Explosives, regulation of, 3868.
Farmers Bank, 4798.
Georgian Bay canal, 1036, 1732.
Militia, 4616.
Lancaster, Mr. Edward A. (Lincoln and Niagara)
Alberta Central Railway Company, 1891. Burrard Inlet Tunnel and Bridge Company,
764.
Calgary and Edmonton Railway Company,
765.	. Calgary and Fernie Railway Company,
1667.
Canadian Northern Railway Company, 1760.
Central Ontario Railway, 1892.
Canadian Pacific Railway Company, 769. Central Railway Company of Canada, 996. Central Western Canada Railway Company, 767.
Erie, London and Tillsonburg Railway Company, 995.
Esquimau and Nanaimo Railway Company, 995.
Grand Trunk Railway Company, 767. Joliette and Lake Manuan Colonization Railway Company, 994.
Kettle Valley Railway Company, 1892. Labrador, Quebec and Southern Railway Company, 2951.
Lachine, Jacques Cartier and Maisonneuve Railway Company, 767.
Lake Erie and Northern Railway Company, 1188.
London and Lake Erie Railway Company, 1891.
Manitoba and North Western Railway Company, 1891.
Norfolk and Elgin Railway Company, 1667. Ottawa and Ungava Railway Company, 992.
Ottawa Northern and Western Railway Company, 764.
Pacific, Peace River and Athabaska Railway Company, 992.
Pacific, Trans-Canada and Hudson Bay Railway Company, 2948.
Peace River Tramway and Navigation Company, 995.
Prince Edward and Hastings Railway Company, 2949.
Rainy River- Radial Railway Company, 2950.
Rio de Janeiro and San Paulo Telephone Company, 1892.
Saskatchewan Central Railway Company, 2956.
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Lancaster, Mr. Edward A.-Con.
Thessalon and Northern Railway Company, 993.
Toronto, Niagara and Western Railway Company, 3200.
Lanctot, Mr. Roch (Laprairie-Napierville) Agricultural implement duties, 15S„. Banks and banking, 3894.
Budget, 2777.
Tariff, 2778.
Naval defence, 2780.
Highways Bill, 2781.
Canadian Northern Railway, 3988. Farmers Bank, 723, 4774.
Judges Act Amendment, 841.
Judges' salaries, 1936, 361i,
Lachine bridge, 3111.
Laprairie
Protecting wall, 920, 2688, 3055, 3715. Public buildings, 4712.
Naval service, 5174.
Pelletier, Hon. L. P., expenses of, 1117.
Land grants to railways, 1916, 5027.
Lands unpatented, taxation of, 1918.
Lapointe, Mr. Ernest (Kamouraska) Agriculture, aid to, 358, 2956.
Canadian Northern Railway, 3970. Dorchester County employees, 3638. Giasson post office, 2177.
Intercolonial Railway
Ste. Louise improvements, 2013.
Train service, 4939.
Kamouraska postal service, 347.
National Transcontinental Railway, 569, 4853.	.
Ste. Perpetue station, 1913.
Naval service, 5165.
Ste. Anne
Experimental station, 360.
Wharf, 2078.
St. PerpetuS food inspector, 359.
St. Roch des Aulnaies excise officer, 360. Tremblay, A., employment of, 5194.
Lapointe, Mr. Louis A. (Montreal, St. James) Judges' salaries, 1940.
Laprairie
Protecting wall, 920, 2688, 3055, 3715.
Public buildings, 4712.
Larry's river harbourmaster, 2961.
L'Assomption
Revenue from tobacco, 2958.
Wharf, 2263.
Laurier, Rt. Hon. Sir Wilfrid (East Quebec) Address to H.R.H. the Governor General, 5276.
Address in reply to Governor General's Speech
Delay in meeting of Parliament, 12.
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(INDEX-1914
Laurier, Rt. Hon. Sir Wilfrid.-Con.
Solicitor Generalship, 13.
National Transcontinental Railway, 14. Highways improvement, 15.
Naval defence, 16.
Financial conditions, 18.
Cost of living, 21; proposed amendment,
22.
Asiatic trade, 5035.
British Columbia, claims of, 359.
Budget, 2841.
Resources of Canada, 2843.
Tariff, 2845.
Free wheat, 2846; proposed amendment, 2849.
Canadian Northern Railway, 1264, 3672, 4010, 4026, 4056, 4225-4282, 4298-4331, 4378, 4526-4528, 4631.
Capital planning commission, 5197. Cavalry remounts, 2546, 2789.
Civil Service, competitive examinations for, 1370.
Colpitts, G. A., case of, 453. Confederation, semi-centennial of, 1444. Cost of living, 5377.
Customs officials, 401.
Deputy Speaker, office of, 1362, 1368. Divorce, 840.
Divorce bills, procedure on, 4881.
Electoral corruption, 915.
Empress of Ireland investigation, 45o3, 4716.
Falardeau case, 462.
Farmers Bank, 3524.
Freight rates, 944.
Georgian Bay canal, 1033.
Grand Trunk Pacific Railway bond guarantee, 4834.
(High Commissioner's office, 313, 5378. House of Commons
Business of the House, 3198.
Debates, French translators of, 5271. Morning sittings, 2788, 3210, 3319. Representation, 843, 927, 5308, 5313. Saturday sittings, 3784.
Immigration, Hindu, 4565.
Imperial Trade Commission, 929, 944. International Purity Congress, 359.
Labour conditions on Vancouver Island, 1300.
Labrador coast, jurisdiction on, 2954. Matches, white phosphorus, 1538.
Militia and religious processions, 5375. Monk, Hon. F. D., death of, 3786. Mounted police, 708, 4964.
National Transcontinental Railway Completion, 4456.
Investigation, 2340.	'
Management, 5084.
Quebec terminals, 4839, 4969. Naturalization, 4127, 4144, 4174, 4827. Natural resources, provincial control of, 1077.
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xxiii
Laurier, Rt. Hon. Sir Wilfrid.-Con.
Naval service, 328, 5146, 5160.
Navigable waters, pollution of, 1744. Newfoundland shipping disaster, 2995. Parliamentary procedure Answers of length, 1062.
Privilege, basing on newspaper statements, 1119.
Returns, private papers in, 4959.
Supply, Committee of, without question put, 307, 512, 521.
Thursday sittings, Government precedence in, 696.
Petroleum, export of, 973, 3464.
Pig iron, drawback on, 3213.
Pollution of navigable waters, 1744.
Quebec Battlefields Commission, 3890, 4114. Railway level crossings, 3957.
St. John Valley Railway bridges, 3959. Safety of Life at Sea Convention, 792. Senate Employees Bill, 4711.
Senate representation, 1483,	3515,	5280,
5297.
Shipping casualties investigations, 4553, 4716.
Strathcona, Lord, death of, 92.
Tariff, 4431.
Titles of honour, 481.
Transportation, 2978.
Trust companies, 1128, 2905.
Volunteer bounty, 1398.
Lauzon, postmaster, 5029.
Lavallee, Mr. J. O. (Bellechasse)
Address in reply to Governor General's Speech
Agriculture, encouragement of, 8. Reciprocity with the United States, 9. Immigration, 10.
Law, Mr. Bowman B. (Yarmouth)
Arcadia rural mails, 701.
Bear River public building, 1894.
Canada, dredge, 811.
Cobequid, wreck of the, 358, 403, 1166. Fenian raid veterans, 284, 1693, 1783, 3371. Fish and fisheries Bulletins, 2403.
Protection, 1798.
Transportation, 383.
Fruit inspection, 1675.
Government steamers, headquarters of, 403.
Gulnare, steamer, 668.
Lurcher, lightship, 368.
Marine supplies, purchase of, 1203.
Military works, expenditure on, 816.
Port Maitland and Lower Argyle post offices, 1913.
Privilege, 343.
Seed lobsters, 816, 2431.
Shelburne county works, 1330.
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[Stage Direction]
Law, Mr. Bowman B.-Con.
Submarine bell floats, 668.
West Indies trade, 962.
Yarmouth
Customs officers, 968.
Harbour, 1015, 2309.
Light, 1166.
Live stock purchases, 665, 2308.
North post office, 816.
Public buildings, need of, 1894, 1908. Rural mail, 570.
Le Blanc, Seaman, 667, 815.
Lemieux, Hon. R., trips of, 698.
Lemieux, Hon. Rodolphe (Rouville)
Address in reply to Governor General's Speech
Trade conditions, 183.
Transportation, 185.
Civil Service reform, 186.
Redistribution of representation, 187. Cost of living, 188, 190.
Unemployment, 189.
Financial conditions, 189.
United Shoe Machinery Company, 193. Naval defence, 195.
By-elections, 199.
Advertising, fraudulent, 3466.
Agriculture
Disbursement of funds in Quebec, 1162. Estimates, 1107, 1133, 1162, 1683,
Gazette, 1107.
Apple growing, 1133.
Archives, 720, 727, 740, 1769.
Armstrong, J. H., 2179.
Atlantic mall service, 94, 1645, 5030', 5063. Bale St. Paul mails, 1819, 1914, 3059, 4368. Bank failures, 3208, 3199, 3522.
Boy scouts, 4131.
Budget, 2574.
Fiscal policies, 2575.
Imperial conferences, 2578.
Cost of living, 2580.
Militia expenditures, 2582.
Tariff, 2585.
Naval defence, 2587.
Free trade, 2588.
Peace centenary, 2590.
Cable rates, 5246.
Canadian Northern Railway, 3991, 4015, 4325, 4525, 4526.
Canadian Pacific Railway office in Austria, 896.
Canals, 5109.
Cap aux Corbeaux wharf, 4293.
Cattle inspection, 759.
Cheese industry, 1683.
Civil Service, 4441, 4448, 4449..
Insurance, 1872.
Superannuation, 5372.
Coal royalties, 1809.
Cold storage, 1752.
Confederation, semi-centennial of, 1444, 4961.
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Lemieux, Hon. Rodolphe.-Con.
Criminal Code revision, 3058.
Dentistry congress, 2957.
Dismissals
Faucher, E., painter, 1784.
Leslie, W. C„ 369.
Divorce, 828, 1118.
Dry docks subsidies, 3962.
Dube, Phileas, employment of, .2010. Electoral corruption, 344.
Exhibitions, international, 359, 1684. Explosives, regulation of, 3587, 3862.
Fabre, Madame Hector, case of, 4965, Falardeau case, 455, 463, 699.
Farmers Bank, 3522, 4748.
Fatsari case, 464, 1911.
Fishing disaster-appeal for Government aid, 5195, 5i82.
Franking privilege, 971.
French, official documents in, 401, 427, 4434.	.
Gasp 6
Fishermen, loss of, 5181.
Public building, 4191.
Railway communication, 3181, 5121. Georgian Bay canal, 352, 1020, 2965. Giasson post office, 2688.
Hagersville postmaster, 2686.
Halifax lightship, 3057.
Heron Island dam, 2377, 2438.
High Commissioner's office, 352, 1766.
House of Commons Debates, 1778.
French translation, 732, 5267, 5271.
Post office, 399.
Representation, 5321.
Voters' lists, 1774,5267.
Immigration, 4156, 4214.
Bulgarian and Russian, 4560.
French, 1630.
Oriental, 808, 1225.
United States, 697.
Indians
Caughnawaga Hospital, 422.
Petition, 2394, 3481, 3533, 3537.
Liquor sold to, 3207.
Intercolonial Railway wireless system,
[Stage Direction]
James Bay harbour, 1208.
Judges' salaries, 697, 1925, 1933.
Judicial Committee of the Privy Council, 1952.
Juvenile delinquents, 3517.
King's Printer, appointment of, 727, 737. Lapointe, E., and Post Office Department, 900.
Levis quarantine station, 1108.
Little River East breakwater, 354.
Lobster fishing, 344.
Lumley post office, 1818.
Magdalen Islands steamer service, 408, 757. Mail bag locks, 473.
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[Stage Direction]
Lemieux, Hon. Rodolphe.-Con.
Marine
Estimates, 405-421, 753-/02.
Tenders for supplies, 412.
Matches, white phosphorus, 1538.
Metric system, 1753.
Militia, 4588-4592.
Land purchase, 1025.
Processions, 5002.
Monk, Hon. F. D., death of, 3787.
Montreal	[DOT]
Carslake Hotel purchase, 1871, 2079, 2436, 2962, 3318, 4192.
Harbour
Berths, 2546.
Commission, 3869.
Postal station. See Carslake Hotel. Unemployment in, 3716, 4156.
National Transcontinental Railway Expropriation cases, 699.
Montreal connection, 816, 5127.
Quebec terminals, 4845, 4973.
St. Malo shops, 1535, 4845.
Train service, 1691, 2437.
Naturalization, 4176, 4533.
Naval service, 5152.
Navigation
Great Lakes, 349.
Schools of, 753.
Oka postmistress, 3460, 3505, 3532.
Ontario Equipment Company, 699.
Ottawa
Elevators in Government buildings, 4198. Federal district, proposed, 1889.
Perley, Hon. G. H., trip to London of, 4631. Petroleum, export of, 1759.
Pilotage, 3621.
Post office
Employees' salaries, 2379, 3222.
Estimates, 2364, 3639.
Mail bag locks, 354.
Money by mail, 3222.
Parcel post, 350, 5246.
Postage on English magazines, 2312, 3226.
Railway mail clerks, 2381, 5360.
Rural mail service, 376, 5245.
Savings banks, 5199.
Transatlantic mall service, 94, 1645, 5030, 5063.
Poulsen wireless, 2687.
Printing Bureau, 727-737.
Prison reform, 4518.
Privilege, 704.
Privy Council, Judicial Committee of, 1952. Public buildings, 1882, 4191, 5213.
Quebec
Battlefields Commission, 720, 3891, 4117. Bridge strike, 5030.
Harbour Commission, 3877.
Harbour plant, 2788, 3055, 3398. Quarantine officials, 354.
Terminals, 4845, 4973.
Quebec and Saguenay Railway, 4557.
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Lemieux, Hon. Rodolphe.-Con.
Quebec-L6vis mails, 2263.
Railway freight rates, 2687.
Royal Society of Canada, 350, 720, 5267.
Ste. Adelaide de Pabos breakwater, 5213.
Ste. Anne des Monts wharf, 2687.
St. Jerome wharf, 3113.
St. Lawrence route, accidents on, 3253.
St. Lawrence ship channel, 976.
Slack, W. F., dismissal of, 921.
Tadousac wharf, 2309.
Telescope for observatory, 344.
Tobacco culture, 5200.
Unemployment In Montreal, 3716, 4156. Valcartier artillery camp, 924.
Vancouver Island labour troubles, 699. Victoria Memorial Museum, 1882.
Vineberg, Helen, divorce bill, 4880.
Wireless telegraphy, 349, 5183.
Lennoxville experimental farm, 1534, 2015.
Le Present printing contracts, 1534.
Lesperance, Mr. David O. (Montmagny) Naval service, 201.
Privilege, 126.
Levis
Carrier machine shops, 1819, 2961. Quarantine station, 1108, 1218.
Levis county
Experimental farm, 369.
Rural mail.
Lewis, Mr. E. N. (West Huron)
Address in reply to Governor General's Speech
Shipping disasters, 136.
Transportation, 137.
Banks and banking, 138.
Naval defence, 139.
Immigration, 139.
Liberator magazine, 3236.
Library of Parliament, 1780.
Little River East breakwater, 354.
Little Sands breakwater, 445, 1605.
Live stock	.
Industry, 3487, 3493, 3501.
Purchases, 470, 665, 2308.
Pure-bred, distribution of, 701.
See also Animals and Cattle Inspection.
Loan Companies Bill, lr., 970.	2r., 1128.
Com., 2913.	3r., 2963. Senate amdts.,
4717.
Loan flotations, 5032, 5106.
Lobsters. See Fish.
Loggie, Mr. W. S. (Northumberland, N.B.) Chain, tariff on, 3138.
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[Stage Direction]
Loggie, Mr. W. S.-Con.
Dressed stone, tariff on, 3119.
Pish
Commission, 2413.
Markets for, 2404.
Intercolonial Railway, branch lines, 4478, 4877, 5111.
Nails, tariff on, 3145, 4335.
National Transcontinental Railway investigation, 2256.
Potatoes, tariff on, 3044, 3052 (amdt.) Longhurst, G., payments to, 925.
Lortie, Mr., weights inspector, 5029. Lotteries, 2911, 3467.
Lower Argyle post office, 1913.
Lumley post office, 1818.
Lunenburg
Breakwater, 3509.
Fishery guardians, 3715.
Mails, 2788.
Lurcher, lightship, 368.
Macdonald, Mr. Edward M. (Pictou)
Alert, steamer, 425, 474, 669.
Brantford public building, 874.
Calgary and Edmonton Railway Company, 796, 800.
Canadian Northern Railway, 1361, 3508, 3818, 3828 (amdt.), 3833, 4009, 4026, 4032, 4050, 4230-4291, 4307-4334, 4384, 4660.
Canadians at Bisley, 512, 1215.
Currie, R., witness, 1005, 1361, 1603. Dismissals, 783.
Dredges, 5363.
Canada, 1218.
East River improvements, 811.
Falmouth dyke, 1780.
Fenian raid veterans, 440, 1022, 3365, 4344. Ferrona-Sunny Brae Railway, 669.
Fisheries protection, 1820.
Granton rural mails, 2686.
Hants county electoral lists, 817.
Hantsport
Building, 1023.
Wharf, 4713.
Horse breeding, 3498.
House of Commons representation, 619, 848, 5307, 5324, 5356, 5359 (amdt.) Hudson Bay terminals, 4878.
Ice-breaker, contract for, 2962.
Intercolonial Railway
Coal contracts, 438, 924, 1332, 1645 1786 2956, 3192.
Earnings, 2308.
Fire claims, 2959.
Management, 438, 3269, 3278.
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Macdonald, Mr. E. M.-Con.
New Glasgow and Sydney connections, 3192.
Oxford-Pictou line, 895, 3192.
Pictou bridge, 3193.
Provident fund, 572, 5362.
Refrigerator ears, 1604.
Repair shops, 2957.
Right of way, 3192.
Traffic agreement with Canadian Pacific Railway, 608.
Judges' salaries, 3615, 3888.
Labour conditions on Vancouver Island 552, 1318.
Labrador coast line, 2953.
Labrador, Quebec and Southern Railway Company, 2922, 2953.
Lightkeepers, age limit, 1177. Meadowville-Toney Mills mails, 1603. Militia camp supplies, 2840.
Musquodoboit mails, 1817.
National Transcontinental Railway Coaling plants, 2787.
Commission Act Amendment, 4856. Investigation, 2268.
Naturalization, 2312, 4128, 4808.
Naval College, Halifax, 3254.
New Glasgow armoury, iu2.
Newfoundland Fishing disaster. 2916.
Steamship service, 2916.
Niobe crew, 1023.
Nova Scotia water lots, 1022.
Old age pensions, 1347.
Ottawa
Building leases, 2519.
Capital, as the, 1882, 1888.
Water supply, 1331.
Pictou
Bridge, 3193, 5363.
Mails, 572, 1699, 1819, .1913.
Post offices, 1022.
Public building, 809.
Rural mail, 924. 1023.
Pig iron, drawback on, 3212.
Preventive officers' reports, 1423.
Prince Edward Island winter service, 701. Private Bill legislation, 993.
Pure-bred stock, 701.
Returns, alleged incomplete, 2364.
Royal Canadian Regimental Band, 3317. Senate representation, 5303.
Skinner's Cove public works, 809.
Smelt fishing licenses, 2178.
Steel industry, 665, 1530.
Tatamagouche rural mails, 3208.
Technical education, 3054. 4888.
Thorburn railway communication, 701. Transportation, 2985.
Vancouver leased buildings, 2957.
Vincent, J. U., appointment of, 1406. Vineberg, Helen, diverce bill, 4670.
Weir's Mill fishway, 1820.
West Branch mail service, 924.
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[Stage Direction]
Macdonald, Mr. E. M.-Con.
Windsor fish hatchery, 1535.
Young, Angus, customs officer, 669.
Macdonell, Mr. A. C. (Toronto South) Privilege, 3160.
Toronto, Niagara and Western Railway, 3270, 3476.
Maclean, Mr. Alexander K. (Halifax)
Address in reply to Governor General's Speech
Naval defence, 50.
Highways improvement, 52, 55.
Tariff, 53.
Senate reform, 54.
Election laws, 54.
Financial conditions, 56 Aldershot camp, 1435.
Annapolis county mails, 345.
Basic slag, 647.
Boar's Head fog alarm, 2787.
British Columbia claims, af>9.
Budget, 2471, 2482.
Revenue and expenditure, 2482.
Trade, 2485.
Fenian raid bounties, 2487.
Election promises, 2489.
Agricultural implements, 2491.
Free wheat, 2492.
Tariff on food products, 2497.
Canadian Northern Railway, 345,	4025,
4333.
Canadian Pacific Railway labour award, 2961.
Canning public building, 1899, 4183. Capital expenditure, 1914.
Civil Service, 4447.
Coke, tariff on, 3137.
Coldbrook postmaster, 1690.
Dismissals, 965, 1435.
East Jeddore dredging, 925.
Electoral corruption, 900.
Farmers Bank, 3520, 4693 (am It.), 4703, 4902.
Fenian raid veterans, 446, 4342.
Fielding, P., employment of,
Fisheries
Advisory board, 348, 2413.
Salt fish shipments to Portugal, 889. [DOT]Government officials in politics, 434. Government steamers
Maintenance and repairs, 405, 411. Winter service, 3055.
Halifax
Armouries, 704.
County mails, 925.
Dennis building, 5031.
Fortifications, 345.
Militia contracts, 3714.
Post office, 345.
Harbourville light, 1434.
Hebb, L. J., expenses of, 2178.
High Commissioner's office, 313.
Maclean, Mr. A. K.-Con.
House of Commons, accommodation in, 4198.
Hudson Bay Fisheries, 347.
Terminals, 346, 671, 4466.
Indians, Nova Scotia, 2840.
Intercolonial Railway Block signals, 3318.
Dartmouth-Dean branch, 4860.
Land valuators, 345.
Suburban trains, 1062.
Kentville, tuberculous cattle at 4559.
La Have Islands mails, 704.
Longhurst, G„ payments to, 925.
Lunenburg
Breakwaters, 3509.
Fishery guardians, 3715.
Mails, 2788.
Mortgage Corporation of Nova Scotia, 1416. Naval service, 326, 346.
Navigation, schools of, 751.
North Shore mail service, 573.
Patronage system, 415.
Public buildings, 1906, 4196.
Senate representation, 1489.
Shelburne county fisheries, 349.
Steamship subsidies, 5041.
Tariff, 3042, 4335; proposed amendment, 4426.
Transatlantic mail service, 577, 5042, 5043. West Indies
Flour trade, 885.
Steamship service, 439, 957.
Trade commissioner, 440, 882.
Maclean, Mr. William F. (South York, O.) Address in reply to Governor General's Speech
Parcel post, 237.
Free wheat, 238, 297.
Railway conditions, 241.
Banks and banking, 243.
Cost of living, 245.
Naval defence, 247.
Immigration, 299.
Canadian Northern Railway, 3974, 4304, 4404, 4421.
Cigarettes, prohibition of, 1482. Confederation, semi-centennial of, 1454. Federal laws, enforcement of, 1482.
Freight rates, 1608. See also Ocean.
High Commissioner's office, 1768.
,House of Commons representation, 856, '	5310.
Intercolonial Railway-Canadian Pacific Railway traffic agreement, 602.
Ocean freight rates, 931, 945.
Ottawa as the Capital, 1883.
Pollution of navigable waters, 1746. Senate, 1495, 5282, 5291, 5298.
Suburban train services, 1066.
Toronto, Niagara and Western Railway, 3274.	*
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xxviii
MacNutt, Mr. Thos. (Saltcoats)
Address In reply to Governor General's Speech-free wheat, 285.
Agricultural implement duties, 1578. Homestead entry, 4368.
Melville post office, 3111, 3398, 3638, 5240. Wishart, A., sentence of, 4367.
McCoig, Mr. Archibald B. (West Kent, O.) Budget, 2597.
Agricultural implements, 2597.
Tobacco culture, 2600.
Free wheat, 2602.
Cavalry remounts, 2602.
Railway subsidies, 2603.
Hydro-electric lines, 4716.
Tariff, 3142,
Tobacco culture, 1374, 2600.
McCraney, Mr. Geo. E. (Saskatoon)
Address in reply to Governor General's Speech-free wheat, 279.
Agricultural implement duties, 1581.
Grain markets, 1661.
House of Commons representation, 5309. Lands unpatented, 1918.
National monuments and land marks, 720. Natural resources, provincial control of, 1084.
Naval service, 335.
Pollution of navigable waters, 1606. Rosthern
Customs collector, 573,
Lands agent, 573.
Trade and Commerce bulletin, 474. Volunteer bounty, 1400.
McCrea, Mr. Francis N. (Sherbrooke) Canadian Northern Railway, 3972.
Farmers Bank, 4925.
Freight rates, 953.
Militia, 3422.
National Transcontinental Railway, 4454. Sherbrooke
Agriculture, 5027, 5201.
Automobiles, 5130, 5262.
Buildings leased, 3317, 3894.
Drill hall and post office, 2959, 3111, 3509, 4368.
McCurdy, Mr. F. B. (Shelburne and Queens) Advertising, fraudulent, 4215.
Fast Atlantic service, 5046, 5057.
Fenian raid veterans, 4345.
Fish transportation, 389, 5069.
Hudson Bay Railway, 4467.
Judges' salaries, 3611.
National Transcontinental Railway investigation, 2243.
McFadden, D. H., employment of, 663.
McKay, Mr. James (Prince Albert) Advertising, fraudulent, 3472.
Dismissals, 1004.
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McKay, Mr. James.

Con.
Dominion lands, 3351.
Forest reserves, 3557.
(House of Commons representation, 5360. Northern Territorial Railway Company, 2175.
University of Emmanuel College, 2398.
McKenzie, Mr. D. D. (North Cape Breton) Address in reply to Governor General's Speech
Trade policies, 216. Solicitor-Generalship, 219.
Highways improvement, 221.
Agriculture, aid to, 225.
Tariff, 226.
Transportation, 227.
Advertising, fraudulent, 3471.
Canadian Northern Railway, 4278, 4546. Cap Rouge wharf, 5243.
Civil Service, 1874, 4441.
Dismissals, 1186.
Drill halls, 4183, 4204.
Duchemin, Mr., legal expenses of, 5238. Excise officers, 1400.
Farmers Bank, 4706, 4790.
Fenian raid veterans, 1022, 13(99, 33,94, 4363.
Fish and fisheries Bulletin, 5192.
Lobster regulations, 5188.
Overseers, 2405, 2416.
Pickled, inspection of, 4435.
Protection, 1798, 1820, 1829.
Fort Cumberland restoration, 1901. Government Railways Claims Act, 2394. Harbours, federal control of, 2392.
Hudson Bay Railway, 4468, 4474, 4879. Intercolonial Railway Branch lines, 1736.
Cape Breton improvements, 3195, 5122. pismissals, 5122.
Judges' salaries, 1931, 1914, 3609, 3889. Legal expenses, 4160.
Matches, manufacture of, 1757.
Metric system, 1754.
Militia bands, 5011.
National Transcontinental Railway investigation, 2292.
Naturalization, 4145, 4544, 4811.
North Sydney
Harbour commission, 1540, 1791.
Public buildings, 1907.
Pig iron industry, 3219.
Pilotage, 3630.
St. John Valley Railway bridges, 3882.
St. Peter's canal, 2963, 4481.
Shipping Act Amendment, 1788.
Sydney Mines public building, 1707. Technical education, 5206.
Telegraph service in Victoria county, 1359, 4185, 5237.
Trust companies, 1129.
Victoria county steamship service, 5071.
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INDEX-1914 XXIX

[Stage Direction]
McLean, Mr. Angus A. (Queens, P.E.I.)
Cold storage, 3563.
Confederation, semi-centennial of, 1451. Fenian raid veterans, 3365, 4357.
Fish transportation, 385.
House of Commons representation, 859, 5359.
Judges' salaries, 3607.
Newfoundland, steamship service to, 2924. Potatoes, tariff on, 3087.
Senate representation, 5285, 5299, 5306. Shipping casualties, 4554.
Southport fish hatchery, 3112.
Stone, tariff on, 3128.
McLean, Mr. H. H. (Sunbury and Queens) North Sydney Harbour Commission, 1793. Shipping Act Amendment, 1787.
McLeod, Mr. Harry F. (York, N.B.)
Address in' reply to Governor General's Speech
Prosperity of Canada, 5.
Redistribution of representation, 5. Agriculture, encouragement of, 6.
Naval defence, 7.
Divorce, 4886.
St. John Valley Railway, 3022. Southampton Railway Company, 1471.
McMillan, Mr. John A. (Glengarry)
Fenian raid veterans, 3373.
McPherson, C., postmaster, 2787.
McVeigh, H. B., homestead entry of, 2841.
Madoc bank failure, 3199.
Magdalen Islands mail service, 344.
Mai! Bag Locks. See Post Office.
Mail Clerks. See Civil Service.
Maisonneuve postal station, 441.
Manitoba
School lands, 2786.
Schools, 367.
Map, Interior Department, error in, 2902.
Maple Leaf steamship line, 4294.
Marble, tariff on, 3115.
Marcil, Hon. Charles (Bonaventure) Agriculture, 1676, 1683, 3487.
Atlantic, Quebec and Western Railway, 892. Avignon post office, 818.
Baie des Chaleurs Railway, 358.
Black Cape post office, 703, 2178. Bonaventure Agriculture in, 1676.
Experimental farm, 357.
Indians, 2471, 2544, 3534, 3541.
Inland revenue officers, 1424.
Mails, 1692.
Volume i:	1-1011.
" ii: 1013-2011.
Marcil, Hon. Charles.-Con.
Public works, 892, 1360.
Budget, 2755.
Cost of living, 2756, 2764.
Development of Canada, 2757. Transportation, 2758.
Intercolonial Railway branch lines, 2761. GaspO peninsula, 2765.
Good roads, 2767.
Fishing industry, 2769.
Butter, manufacture of, 3171.
Carleton Centre mails, 1818, 4021. Dismissals, 1171, 1202, 4435.	.
Duthie Point lighthouse, 703.
Elections, resumd of, 2995.
Fenian raid veterans, 4344, 4370.
French
Official documents in, 732, 4434. Translators, 1912.	-
Gaspg
Agriculture, 1677.
Petroleum deposit, 3465.
Steamer service, 1433, 2437, 2939, 3058. Horseflesh abattoirs, alleged, 3487. Intercolonial Railway Appointments, 2956.
Branch lines, 353, 2761, 5120.
News service, 1266.
Station improvements, 2544.
Water service, 2544.
Jallet, N., widow of, 1066.
Judges' salaries, 3619.
Lotteries, 2911, 3467.
Manitoba schools, 367.
Militia and religious processions, 5375. Navigation, schools of, 750.
New Richmond Freght shed, 2437.
Lightkeeper, dismissal of, 2439.
Mails, 1692, 2178, 3058.
News service on Government railways, 1266. . Petroleum deposits, 3465.
Port Daniel lobster hatchery, 2519, 3318. Printing Bureau, 732.
Quebec assistant weights and measures inspector, 3318.	[DOT]
Robitaille postmaster, 3058.
Ste. Anne de Restigouche dredging, 3112. Saturnia, accident to, 3399.
Senate representation, 1497.
Shigawake rural mails, 1692.
Sorel shipyard, 986.
Tide Head salmon pound, 1692.
Marcile, Mr. Joseph E. (Bagot)
Acton Vale mails, 700.
Bagot county rural mails, 1694.
Margaree Harbour, 354.
Marine and Fisheries Estimates, 324, 402-421, 749-764, 967-991, 1164-1214, 2398-2434.
Marine hospitals, 1213.
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Marion Bridge-Woodbine malls, 1116. Maritime provinces mail service, 166, 202. Marline twine duty, 344.
Marriage laws, 444
Martin, Mr. Mederic (Montreal, St. Marys) Estimates, printing of, in French, 403. Unemployment in Montreal, 4156.
Martin, Mr. William M. (Regina)
Judges' salaries, 3613.
Maple Leaf Steamship Line, 4294. Naturalization, 4129.
Matches, White Phosphorus, Prohibition
Bill. Res., 1536. lr„ 1539.	2r., 1756.
Com., 1756., 1756.	3r„ 1758.
Meadowville-Toney Mills mails, 1603.
Meat inspection, 2370. See a'so Food.
Megantic public building, 2960.
Meighen, Hon. Arthur (Solicitor General) Address in reply to Governor General's Speech
Free food, 152.
.Highways Bill and the Senate, 152. Agricultural implement du'ies, 1589. Campbell, Glen, 1863.
Canadian Northern Railway, 3682, 40094019-4079, 4217-4292, 4297-4334, 4381, 4526-4529, 4546-4551, 4649.
Co-operative Credit Societies, 3637. National Transcontinental Railway investigation, 2085.
Privilege, question of, basing on newspaper statements, 1121.
Prudential Life of Canada, 2901.
Melville post office, 3111, 3398, 3638, 5240.
Menace newspaper. See Aurora Menace.
Menard, G„ dismissal of, 2689.
Merchants and Employers Accident Guarantee Company Bill, lr., 1870. 2r., 3512. Com., 3512.	3r., 3513.
Merchant Shipping Amendment Bill, lr., 94. 2r„ 743. Com., 1786.	3r., 1819. See also
Canada Shipping.
Merner, Mr. J. J. (South Huron)
Farmers Bank, 4800.
Metcalfe drill hall, 667.
Metric system. See Weights and Measures. Mica schist, tariff on, 3110.
Volume i:	1-1011.
" ii: 1013-2011.
Michaud, Mr. Pius. (Victoria, N.B.) Edmundston
Immigration office, 704, 1619.
Public building, need of, 1898.
Fenian raid veterans, 440, 473, 1693. Government officials in politics, 1841. Grand Falls-St. John Railway, 365.
Imports from LTnited States, 1117. Intercolonial Railway private car, 1018. National Transcontinental Railway, 2161, 4455.
New Brunswick schools, 955.
Quebec and Saguenay Railway, 4022.
St. John Valley Railway, 3020, 3881, 4023. St. Leonards immigration agent, 569. Tobique Indian reserve, 1218.
Middlebro, Mr. William S. (North Grey) Debt of Canada, 1116.
Dry docks, 4093.
National Transcontinental Railway Cost, 1536.
Investigation, 2036.
Militia
Armouries, 2786, 4576, 5007.
Automobiles, 813, 2081.
Bands in political demonstrations, 2178, 3111, 3210, 3317, 4340, 5002, 5010.
Boat contracts, 2591.
Camp areas, 5017.
Camp supplies, 2840.
Canteens, 2734.
Cavalry remounts, 2546, 2602, 2789.
Dorval camp, 1025.
Drill halls, 2786, 4576, 5007.
Employees in department, 813.
Estimates, 336, 2363, 2370, 3199, 3399-3452, 4567, 4999, 5269.
Amendment proposed:	Mr. Proulx,
5270.
Expenditures, 2309.
Honorary colonels, 1605.
Minister of, and Sir Ian Hamilton, 441. Minister of, and Ulster, 1903.
Minister of, in Europe, 444.
Motor boats, 705.
Officer commanding 6th division, 1783. Pembroke Lumber Company, claim of, 5022.
Petawawa Camp, detective service, 815. Poster, 1536, 1607, 2082.
Private car repairs, 813.
Queenston Heights picnic, 441.
Religious processions, Militia in, 2178, 5002, 5375.
Rifle ranges, 5008.
Sham battles, 814.
Special train, 814.
Works, expenditure on, 816.
Mines Department estimates, 1801.
Molloy, Mr. John P. (Provencher)
Address in reply to Governor General's Speech-free wheat, 283.
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[Stage Direction]
Molloy, Mr. John P.-Con.
Canham, J. E., land agent, 1867. MeFadden, Dr. D. H., 663.
Members of provincial legislature, employment of, 3510.
Morris, public building for, neel of, 4199.
Mondou, Mr. A. A. (Yamaska)
Intercolonial Railway branch lines, 1739.
Money Lenders Act Amendment Bill, lr.,
201.
Monk, Hon. F. D.
Death of, 3785.
Resignation of, 1264.
Montcalm, revenue from tobacco in, 2958.
Montcalm, steamer, 666.
Montreal
Carslake hotel purchase, 1871, 2079, 2436, 2962, 3318, 4023, 4192.
Circuit court judges, 697.
Colonization Society, 472.
Harbour
Master, 4022, 5188.
Steamer berths, 2546.
Public Works
Resident engineer, 1117, 2439, 5241. Staff, 1435.
Montreal Harbour Commissioners Bills
Loan. Res., 3631. lr„ 3636.	2r„ 3869.
Com., 3869.	3r., 3876.
Taxes, exemption from, lr., 4523.	2r. and
Com., 4830.	3r., 4831. Senate amdts.
5361.
Morphy, Mr. H. B. (North Perth)
Budget, 2770.
Cost of living, 2771.
Wheat production, 2776.
Technical education, 2777.
Butter, manufacture of, 3168. Experimental farms, 1154.
Farmers Bank, 4703, 4718.
Fenian raid veterans, 3370.
Judges' salaries, 3612.
Naturalization, 4175-4815.
Newfoundland, trade with, 2934.
Pacific, Trans-Canada and Hudson Bay Railway Company, 2921.
Rural mail boxes, 5134.
Tye, W. P„ gratuity to widow of, 3634. Vancouver Island labour troubles, 1270.
Morrisburg mails, 1692.
Morris, Mr. James (Chateauguay)
Budget, 2684.
Naval service, 5175.
St. Lawrence river dams, 3317.
Valleyfield excise, 2958.
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" ii: 1013-2011.
Morrison, Colonel, expenses of, 1915.
Moulin Dubois post office, 1019.
Mounted police, 310, 708, 1119
Murphy, Hon. Charles (Russell)
Canadian Northern Railway, 3253, 4013, 4280.
Civil Service, 666.
Civil Service superannuation, 1691.
Cost of Living Commission, 356.
External Affairs, Department of, 355. French river improvements, 1604, 2081. Governor General's warrants, 2370.
Halifax terminals, 1332.
High Commissioner's office, 314.
House of Commons representation, 5311. Hudson Bay Railway, 924.
Intercolonial Railway grade reduction, 668. Metcalfe drill hall, 667.
National Art Gallery, 811.
National Transcontinental Railway Contracts, 1115.
Drawbacks on, 1330.
Investigating Commission, 1782.
Naval service, 332.
New Westminster postmastership, 355. Ottawa
Custom House, 811.
Drill hall, 667.
Property purchases, 666.
Rifle range, 668.
Water supply, 1744.
Peat experiments, 1806.
Port Arthur elevator, 809.
Post Office-temporary appointments, 3239. Prescott shipyard, 426.
Printing Bureau estimates, 724-740. Privilege, 257.
Safety at Sea Convention, 358.
Secretary of State's estimates, 724. Technical education, 355.
Trust companies, 1128, 1130.
Welland Canal, 925.
Murray Bay winter service, 1915.
Nails, tariff on, 3145.
Nantel, Hon. Wilfrid B. (Minister of Inland Revenue)
Adulteration Act Amendment, 1433, 2388, 3362.
Dismissals, 1377-1394, 1401-1406, 1424. Excise, 1370, 1417, 5266.
Inland Revenue estimates, 339, 1370-1395, 1400-1432, 2364, 5266.
Scales, regulation of, 1419.
Tobacco, stamps for, 1373, 1418.
Vincent, J. U., appointment of, 340, 1406, 1427.
Weights and . Measures Act Amendment, 1359, 1753.
Napadogan military camp, 5017.
National Art Gallery, 811.
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[Stage Direction]
National Battlefields at Quebec Bill, lr., 3636,	2r., 3890. Com., 3890, 4112.	3r.,
4119.
National Transcontinental Railway, 14, 29,
115.
Coaling plants, 2787, 3113.
Contracts, 1115.
Drawbacks on, 1329.
Cost, 1536.
Deficit, 1780.
Eastern division Construction, 4877.
Expenditure, 1018.
Operation, 5033.
Rates, 569.
Estimates, 2371, 4453-4462, 5106. Expropriation cases, 699.
Grade changes, 921.
Investigating Commission, 1328, 1782, 1915, 1970.
Expenses of, 895.
Report of, 879.
Land purchases, 1781.
Little Mistongo river bridge, 573.
Management, 5072.
Amendment proposed: Mr. Pugsley, 5072. Ministerial statement, 1964, 1982,	2021,
2085, 2132, 2155, 2180, 2218, 2264, 2312. Amendment proposed: Mr. Graham, 2039; div., 2363.
Montreal connection, 816, 5127.
Payments to contractors, 1781.
Quebec terminals, 1913,	2177, 4839-4857,
4968, 5085-5106.
St. Malo
Shops, 360, 701, 1535, 1817.
Tunnel, 891.
Ste. PerpetuO station, 1913.
Shops, estimate of, 1018,
Sillery lands, 1534.
Stations, contracts for, 1604.
Train service, 1691, 2437.
Transeona shops, 360, 664.
National Transcontinental Railway Bills
Extension of time, lr., 201.	2r., and 3r.,
749.
Operation, lr., 4711. 2r., 4838. Com., 4838. 3r., 4894.
See also Grand Trunk Pacific Railway.
Naturalization, British Nationality, Bill, lr., 3249.	2r„ 4119, 4133. Com., 4142, 4173,
4529, 4807.	3r„ 4823, 4830. See also 1763,
2312.
Natural resources, provincial control of, 1067, 1084.
Naval Affairs
College at Halifax, 329, 3208, 3254. Defence, 7, 16, 25, 46, 50, 61, 79, 89, 98, 99, 111, 120, 127, 139, 145, 177, 247. Enlistment, 346.
Naval Affairs.-Con.
Naval Service Act Repeal Bill, lr., 201. Naval Volunteers, 1914.
Regulations. 976.
Naval service, department of, 5146. Estimates, 326-336.
Navigable waters
Pollution of. See that title.
Protection of, Bill, lr., 343.
Navigation
Great Lakes, on, 349.
Schools of, 749.
Neely, Mr. D. B. (Humboldt)
Address in reply to Governor General's Speech
,Highways improvement, 259.
Free wheat, 260; proposed amdt, 267. Agricultural implements Duties on, 1570.
Industry, 572.
Budget, 2718.
Taxation, 2720.
Free wheat, 2723.
Agricultural implements, 2727.
Steel industry, 2729.
Freight rates, 2730.
Calgary and Edmonton Railway Company, 803.
Campbell, Glen, complaint against, 621, 1853.
Canadian Northern Railway, 4000, 4071. Central Western Canada Railway Company, 768, 806.
Dismissals, 1003, 1200.
Dominion lands, 3355.
Dominion lands agent, removal of, 1851. Elevators, terminal, 1216.
Express franking privilege, 1018.
Freight rates, 937.
Government officials in politics, 621, 1200, 1853.
Grain Bill, 3577.
Inspection, 1117.
Sample markets, 2787.
Homestead entries, 570.
Humboldt homestead inspector, 569. Intercolonial Railway:	Smith, R. H., employment of, 1690.
Labour conditions on Vancouver Island, 561.
Labour Department, employees of, 660. Manitoba school lands, 2786.
Militia, 337, 3444.
Naturalization, 4173.
Natural resources, provincial control of, 1087.
Public buildings in Saskatchewan, need of, 4200.
School lands, 3638.
Volunteer bounty, 1399.
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[Stage Direction]
xxxiii
Neely, Mr. D. B.-Con.
Watrous postmaster, 3715.
Windsor immigration office, 5028.
Nesbitt, Mr. Edward W. (North Oxford) Address in reply to Governor General's Speech
Naval defence, 127.
Highways improvement, 129.
Financial conditions, 129.
Tariff, 131.
Cost of living, 132.
Free wheat, 133.
Transportation, 135.
Agricultural estimates, 1104, 1142, 1674. Agricultural implements, tariff on, 3140. Armouries, 1890.
Brantford public building, 817, 871, 5218. Budget, 2789.
Expenditures, 2790.
Tariff, 2792.
Agricultural implements, 2795.
Free wheat, 2796.
Transportation, 2799.
Butter manufacture, 2387, 3163.
Calgary and Edmonton Railway Company, 799.
Canadian Northern Railway, 3833, 4327, 4411.
Cow testing, 1674.
Farmers Bank, 4786.
Immigration, 1635.
King's Printer, appointment of, 738.
Loan companies, 4717.
McClary Manufacturing Company, 1216. Mail delivery, 2014.
Militia, 3449.
Peat experiments, 1804.
Railway mail clerks, 2384.
Rural mails, 5132.
Tariff, 3105, 3149.
Toronto, Niagara and Western Railway Company, 3476.
Trust companies, 1127.
Newfoundland
Shipping disaster, 2517, 2995.
Trade with, 2916, 2923.
New Glasgow
Armoury, 702.
Intercolonial Railway Surveys, 3193.
Train service, 895.
New Harbour breakwater, 365, 2787.
Newmarket canal, 4368.
Newport customs employees, 890, 1021, 1332.
New Richmond
Freight shed, 2437.
Lightkeepen, dismissal of, 2439.
Rural mails, 1692, 2178, 3058.
Volume i:	1-1011.
" ii: 1013-2011.
Newspapers
Advertising, 1781, 2438.
Postage rates, 2312, 3225.
Tariff on, 3107.
New Westminster postmastership, 355.
Niagara Falls mails, 2014.
Nickle, Mr. William F. (Kingston)
Canadian Northern Railway, 3696.
Capital punishment, 496.
Farmers Bank. 3528.
Kingston penitentiary, 4504-4512, 4513. Prudential Life of Canada, 2898, 3478.
Nicholson, Mr. Donald (Queens, P.E.I.) Address in reply to Governor General'?
Speech
Cost of living, 121.
Reciprocity, 122.
Redistribution of representation, 123. Niobe crew, 1023.
North Riverside postmaster, 2686, 3209, 3509, 4022.
Northrup, Mr. William B. (East Hastings) Divorce reform, 821, 4884.
North Shore-Hubbard's mail service, 573.
North Sydney Harbour Commissioners Bill.
Res., 1539. lr., 1540.	2r., 1791. Com.,
1791. 3r., 1820.	.
Northwest Mounted Police, 2544.
Norton Creek, deepening of, 5028.
Nova Scotia
Coal, Ontario market for, 365.
Immigration agents, 1691.
Water lots, 1022.
O'Brien, A. H, superannuation of, 1945.
Ocean freight rates, 931, 2927. See also Freight Rates.
Officials in politics. See Government officials.
Oil, export of. See Petroleum.
Oka postmistress, 3460, 3505, 3532.
Old age pensions, 1333.
Oliver, Hon. Frank (Edmonton)
Address in reply to Governor General's Speech
Agriculture, 81, 84.
Transportation, 85.
Labour conditions, 83.
Cost of living, 87.
Banks and banking, 88.
Naval defence, 89.
Free wheat, 267.
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Oliver, Hon. Frank.-Con.
Advertising, fraudulent, 3469.
Agricultural implement duties, 1595 Asiatic trade, 888, 5037.
Athabasca Landing-Fort McMurray telegraph, 354.
Atlantic mail service, 5065.
Atlin Railway Company, 2397.
Bad Throat river water powers, 1913. Binder twine, 1609.
Butter, manufacture of, 3162.
Calgary and Edmonton Railway Company, 800.
Canada Temperance Act, 1761, 3590. Canadian Northern Railway, 3319, 3773, " 4083, 4233-4290, 4299-4334, 4415 (amdt), 4545, 4548, 4550.
Capital punishment, 508.
Caterpillar pest, 1132.
Central Western Canada Railway Company, 768, 805.
Cigarettes, prohibition of, 1481.
Civil Service insurance, 1871.
Coal for dredges, 2078.
Cold storage, 3562, 4172.
Conservation Commission, il9.
Customs officials, 423.
Dismissals, 370, 1182, 1644.
Dominion lands, 3326, 3511, 4821, 4889.
Orders in council, 4714.
Dunvegan telegraph, 816.
Edmonton and Fort George mail service, 891.
Edmonton drill hall, 354.
Edson-Grand Prairie mails, 369. Exhibitions, 1685.
Fenian raid veterans, 571, 4340.
Fletcher, J., employment of, 351.
Forest reserves, 3612, 3554, 4151.
Freight rates, 938, 947, 2196, 2980.
Gimli land patent, 1359.
Government officials in politics, 626, 706, 741, 1865.
Grain
Bill, 3161, 3575.
Elevators, 1640-1666.
Grand Rapids water lease, 1361.
High Commissioner's office, 312.
Hog cholera, 3174.
House of Commons distribution office, 1775.
Hudson Bay terminals, 680, 1209. Immigration, 1613, 4155.
Asiatic, 350, 1220, 5213.
Deportations, 891, 1613, 1640.
European, 572, 1642, 4159.
Hindu, 4022, 4130, 4214, 4295, 4369, 4524, 4556, 4562, 4717, 4954.
Regulations, 350, 351, 4155.
Statistics, 351.
Unemployed, 4157, 5211.
United States, 1616, 1640.
Indians
British Columbia reserves, 5209.
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Oliver, Hon. Frank.-Con.
Kitsilano reserve, 350, 664, 922.
Schools, 2397, 3481, 3532.
Irrigation, 3485, 3601.
Kamloops
Drill hall, 1331.
Public building, 1021.
Karluk, steamer, 811, 2264.
Land patents, 3113.
Lands unpatented, taxation of, 1921. Lesser Slave Lake, dredging in, 5236. Metric system, 1754.
Militia, 5006.
Mounted police, 710, 4964.
National Transcontinental Railway investigation, 2189.
Naturalization, 4130, 4144, 4808.
Natural resources, provincial control of, 1091.
Naval service, 329-336.
Navigable waters, pollution of, 1746. Pacific, Trans-Canada and Hudson Bay Railway Company, 2949.
Parks, Dominion, 4154.
Patents, renewal of, 1668, 2918.
Petroleum, export of, 972, 1759, 3463. Pollution of navigable waters, 1746.
Post Office
Britain to Canada rates, 3232.
Western service, 3633.
Prince Edward and Hastings Railway Company, 2921.
Public Works estimates, 4201, 5235. Railway bridges and highway- traffic, 3886. Railway charters, 2950, 2953.
Railway from British Columbia to Alaska, 1870.
Railway level crossings, 3958.
Rainy River Radial Railway Company, 2950.
Rebellion claims, 4967.
St. Peter's Indian reserve, 354, 475, 571, 891. San Francisco exhibition, 1685.
Seeds Inspection Bill, 4169.
Senate representation, 1492, 5293. Steffansson expedition, 352.
Tariff, 3038, 3128, 4338, 5363.
Tar sand deposits, 1810. *
Telegraph lines, 5242.
Transportation, 2980.
W. C. Edwards Company, 3475.
Western freight rates, 1914.
White Water lake, 1-331.
Yukon Placer Mining Act, 3967.
Ontario Equipment Company, 699.
Ontario Fire Insurance Company, 4295, 4713.
Orange Lodges and the French language, 2081.
Ores, treatment of, 1803.
Oriental industrial competition, 4558.
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[Stage Direction]
Ottawa
Building leases, 2439, 2519, 2544.
Capital, as the, 1882-1889.
Capital Planning Commission, 2373, 5196. Coal contracts, 4206.
Custom House, 811, 2079.
Drill hall, 667.
Fire alarm system, 1332.
Improvement Commission, 697.
Property purchases, 666.
Public buildings, 1533, 1875-1890, 4197, 4205. Rifle range, 668.
Water supply, 314, 1331, 1744, 1882, 4206.
Ottawa river lightkeepers, 574.
Owen Sound mails, 2014.
Pacaud, Mr. Lucien T. (Megantic)
Canadian Northern Railway, 3979. Dismissals, 1390.
Pacific defence forces, 1751.
Panama canal, 2915.
Effect on Canadian rates, 3509.
Papineau, Mr. Louis J. (Beauharnois) Valleyfield dredging, 2992.
Paquet, Mr. Eugene (L'lsiet)
Agriculture, 1143.
Immigration, 1437, 1639.
Postal service, 3853.
Paradis, L., fumigation station inspector, 2840.
Parcel post, 215, 257, 350, 1360, 5246. Franking privilege, 621.
Pardee, Mr. Frederick F. (West Lambton) Brantford public building, 877.
Canadian Northern Railway, 3953, 4036, 4068.
Drill halls, 1890.
Farmers Bank, 4917.
Ferguson, G. H., appointment of, 1915. Grain Commission, 2376.
Lake Erie buoy service, 2519.
Militia, 702, 2309, 3428.
Minister of Militia and Ulster, 1902. Newmarket canal, 4368.
Parcel post, 1360.
Petroleum, export of, 3465.
Tariff, 3115.
Toronto harbour, 812.
Trade Commissioners, 886.
Parent, engineer, dismissal of, 5241.
Paris Government office, 4965.
Parliamentary documents, distribution of, 1775.
Volume i:	1-1011.
" ii: 1013-2011.
Parliamentary procedure
See also Speaker.
Answers to questions, lengthy, 1061. Divorce Bills-printing of evidence in French, 4880.
Estimates not printed in French, consideration of, 403.
Ex-members, statements affecting, as-questions of privilege, 1119-1125. Improper motives, imputation of, to Government, 2009.
Privilege, questions of, 343, 705, 1119, 2016; 2083, 3455.
Question ruled out as improper and frivolous; appeal, 2017; div., 2019.
Questions without notice, 285, 475, 477, 511. Reply, right of, on adjournment motion, 519.
Senate amendments Amendment of, 5034.
Discussion of, 4893.
Shipping Bill not preceded by resolution, 743.
Supply, Committee of, without question put, 306, 512, 707.
Supply resolutions, concurrence in en bloc, 2376.
Thursdays, Government business on, 696.
Parliamentary representation. See House of Commons and Senate. "
Patents
Office, 5200.
Record, 1098.
Renewal of, 1668, 2918, 2948, 3205.
Payne, Steven, employment of, 1605.
Peace Centenary. See Canadian Peace Centenary Association.
Peat, experiments with, 1804.
Pedley, F., case of, 817.
Pelagic sealing claims, 2372.
Pelee Island steamer subsidy, 5039.
Pelletier, Hon. L. P., expenses of, 1117.
Pelletier, Hon. Louis P. (Postmaster General) Address in reply to Governor General's Speech
Dismissals, 203.
Redistribution of representation, 203. Transportation, 206, 209.
United Shoe Machinery Company, 207. By-elections, 209.
* Free food, 212.
Naval defence, 213.
Parcel post, 215.
Atlantic mail service, 94, 5056.
Canadian Northern Railway, 4634.
Civil Service appointments, 1164.
Divorce bills, 4882.
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Pelletier, Hon. Louis P.-Con.
Empress of Ireland, loss of, 4556. Exhibitions, 1685.
Farmers Bank, 4741.
Georgian Bay canal, 2966.
High Commissioner's office, 1767.
House of Commons
French translation, 733, 736, 1779.
Post office, 399.
Representation, 854, 5315.
Intercolonial Railway-Riviere du Loup facilities, 4970.
Lafontaine. Mr., Canada's exhibition representative, 1685.
Lemieux, (Hon. R., Asiatic trip of, 705. LOvis quarantine station, 1108.
Monk, Hon. F. D., death of, 3786. National Transcontinental Railway, 4462.
Quebec terminals, 4845, 4852, 4974. Naval service, 432, 5161.
Oka postmistress, 3505.
Pilotage, 3629.
Post Office Act Amendment, 2380, 3222, 5033, 5071, 5360.
Post Office
Automobiles, 5130, 5146, 5262, 5361. British magazines, postage on, 3227. Eastern Townships, dismissals in, 3640, 5261.
Employees and salaries, 341, 2378, 3220. Estimates, 341, 2364, 3572, 3632, 3638, 3843, 5129, 5249.
Franking privilege, 971, 3223.
Indecent publications, 3236.
Letter carriers on electric railways, 3217. Letters, registration of, 3222.
Newspapers, rates on, 3234, 3244, 5033, 5071.
Parcel post, 215, 5250.
Railway mail clerks, 2380, 3239, 3572, 5360.
Returns, alleged incomplete, 3632, 5145. Rural mail Boxes, 5133.
Service, 2364, 3852, 5249, 5361.
Quebec
Battlefields Commission, 4113.
Quarantine station, 1108.
Returns, alleged incomplete, 2364.
Senate representation, 5299.
Transatlantic mail service, 589, 1645.
Truro post office, 1909.
Vincent, J. U., appointment of, 1429. Voters' lists, 2373.
Pembroke armoury, 5193.
Penitentiary investigation, See Kingston.
Perley, Hon. G. H„ trip to London of, 4831.
Perley, Hon. Geo. H. (Argenteuil)
Finance Department estimates, 722.
Loan companies, 970.
Perley, Hon. G. H.-Con.
Ottawa Improvement Commission, 1889. Trust companies, 793.
Union Life Insurance Company, 723, 926.
Petroleum, export of. See Export Act Amendment Bill.
Pickled Fish. See Fish.
Pictou
Bank, 1696.
Mail carrier, 572.
Mail contracts, 1690, 1819, 1913.
Post offices, 1022.
Public building, 809.
Rural mail, 924, 1023.
Pig iron drawback. See Customs Act Amendment Bill.
Pilotage
Agent, 1219.
Montreal, 1117.
St. Lawrence river, 815, 984, 3621.
See Canada Shipping Act Amendment Bill.
Pilots, superintendents of, 666.
Pioneer settlers, Lord Selkirk's, 3207.
Plainfield post office, 2016.
Plantaganet rural mails, 2840.
Point Fortune wharf, 3398.
Political partisanship, investigations into, 2262, 2308.
Pollution of Navigable Waters Bill, lr., 4.
2r„ 1750. Ref. to Select Com., 1751. See also 1740, 1910, 2013.
Port Arthur government elevator, 809.
Port Colborne elevator, 2990.
Port Daniel lobster hatchery, 2519, 3318.
Port Hood public wharf, 355.
Port Maitland post office, 1913.
Portneuf
Lightkeeper, 1219, 3510.
County post offices, 1690.
Post Office Act Amendment Bill. Res., 2380. lr., 2384.	2r., 3173. Com., 3222.	3r.,
3249. Senate amendments, 5033, 5071, 5360, 5376.
Post Office
Automobiles, 3113, 5130, 5262.
Country post offices and libraries, 892. English magazines, postage on, 2312.
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xxxvii
Post Office.-Con.
Employees' Salaries. See Civil Service Act Amendment Bill.
Estimates, 341, 2364, 3571, 3632, 3638, 3840, 5129.
Letter carriers on electric cars, 3247.
Mail bag locks, 354, 473, 701.
Mail boxes, 2364.
Mail contracts cancelled, 703.
Rural mail service. See that title.
Salaries. See Civil Service Act Amendment Bill.	[DOT]
Savings banks interest, 5199.
Transatlantic mail service. See that title..
Potato embargo by United States, 744.
Potatoes, tariff on, 3044, 3059.
Poulsen wireless, 2687, 5246, S249.
Power, Mr. William (West Quebec)
National Transcontinental Railway investigation, 2248.
Prescott county mails, 2962.
Press Conference, Imperial, 4961.
Prince Edward Island
Banks, 1781, 2543.
Freight rates, 308, 926, 1018.
Railway, 4483.
Representation, 123, 707, 849, 853, 859, 863, 5285, 5299, 5306, 5359.
Transportation, 399.
Winter service, 701, 757.
Printing and Stationery Department estimates, 724, 1774.
Printing Bureau building, 4370.
Prison reform, 4511, 4522.
Prisons and Reformatories Act Amendment Bill. lr„ 3397.	2r.,	3466. Com., 3466.
3r., 3466.
Private Bill legislation, responsibility for, 994.
Private Bills discussed
Acadia Loan Corporation, 1416.
Alberta Central Railway Company, 1891. Arnold!, J., Patent of, 2948.
Atlin Railway Company, 2397.
Auto Wheels, Limited, patent of, 1668. Barcelona Light and Power Company, 1911, 1981.
Boy Scouts Association, 4131. See also 5002.
Brazilian Light and Power Company, 1982. British American Nickel Corporation, 1982.
Volume 1:	1-1011.
" ii: 1013-2011.
Private Bills.-Con.
British Trust Company, 1416.
Burrard Tunnel and Bridge Company,
764.
Calgary and Edmonton Railway Company,
765,	795, 992.
Calgary and Fernie Railway Company, 1667.
Canadian Northern Ontario Railway Company 4470.
Canadian Northern Railway Company, 1760, 4470, 4670.
Canadian Pacific Railway Company, 769.
Catholic Mutual Benefit Association, 4474.
Central Ontario Railway, 1892.
Central Railway Company of Canada, 996.
Central Western Canada Railway Company, 767, 804.
Continental Fire Insurance Company of Canada, 1666.
Erie, London and Tillsonburg Railway Company, 995.
Esquimau and Nanaimo Railway Company, 994.
Farnham and Granby Railway Company, 3505.
Fredericton and Grand Lake Coal and Railway Company, 3205.
Goldschmidt, R., patent of, 2918, 3205.
Grand Trunk and Canada Atlantic Railway Companies, 2922.
Grand Trunk Railway Company, 767.
Joliette and Lake Manuan Colonization Railway Company, 994.
Kettle Valley Railway Company, 1892.
Labrador, Quebec and Southern Railway Company, 2922, 2951, 4473.
L^chine, Jacques Cartier, and Maisonneuve Railway Company, 767.
Lake Erie and Northern Railway Company, 1188.
London and Lake Erie Railway Company, 1891.
London and Port Stanley Railway Company, 1416.
McClary Manufacturing Company, 1216.
Manitoba and Northwestern Railway Company, 1891.
Mortgage Corporation of Nova Scotia, 1416.
National Council of Women of Canada, 2948.
National Wood Distilling Company, patent of, 1668.
Norfolk and Elgin Railway Company, 1667.
Northern Territorial Railway Company, 2175.
North Shore Power, Railway, and Navigation Company, 4471.
Ottawa and Ungava Railway Company, 992.
Ottawa, Northern and Western Railway Company, 764.
Pacific, Peace River and Athabaska Railway Company, 992.
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xxxviii
[Stage Direction]
Private Bills-Con.
Pacific, Trans-Canada and Hudson Bay Railway Company, 2921, 2948.
Peace River Tramway and Navigation Company, 995.
Prince Edward and Hastings Railway Company, 2921, 2949.
Prudential Life of Canada, 2899, 3478, 3506. Queen's University, 770.
Rainy River Radial Railway Company, 2950.
Rio de Janeiro and Sao Paulo Telephone Company, 1892.
Saskatchewan Central Railway Company, 2956.
Saskatoon and Hudson Bay Railway Company, 3827.
Les Soeurs de la Charite de l'Hopital Saint Antoine de Le Pas, 1669.
Sterling Trusts Corporation, 1417. ThessalOn and Northern Railway Company, 993.
Toronto, Niagara and Western Railway Company, 3199, 3270, 3476.
University of Emmanuel College, 2397. Vineberg, Helen, divorce bill, 4670, 4880.
W. C. Edwards Company, 3474.
Western Dominion Railway Company, 3473. West Ontario Pacific Railway Company, 769.
Willson, T. L., patent of, 2918.
Privilege, questions of Aikins, Mr., 3892.
Armstrong, Mr. J. A. M., 3114.
Best, Mr., 3114.
Burnham, Mr., 3058.
Chisholm, Mr. W„ 2085, 5955.
Crothers, Mr., 707.
Devlin, Mr., 1119.
Fisher, Mr., 3113.
Hughes, Mr. Sam., 2083.
Knowles, Mr., 3454.
Lachance, Mr., 1784.
Law, Mr., 343.
Lemieux, Mr., 704.
Lesperance, Mr., 126.
Macdonald, Mr., 3160.
Murphy, Mr., 257.
Pardee, Mr., 2084.
Rhodes, Mr., 3114.
Smith, Mr., 3114.
Sutherland, Mr., 3114.
Turriff, Mr., 2546.
Walker, Mr., 3114.
Wilson, Mr. C. A., 2016.
Privy Council, Judicial Committee of, appointment of Law Lords to, 1952.
Proportional Representation, 613, 619, 848, 856, 5285.
Proulx, Mr. Edmond (Prescott)
Canadian Northern Railway, 4053.
Capital punishment, 505.
Volume i:	1-1011.
" ii: 1013-2011.
Proulx, Mr. Edmond.-Con.
Carson, Sir Edward,' alleged cablegram to, 2082, 2178.
Civil Service, 4446.
Farmers Bank, 4800.
French translators, 5274.
Hay contracts, 1020.
Healey, Mr., dismissal of, 5270.
Judges' salaries, 1939, 388<.
Marriage laws, 444.
Menace newspaper, 3056.
Militia
Automobiles, 813, 2081.
Canteens, 2437.
Employees, 813.
Estimates, 3415, 3419, 5269 (amdt).
Gift of horse, 814.
Private car repairs, 813.
Sham battle, 814.
Special train, 814.
Minister of Militia in Europe, 444. Ministers' travelling expenses, 610. Montreal Colonization Society, 472. O'Brien, A. H., superannuation of, 1952. Piantaganet rural mails, 2840.
Potts, A., payments to, 369.
Prescott county mails, 2962.
Printing and advertising, Government, 729. Public buildings, rentals of, 1906. Queenston Heights picnic, 441.
Royal Military College, 3207.
St. Antoine de Le Pas Sisters of Charity, 1669.
Selkirk's, Lord, pioneer settlers, 3207,
Senate representation, 5298.
Vancouver drill hall, 362, 892, 1021, 1117. Vancouver Orange Lodge, Irish Home Rule resolution of, 2785.
Provincial members, employment of, 3510.
Prudential Life of Canada, 2898. See a'sa Private Bills discussed.
Public Works Estimates
Buildings, 1533, 1875, 1893, 5218, 5231. Dredging, 5224. 5236.
Harbours and rivers, 52i4, 5231, 5233. Salaries, etc., 342.
Slides and booms, 5231.
Telegraph lines, 2375, 5234-5245.
Pugsley, Hon. William (St. John city)
Asiatic trade, development of, 5036.	-
Atlantic mail service, 5050.
Canadian Northern Railway, 4028, 4042, 4058, 4216-4274, 4297-4331, 4391. 4639. Civil Service superannuation, 5370.
Cost of living, 5376.
Dry docks subsidies, 4090.
Grand Trunk Pacific Railway, 4835. Hampton public building site, 4189.
House of Commons representation, 5306. Intercolonial Railway Branch lines, 5112.
Estimates, 4864.
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[Stage Direction]
Pugsley, Hon. Wm.-Con.
Ocean Limited, 4630, 4888.
Militia, 5019.
National Transcontinental Railway, 4457, 4459, 4461, 4854, 5033, 5072 (amdt.), 5090.
Naturalization, 4823.
Pelee Island steamer service, 5039.
St. John
Dredging, 5224.
Railway and steamship service, 5050.
St. John Valley Railway bridges, 4023. Senate representation, 5290, 5299, 5305. Tariff, 4336.
Quebec (city)
Arsenal, 5028.
Battlefields Commission, 1783, 1784. See also National Battlefields at Quebec Bill.
Bridge, 4559, 4463, 5030, 5108.
Harbour Commission attorney, 1604, 2263. Harbourmaster, 5029.
Harbour plant, 2788, 3055, 3398.
Land purchases, 1434.
Marine agency, 2996.
Quarantine officials, 354.
Union station, 1913.
Weights and Measures, assistant inspector of, 3318.
Quebec Harbour Commissioners Bill. Res., 3632. lr., 3636.	2r„ 3876. Com., 3876.
3r„ 3895.
Quebec-Levis mails, 2263.
Quebec (Province) Seigniories, 568.
Quebec and Saguenay Railway, 4022, 4053, 4557.
Queenston Heights picnic, 441.
Radium ores, 1692, 1814.
Railway Act Amendment Bills.
Armstrong, Mr. J. E. lr., 1013.
Borden, Mr. Joint Com., 2947.
Demers, Mr. lr., 610, 793.
Railway Commission, Dominion, 574, 2372, 2437, 4160.
Railway Employees House of Service Bill.
lr., 2175.
Railway Level Crossings Bill. Res., 3896. lr., 3896.	2r., 3957. Com., 3957.	3r.,
4023.
Railway Mail Clerks. See Civil Service Act (P.O.) Amendment Bill.
Railways	_.
Charters, granting of, 2953.
Volume i:	1-1011.
" ii: 1013-2011.
Railways.-Con.
Crossings, level, 360, 3200, 3270, 4166. See also Railway Level Crossings Bill. Government ownership of, 3974-3979, 43914413.
Land grants to, 5027.
Suburban trains, 1062.
See also names of railways.
Railways and Canals estimates, 438, 1958, 2963-2995,	4160-4167,	4939-4953,	510F-
5129.
Ministerial statement, 1957.
Canals, 1957.
Government Railways, 1959.
Hudson Bay Railway, 1962.
National Transcontinental Railway, 1964. Salaries, etc., 438.
Rainville, Mr. Joseph H. (Chambly and Ver-chOres)
Address in reply to Governor General'3 Speech
Free wheat, 288.
Immigration, 291.
Agriculture, aid to, 292.
Highways improvement, 293.
Cold storage, 294.
Cost of living, 294.
Civil Service, 1384.
Ranching and Grazing Commission, 574, 2543.
Real estate advertisements. See Criminal Code Amendment Bill.
Reciprocity with the United States, 9, 117, 122, 297.
Records, Departmental, Commission, 4963. Red Head harbour, 891.
Redistribution of representation. See House of Commons.
Reid, Hon. J. D. (Minister of Customs)
Alert, steamer, 343, 474.
Basic slag, 639.
Canals, 1957, 296-3-2995, 4162, 5109.
Colpitts, G. A., case of, 452.
Customs estimates, 400, 413, 422-439, 963969, 998-1011, 2374.
Government Railways claims, 1910, 2392. House of Commons representation, 5307, 5360.
Hudson Bay Railway, 1962, 4484-4466, 4468, 4476.
Intercolonial Railway Branch lines, 5119.
Estimates, 3178, 4165, 4860.
Killalm, A. E., retirement of, 1728. Management, 3264.
Ocean Limited train, 4888.
Pension fund, 5362.
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Reid, Hon. J. D.-Con.
Labrador, Quebec and Southern Railway Company, 2952.
National Transcontinental Railway Eastern section, 5033.
Estimates, 4453-4462, 4968, 5106. Ministerial statement, 1964.
Montreal, connection with, 5127. Petroleum, export of, 971.
Prince Edward Island Railway, 1962, 4483. Quebec bridge, 5108.
Railway level crossings, 3896, 3957, 4023, 4166.
Railways and Canals estimates, 438, 1957, 2963-2995, 4160-4167, 4939-4953, 5106. Returns, alleged incomplete, 4959.
St. John Valley Railway, 3036.
Bridges, 3880, 3959, 4023.
St. Peter's canal, 2963, 2995, 4480. Southampton Railway Company, 1469. Toronto terminals, 3784.
Trent canal Construction, 4163.
Investigation, 4991,
Welland canal, 2963, 2987.
Winnipeg terminals, 3454, 3558.
Reid Mr. Jas. (Restigouche)
Intercolonial Railway car charges, 352.
Reindeer herd, 4155.
Rhodes, Mr. Edgar N. (Cumberland) Battlefields, preservation of, 4116.
Customs service, appointments to, 969. Dismissals, 1007.
Fenian raid veterans, 4354.
Fort Cumberland, restoration of, 4183. Government officials in politics, 435.
House of Commons representation 5324 5335.
Privilege, 3114.
Senate representation, 5304.
Richibucto life-saving crew, 668.
Richmond county public works, 571.
Richmond and Wolfe public buildings, 1694, 4294.
Reindeau, S., employment of, 1114.
Rigaud
Post office, 442, 3638, 4021.
Wharf, 442, 574,
Rimouski
Customs, 2015.
Engineers, 2079, 4021.
Harbour, 2079, 2310.
Insurance Company, 4713, 4807.
Land purchase, 1695.
Medical service, 2015.
Robb, Mr. James A. (Huntingdon)
Brome experimental dairy station, 1110. Budget, 2639.
Agriculture, 2640.
Tariff, 2641.
Dairy products, 2643.
Dismissals, 432.
Explosives, manufacture of, 1810.
Grain Bill, 3584.
Horse breeding, 472.
Live stock purchases, 470.
Naval service, 5164.
Norton creek, 5028.
Transportation, 2987.
Valleyfield Dredging, 2992.
Wharf, 5234.
Robidoux, Mr. Ferdinand J. (Kent, N.B.)
Fisheries advisory board, 2413.
Robitaille postmaster, 3058,
Roche, Hon. W. J. (Minister of the Interior) Alpine Club of Canada, 4155.
Astronomical surveys, 4155.
Buffalo herd, 4155.
Campbell, Glen, charges against, 624, 1857. Dominion Lands Act Amendment, 3249, 3335-3360, 3511.
Dominion Lands and Parks, 1836-1870, 2372,. 4151.
Orders in Council approved, 4713.
Forest reserves, 3512, 3554, 4151. Government officials in politics, 624, 1836. Immigration Agencies, 1628.
Asiatic, 1253, 4214.
Bulgarian, 4560.
Chinese, 5212.
Estimates, 1612-1644, 41t>5, 5210.
Hindu, 4524, 4557, 4564, 4954 5212. Homestead entries by continental immigrants, 1625, 4158.
Inspection, 1441.
Italian, 1634.
Maritime provinces, to, 5211.
Results of policy, 1612, 1625.
Russian, 4560.
United States, 1625.
Indian Act Amendment, 1817, 2395, 3481, 3532, 4830.
Indians
British Columbia, 2477, 5209.
Generally, 422, 2480.
Northwest Provinces and Territories, 2478, 5209.
Nova Scotia, 2474-2477, 5209.
Ontario and Quebec, 2472-2474.
Interior Department estimates, 338, 1836, 2363, 2372, 4151.
Irrigation, 3599, 4153.
Lands unpatented, taxation of, 1920. Natural resources, provincial control of, 1079.
Petroleum rights, 975.
Reindeer herd, 4155.
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xli
Roche, Hon. W. J.-Con.
St. Peter's Indian reserve, 475.
Seed grain, 5210.
Volunteer bounty, 1396, 1611.
"Water-power surveys, 4153.
Yukon, Government of, 1335.
Yukon Placer Mining Act, 3859, 3965.
Rocky Point wharf, 3113, 3318.
Rogers, Hon. Robt. (Minister of Public Works)
Brantford public building, 872.
Canadian Northern Railway, 4416, 4550. Canning public building, 5226.
Carslake Hotel property, 4023.
Dry Docks subsidy, 3961, 4090.
Ewart, D., chief architect, 5230.
Georgian Bay canal, 1050, 1733.
Government officials in politics, 628, 741, 1846.
Grand Trunk Pacific Railway mechanics' strike, 5034.
House of Commons representation, 5230. National Transcontinental Railway, 5078. Public Works estimates
Buildings, 1533,	1875,	1893,	4182-4207,
5218-5231.
Dredging, 5224, 5236.
Harbours and rivers, 4207-4213, 5214, 5231, 5233.
Miscellaneous, 5230.
Salaries, etc., 342.
Slides and booms, 5231.
Telegraph lines, 2375, 5234-5245.
Ross, Mr. Duncan C. (West Middlesex) Canadian Northern Railway, 4370.
Farmers Bank, 3527, 4921.
Muncey Indians, 2475.
Shipbuilding in Canada, 418.
Ross rifle, 513.
Rosthern
Customs collector, 573, 997.
Lands agent, 573.
Roy, J. N., employment of, 698.
Royal assent, 2376, 2383, 4292 4321.
Royal Military College, 3207, 5015.
Royal Society of Canada, 350, 5267.
Rural mail service, 376, 5132, 5245, 5361.
Ste. Anne de la Pocatiere
Experimental station, 360.
Wharf, 2078.
Ste. Anne des Monts wharf, 2687.
Ste. Anne de Restigouche dredging, 3112.
St. Armand mails, 3208.
Ste. Brigide mails, 893.
St. Casimir post office, 360, 667.
St. David de Levis postmaster, 4369.	.
St. Esprit lightkeeper, 473.
St. Hyacinthe mails, 2014.
St. Jerome wharf, 3113.
St. John, N.B.
Custom house, 1330.
Harbour, 1331, 1693, 4090-4112.
Marine employees, 1913.
St. John and Quebec Railway, 2546, 2789, 2997.
St. John and Quebec Railway Bridges Bill.
Res., 3880. lr„ 3886.	2r., 3959. Com..
3959, 4023.	3r„ 4090.
St. Johns and Iberville
Bridge, 2689.
Rural mail, 366.
St. Johns and Iberville rural mail, 366.
St. Johns, Que.
Customs collector, 893.
Inland Revenue collector, 1021.
St. Joseph de Sorel
Post office, 572.
Trempe, L. E„ employment of, 1434, 1695.
St. Lawrence
Accidents, 3253, 3398, 3622. See also Empress of Ireland.
Dams, 3317.
Ice breakers, 987.
Rates, 976, 982.
Ship channel 976-991.
Tug boilers, 1361.
St. Leonards immigration agent, 569.
Ste. Perpetue food inspector, 359.
St. Peter's
Canal, 1020, 2903, 2963, 2995, 4480.
Indian Reserve, 354, 475, 571, 891.
St. Roch des Aulnaies excise officer, 360.
St. Romuald post office, 809, 4021.
St. Theodore D'Acton rural mail, 700.
Sackville public wharf, 568.
Safety of Life at Sea Convention, 358, 787.
San Francisco Exposition. See Exhibitions.
Sault Ste. Marie mails, 2014.
Scales inspection, 1419.
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[Stage Direction]
Schaffner, Mr. F. L. (Souris)
Address in reply to Governor General's Speech
Farmers' delegation, 106.
By-elections, 106.
Manitoba boundaries, 107. Transportation, 107.
Agriculture, 109.
Cost of living, 110.
Naval defence, 111.
Dismissals, 1180.
Freight rates, 940.
Naturalization, 4534.
Natural resources, provincial control of, 1085.
Terminal elevators, 1657.
School lands, 3638.
Secretary of State's estimates, 724, 1760-1780.
Secret Commissions Bill, 4555, 4712.
Seed grain, distribution of, 369.
Seeds, inspection of. See Inspection and Sales Act Amendment Bill.
Seguin, Mr. Paul A. (L'Assomption)
Dorion, dredging at, 443.
House of Commons representation, 5318. Hudson Bay Railway, 5030.
Joliette building, 1023.
L'Assomption wharf, 2263.
Soulanges canal, 2179, 2263.
Terrebonne postmaster, 1019.
Tobacco revenues, 2957.
Senate Employees Bill, lr., 4711,
Senate reform, 1495, 5282.
Senate representation-Address to the King. Res., 5277. Com., 5290. Senate amdts., 5376, 5378.
Senate Representation Bills
Alberta. Res., 1498. lr., 1498.
British Columbia. Res., 3513. lr., 3516. Manitoba. Res., 1483. lr., 1497. See also 1911.
Saskatchewan. Res., 1498. lr., 1498.
Sevigny, Mr. Albert (Dorchester) Experimental farms, 1149.
National Transcontinental Railway Investigation, 2218.
Payments to contractors, 1781.
Sillery lands, 1534.
Portneuf county post offices, 1690.
Quebec Battlefields Commission, 1783.
St. Johns Inland Revenue collector, 1378.
Sexsmith, Mr. John A. (East Peterborough) Butter, manufacture of, 3166.
Lemieux, Hon. R., trips of, 698.
Trent canal, 4997.
Volume i:	1-1011.
" ii: 1013-2011.
Sharpe, Mr. Samuel (North Ontario)
Divorce bills, 4883.
Farmers Bank, 4764.
Fenian raid veterans, 3373.
National Transcontinental Railway investigation, 2202.
Ross rifle, 517.
Queen's University, 770.
Senate reform, 5284.
Trust companies, 2908.
Unemployment, 4157.
Sharpe, Mr. William H. (Lisgar)
Hudson Bay terminals, 688, 4464.
Shefford county rural mall, 363.
Shelburne
Fisheries, 349.
Fishery guardians, 2961.
Public works, 1330.
Shepherd, Mr. F. H. (Nanaimo)
Duncan's Station public building, 4203. Explosives, regulation of, 3865.
Labour conditions on Vancouver Island, 539, 1283.
Sherbrooke (city)
Automobiles for officials, 2959, 5130, 5262. Drill hall, 2959, 3111.
Leased buildings, 3317, 3894.
Militia quarters, 3422-3428.
Post office, 3509, 3715, 4368.
Sherbrooke (county)
Agriculture in, 5027.
Postal inspection, 2959, 3645.
Shigawake rural mails, 1692.
Shipping, registration of, 754. See also Canada Shipping Act Amendment Bill.
Shubenacadie-Deans mails, 1817.
Silk, tariff on, 3159.
Sinclair, Mr. John H. (Guysborough)
Address in reply to Governor General's Speech
Fishing industry, 142.
Naval defence, 145.
Highways improvement, 147.
Mail bag locks, 150.
Amherst armoury, 3714, 4293.
Armouries, 666, 2786. See also Amherst Banque Internationale, 4712.
Boilers for tugs, 1361.
Budget, 2734.
Election issues, 2735.
Fishing industry, 2738.
Agricultural implements, 2739.
Fishing twine, 2740.
Expenditures, 2741.
Canada shipping, 90.
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INDEX-19*14
xliii
Sinclair, Mr. John H.-Con
Canning public building, 5224.
Canso letter boxes, 703.
Cattle inspection, 759.
Civil Service, appointments to, 1192.
Coal contracts for Government dredges, 923.
Coasting privileges, 90, 754, 2435, 2915. See also Shipping.
Cobequid, wreck of, 1167.
Cold storage, 700.
Cole Harbour wharf, 1693.
Cost of Living Commission, 2436.
Cranberry Island light, 1175, 1193.
Dean Settlement Railway, 3318.
Dismissals
Fish hatchery employees, 370.
Generally, 1192.
Laing, J. R., postmaster, 370.
Drill halls. See Armouries.
Duchemin, H. P., payments to, 353, 697, 779, 893, 926, 1111,
Electoral corruption, 344.
Esquimau dock, 813, 1433.
Experimental farms, 1160.
Farmers Bank, 723, 4804, 4895, 4903 (amdt.) 4912.
Fenian raid veterans, 349, 440, 925, 1604, 2416, 2787, 2962, 3368, 3894, 4348.
Fish and fisheries
Advisory board, 2399, 2415.
Curing expert, 571.
Lobster fishing, 815, 5187.
Modus vivendi licenses, 1603.
Pickled fish, inspection of, 4437. Reduction works, 1693, 2080.
Statistics, 1020, 1361, 2400, 5191. Transportation, 376, 894, 1017, 1114-1215, 2401, 2937, 3412, 5070, 5184.
Twine, duty on, 344, 3153.
Violations of Act, 1603.
Fraser, J. McL., fishery officer, 5030. Government railways claims, 2394. Government steamers Alert, 326, 343.
Canada, 3113.
Repairs to, 404, 1204, 1332, 2430. Gunhilde, steam yacht, 2688.
Guysborough public wharf, 355.
House of Commons Post office, 477.
Representation, 5350.
Hudson Bay Railway mileage, 364.
Indian Harbour Lakes postmaster, 3055. Intercolonial Railway Branch lines, 353.
Employees on Ferry Scotia, 1016. Estimates, 3183, 4865.
Freight rates, 894, 921, 1017, 1021, 1434, 1690, 2016.
Guysborough branch, 4481.
Ice contracts, 364.
Management, 3305.
Point Tupper ferry, 894.
Refrigerator cars, 1360.
Sinclair, Mr. John H. Con.
Standard rules, 1693.
Sunny Brae branch, 894.
Tonnage, 3110.
Labour strikes at Nanaimo, 345.
Larry's River harbourmaster, 2961.
Le Blanc, seaman, burial of. 667, S15, 5177. Life-saving rewards, 420, 5176.
McPherson C„ employment of, 2787. Matches, white phosphorus, 1538.
Militia
Armouries. See that title.
Boot contract, 2591.
Generally, 4617.
Political demonstrations, 5010.
Training areas, 5020.
Montreal harbour, 3875.
Mounted police, 2544.
Naturalization, 4817.
Naval College, Halifax, 3208.
Navigation, schools of, 750.
New Harbour breakwater, 365.
Newspaper advertising, 2438.
Newspapers, postal rates on, 5245.
North Riverside postmaster, -(>86,	"	[DOT]
3509, 3845, 4022. _
Petawawa camp, 815.
Provincial subsidies, 344.
Prudential Life of Canada, 3479, 3506. Railway mail clerks, 2382.
Railway subsidies, 355.
Red Head harbour, 891.
Returns, alleged incomplete, 4960, 53bl. Sand Point wharf, 5229.
Shellfish Commission, 667, 1361.
Shipping Act Amendment, 74b.
Shipping
Insurance, 982.
SPSS'S.: B„ . **<, *«. BUI Steamer subsidies, 2935.
Steam trawling, 471.
Sunny Brae mails, 2309.
Tariff, 3153.
Trade agents, 319, 884.
United States fishermen, 1692.
Vancouver Harbour Commission, 2390. Vancouver Island public works engineer, 3399.
Victoria rifle range, 3398.
Weights and measures inspection, 2591.
Skinner's Cove works, 809.
[Stage Direction]

Slag. See Basic.
Smith, H. T„ emploment of, 812.
Smith, Mr. Wm. (South Ontario) Budget, 2698.
Free wheat, 2699.
Mixed farming, 2700.
Canadian Northern Railway, 3838. Horse breeding, 3502.
Privilege, 3114.
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[Stage Direction]
xliv
Smuggling, alleged, 1782.
Sorel. See St. Joseph de Sorel.
Soulanges Canal, 2989, 2994.
Employees, 2179, 2263.
Souris rifle range, 1435, 1694, 1783, 4567.
South African hay contracts, 1020.
South America trade development association, 1693.
Southampton Railway Company, 1455, 3009.
South Bruce letter boxes, 353.
Southport fish hatchery, 3112.
Spanish Ship Bay wharf, 3055, 3111.
Speaker (Hon. T. S. Sproule), rulings and statements of. See also Parliamentary Procedure.
Adjournment motion on question of privilege, 4958.
Amendment increasing money grant ruled out, 3956.
Amendments, allegations of fact in, 4671. Answer of minister must be accepted, 705. Answers to questions Discussion of, 871.
Lengthy, 1062.
Anticipating notice on Order Paper 879 Bills
Certain amendments irregular, 5034. Divorce bills, right of Commons to hear evidence on, 4S80.
On motion to refer back report, evidence not debatable, 4885.
Extraneous matter not debatable on third reading, 4903.
Limit of debate on second reading, 1130. Must be read a second time before reference to select committee, 1750.
No debate on motion for first reading 619.
On amendment, discussion must be limited to same, 4646.
On introduction, may be explained, but not debated, 3054.
On Senate amendments, general discussion not admissable, 4893.
Shipping bill to be introduced by resolution, 743.
Ex-member, statement affecting, not a question of privilege, 1119.
Extracts unread not to be reported, 2698. Government business on Thursdays, 706. House of Commons Post Office, 3236.
Library and reading room, closing of, 4215.
Staff, appointments to, 94, 399, 2686, 4954, 5268, 5271.
Stationery, 1370.
Volume i:	1-1011.
" ii: 1013-2011.
Speaker, The.-Con.
Improper motives, imputation of, ,to Gov.
ernment unparliamentary, 2009. Incorrect report not a question of privilege, 3455.
Jallet, N., widow of, 1067.
Newspaper articles, irregular to base charges on, 705.
Notices of motion must be taken in regular order, 1362.
Order in the House, 4370, 4411, 4415. Orders of the Day, debatable questions inadmissable on, 477, 511, 4215. Petition rejected, 2840.
Privilege, questions of, 343, 705, 1119, 2016, 2085, 3455.
Questions
Irregular, 2017, 2082, 2592.
Statements of fact in, 4561.
Without notice, 285, 475, 477, 511. Quoting evidence not reported to House irregular, 1344.
Senate, the, to speak disrespectfully of, not allowable, 2596.
Substantive motions, closing of debate on, 464, 1368.
Supply, Committee of, without question put; interpretation of rule, 306, 512, 521, 522.
Unparliamentary expression: * Boozarium,' 2084.
Voting, member abstaining from, 2021.
Steamship subsidies, 956, 2913, 2923. See also Post Office.
Steel. See Iron and Steel.
Steel barrels, manufacture of, 1534.
Steele, Mr. M. (South Perth)
Budget, 2743.
Prosperity of Canada, 2743.
Taxation, 2744.
Agricultural implements, 2745.
Free wheat, 2746.
Cost of living, 2750.
Milling industry, 2752.
Ocean freight rates, 2930.
Pollution of navigable waters, 1746.
Steffansson expedition. See Karluk.
Stevens, Mr. H. H. (Vancouver) Alaska-Yukon Railway, 1433.
Budget, 2879.
Fiscal policies, 2881.
Fro- trade vs. protection, 2883.
Taxation, 2886.
Free wheat, 2889.
Burrard Tunnel and Bridge Company, 765. Canadian Northern Railway, 4668. Immigration, Asiatic, 1232, 2639, 5026.
Indian Act Amendment, 3547.
Labour conditions on Vancouver Island, 546.
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[Stage Direction]
xtf
Stevens, Mr. H. H.-Con.
Money Lenders Act Amendment, 201. Naturalization. 4150.
Stewart, Mr. Thos. J. (West jHamilton) Conferences, expenses of, 570.
Stone, tariff on, 3115. See also Brantford Public Building.
Strathcona, Lord, death of, 91, 165.
Strong, Heath, payments to, 1116.
Submarine bell floats, 668.
Subsidies
Mail and steamship, 2913, 2923. Provincial, 344.
Railway, 355.
Sunny Brae mails, 2309.
Supply Bills
For $52,253,007.71. Res., 2378. lr„ 2r., com. and 3r., 2378.
For $127,831,037.86. Reg., lr., 2r., com. and 3r., 5271.
For details see titles of departments and subjects.
Supreme Court Act (appeals) Amendment Bill, lr., 8251.	2r„ 3462. Com., 3462.
3r., 3462.
Sussex public building, 1694.
Sutherland, Mr. Donald (South Oxford) Budget, 2815.
Free wheat, 2816.
Agricultural implements, 2819.
Fiscal policies, 2821.
Experimental farms, 110,).
Farmers Bank, 4788, 4911.
Fenian raid veterans, 4362.
Grain Bill, 3575.
Privilege, question of, 3114.
Sydney as an ocean port, 4081.
Tadousac wharf, 2309.
Tariff (Customs) Bill. Res., 3037, 3058, 3114. lr., 3160.	2r„ 4335. Com., 4335.	3r„
4426, 4433.
Amendments proposed
Mr. Loggie, 3052; div., 3106.
Mr. A. K. Maclean, 4426.
See also Budget.
Tariff questions, 1358, 1511.
Tar sand deposits, 1811.
Tatamagouche and Bruld mails, 3208.
Volume i:	1-1011.
" ii: 1013-2011.
Tate, William, compensation to, 4967
8echnical education, 355, 568, 3054, 4888, 5206,
Telephone system authorized, 804.
Telescope for observatory, 344.
Terminal elevators, 1646-1666, 3161, 3575-3587.
Terrebonne postmaster, 1019.
Thoburn, Mr. William (North Lanark) Haultain, Chief Justice, judgment of, on Saskatchewan Companies Act, 1265. Vineberg, Helen, divorce bill, 4671, 4881.
Thompson, Mr. Alfred (Yukon)
Budget, 2801.
Tariff, 2802.
Yukon, the, 2804.
Free wheat, 2804.
Free trade, 2807.
Government of the Yukon, 1833.
House of Commons rooms, 2080.
Mines Department estimates, 1811, 1814. Radium-bearing ores, 1814.
Tar sand deposits, 1811.
Telegraph service, 5237.
Yukon Placer Mining Act, 3966.
Thomson, Mr. Levi (Qu'Appelle)
Address in reply to Governor General's Speech
Free wheat, 271.
Agricultural implement duties, 1560. Budget, 2809.
Tariff Commission, 2809.
Free wheat, 2810.
Agricultural implements, 2814.
Butter, manufacture of, 3165.
Canadian Northern Railway, 4407.
Capital punishment, 499.
Farmers Bank, 4926.
Government officials in politics, 1839. Naturalization, 4140.
Thorburn railway communication, 701.
Thornton, Mr. Chas. J. (Durham)
Cigarettes, prohibition of, 1476.
Three Rivers
Mails, 2014.
Military camp, 3509.
Post office, 2688.
Preventive officer, 473.
Public buildings, 569.
Tide Head salmon pound, 1692.
Tips Bill. See Secret Commissions.
Titles of Honour Bill. lr., 4. M. for 2r..
479; negatived, 482.
Tobacco culture, 1147, 1373, 2958, 5200.
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[Stage Direction]
Tobin, Mr. Edmund W. (Richmond-Wolfe) Bury drill hall, 2960.
Cookshire public building, 2960.
Denison, J. R., dismissal 'of, 3209, 3640, 5259.
Desmarais, A., dismissal of, 1389.
Disraeli wharf, 1435.
Girard, Mr., employment of, 4559.
Land grants, 1916.
Megantic public building, 2960.
Post Office estimates, 3633, 3640.
Richmond and Wolfe Experimental farm, 1534, 1694, 2015. Public buildings, 1694, 4294.
St. George's Club, Sherbrooke, 3425. Weedon public building, 5214.
Tobique Indian reserve, 816, 1218, 1359, 1535, 1915, 2590, 3534.
Toronto Harbour Commissioners. See Toronto Terminals Bill.
Toronto harbour works, 812.
Toronto Terminals Bill, lr., 3784.	2r., 3880.
Com., 3880.	3r„ 3880.
Townsend, N. T., resignation of, 2436.
Trade, balance of, adjustment of, 2016.
Trade and Commerce
Bulletins, 474.
Department estimates, 315, 881, 927, 2376, 2913, 2923.
Transatlantic mail service, 94, 376, 577, 1645, 2915, 3226, 5030, 5043.
Transportation, 2971-2986, 3871-3880,	4090-
4112, 5082-5106. See also Ocean.
Travelling expenses of ministers, 610.
Trawling, steam, 471.
Trent Canal
Construction, 1958, 4163, 5109.
Investigation, 1817, 4940-4947, 4975-4997. Water-powers, 2177, 2789, 4162.
Trent Valley Woollen Manufacturing Company, 2177.
Truax, Mr. R. E. (South Bruce)
Chesley post office, 664.
Customs undervaluation, 3318.
Trust Companies Bill, lr., 793.	2r., 1125.
Com., 2903.	3r., 2963. Senate amdts,
4891.
Tubing, brass-covered, tariff on, 3152
Turgeon, Mr. Onesiphore (Gloucester)
Address in reply to Governor General's Speech
Redistribution of representation, 112. National Transcontinental Railway, 115.
Volume i:	1-1011.
" ii: 1013-2011.
Turgeon, Mr. O.-Con.
Highways improvements, 116. Reciprocity, 117.
Naval defence, 120.
Bathurst harbour, 348, 4212.
Budget, 2690.
Militia expenditures, 2691.
Free trade, 2693.
Agricultural implements, 2694.
Steel industry, 269.7.
Dismissals, 430, 785, 1181.
Fishing disaster:	proposed Government
aid, 5194.
Fishing industry, 2402, 2415.
Government officials in politics, 348. House of Commons representation, 862. Intercolonial Railway Aird, Wm., employment of, 895.
Canadian Pacific Railway traffic agreement, 605.
King, Samuel, employment of, 895. Management, 3309.
Moncton property purchase, 2786. Williams, T., employment of, 895.
Library of Parliament, 1780.
National Transcontinental Railway investigation, 2164.
Navigation, schools of, 752.
Quebec bridge, 4559.
St. John Valley Railway, 3034.
Senate representation, 5295.
Steel industry, 1532, 3034.
Turriff, Mr. John G. (Assiniboia)
Agricultural implements, Customs valuation of, 2958.
Budget, 2510.
Trade conditions, 2510.
Wheat markets, 2512.
Agricultural implements, 2516, 2520.
Cut stone duty, 2525.
Reciprocity with the United States, 2526. Freight rates, 2528.
Privilege, 2546.
Stone, dressed, tariff on, 3119, 3124,
Trust companies, 2904.
20th Battery, 1361, 2263.
Twine, tariff on, 3157.
Typhoid. See Pollution of navigable waters. Ulster. See Home Rule.
Union Life Insurance Company, 723, 926, 2374.
Valcartier artillery camp, 924.
Valleyfield
Dam, 2992.
Dredging, 2992.
Exeise revenues, 2958.
Wharf, 5234.
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Vancouver
Drill hall, 362, 892, 1021, 1117.
Orange Lodge Home Rule resolution, 2785. Rented buildings, 2957.
Vancouver Harbour Commissioners Bill, lr., 2175.	2r„ 2388. Com., 2388.	3r., 2392.
Vancouver Island
Colliery strke. See Labour.
Engineer, 3399.
Vaudreuil wharfs, 574.
Verville, Mr. Alphonse (Maisonneuve) Address in reply to Governor General's Speech
Cost of living, 249.
Unemployment, 249.
Canadian Northern Railway, 3981.
Capital punishment, 508.
Chambly canal, 4558,
Civil Service, 4444.
Criminal Code amendment (firearms and detectaphone), 467.
Dismissals, 1375.
Employment bureaus, 1818.
Industrial Disputes Act, 1022.
Great West Saddlery Company and labour, 4594.
Iron workers and fair wages, 1115.
Labour
Department and Minister, 649.	.
Fair wage officers, 5202, 3709.
Hours on public works, 4.
Importation of workmen, 357.
Montreal harbour, on, 5203.
Wages on public works, 357.
Lachine canal, 1782, 1913.
Militia, 4594.
Montreal Pilots, 1117.
Public works staff, 1435, 5241.
Resident engineer, 1117, 2439.
Rules of the House, 706.
Smith, p. T., employment of, 812.
South America Trade Association, 1693. Technical education, 5206.
Unemployment, 249, 1617.
Vancouver Island strike, 572, 1267. [DOT]
Victoria county, N.S., Government telegraph service, 1359.
Victoria Day, 1916.
Victoria Memorial Museum, 1882.
Victoria
Naval volunteers, 1914.
Rifle range, 3398.
e
Vincent, J. U„ appointment of, 340, 1406, 1427.
Volunteer Bounty Bills
Mr. Sam. Hughes:	Res., 3363. lr., 3396.
2r., 4339. Com., 4339.	3r„ 4367.
Mr. Roche:	Res., 1396. lr., 1400. 2r., 1611.
Com., 1611. 3r„ 1611.
Volume i:	1-1011.
" ii: 1013-2011.
Walker, Mr. Henry J. (East Northumberland.
Ont.)
Privilege, 3114.
Wallace, Mr. Thomas G. (Centre York) Victoria Day, 1916.
Warnock, Mr. David (Macleod)
Address in reply to Governor General's Speech
Free wheat, 301.
Aid to agriculture, 303.
Animals, health of, 3177.
Budget, 2701.
Grazing leases, 2702.
Cattle quarantine, 2704.
Agricultural implements, 2706.
Steel duties, 2708.
Mixed farming, 2709.
Forest reserves, 3557.
Grazing areas, 4152.
Horse breeding, 3495.
Western Dominion Railway, 3473,
Water powers, 3323, 4153. See also Trent Canal.
Waterways. See International.
Watrous postmaster, 3715.
Webster, Mr. John (Brockville)
Budget, 2668.
Dairying industry, 2670.
Reciprocity, 2672.
Butter, manufacture of, 3164.
Weedon public building, 5214.
Weichel, Mr. William G. (North Waterloo) Budget, 2709.
Wire fencing, 2710.
Trade of Germany, 2711.
Agricultural implements, 2714.
Free food, 2716.
Canadian Peace Centenary Association, 970,
San Francisco exposition, 3254.
Weights and Measures Act Amendment Bill.
lr., 1359. 2r., 1753. Com., 1753. 3r., 1756
Weights and Measures, inspection of, 2591. Welland canal, 925, 2963, 5108.
West Branch mail service, 924.
West Indies
Cable, 955.
Steamship service, 439, 956.
Trade, 882, 927, 2015.
Trade commissioner, 440.
Westmorland harbours, 443.
Wharfs, revenue from, 368.
Wheat. See Free Wheat.
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[Stage Direction]
White, Mr. Gerald V. (North Renfrew) Eganville post office, 5222.
Georgian Bay canal, 1055, 2983.
Petawawa camp, 3448.
Railway mail clerks, 3241.
White, Hon. W. T. (Minister of Finance) Address in reply to Governor General's Speech
Naval defence, 61, 79.
Financial conditions, 62.
Cost of living, 69, 79.
Tariff, 74, 77.
Aid to agriculture, 76.
Agricultural implements, tariff on, 3140. Bank rates of interest, 5199.
Bounties, 2464. See also Pig Iron and Iron and steel industry.
British Trust Company, 1416.
Budget, 2440.
Revenue and expenditure, 2441.
Special subsidies to railways, 2443. Loans maturing, 2444.
Net debt, 2446.
Financial conditions, 2446.
Trade conditions, 2447.
Immigration, 2450.
Tariff, 2451.
Wheat and flour, 2452.
Iron and steel, 2453.
Agricultural implements, 2459.
Caustic soda, 2463.
Brass, 2464.
Bounties, 2464.
Flax industry, 2464.
Surtax, 2465.
Canadian Government loan flotations, 5106. Canadian Northern Railway, 1265, 3929, 4045, 4525, 4526.
Capital Planning Commission, 2373, 5196. Civil Service, 4437, 4448, 4450.
Civil Service insurance, 1751, 1871.
Civil Service superannuation, 5365. Correction of press report, 1433.
Farmers Bank, 3518, 4675, 4894, 4913. Insurance Bill, 1688, 3199.
Iron and steel industry, 1524, 2453, 2464, 3160.
Loan companies, 1128, 4717.
Old age pensions, 1354.	,
Pig iron drawback, 3210, 3511.
Post Office saving banks, 5199.
Potatoes, tariff on, 3052, 3095.
Prudential Life of Canada, 3478, 3506. Quebec Battlefields Commission, 3636, 3890. Sterling Trusts Corporation, 1417.
Tariff, 74, 77, 2451, 3037, 3095, 3115-3147, 4335, 4426.
Trust companies, 1125, 4891.
Union Life Insurance Company, 2374.
White, Mr. William H. (Victoria, Alta.) Agricultural implement duties, 1599. Government officials in politics, 1837. Homestead regulations, 3356.
Militia, 5010.
Volume 1:	1-1011.
" ii: 1013-2011.
White slave traffic, 1632, 4523.
White Water lake, 1331.
Wilcox, Mr. Oliver J. (North Essex)
Budget, 2557.
Surpluses, 2558.
Protection, 2559.
Transportation, 2560.	.
Development of Canada, 2562.
Free trade and protection, 2566.
Rural mails, 2572.
Pledges redeemed, 2573.
Dismissals, 1002.
Dressed stone tariff, 3123.
Technical education, 568.
Wilson, Mr. Charles A. (Laval)
Archives Department, 1773.
Capital punishment, 503, 1731.
Dredging, Des Prairies and Riviere Jesus, 1731, 1735, 5234.
House of Commons representation, 5317. Italian immigration, 1633.
Judges' salaries, 1939.
Orange Lodges and the French language, 2081.
Penitentiaries inquiry, 571.
Privilege, 2016.
Roy, Dr. J. N., mission of, 698.
Windsor
Fish hatchery, 1535.
Immigration office, 5028.
Winnipeg Joint Railway Terminals Bill.
lr., 3454.	2r., 3558. Com., 3558.	3r.,
3621.
Winter, Lt.-Col., C. F., employment of, 2840.
Wireless Telegraphy, 349, 1207, 5183. See also Poulsen.
Wishart, A„ commutation of sentence of, 4367.
Woodstock Dominion building coal supplies, 569.
Wrecking plants, 761.
Wright county post offices, 445.
Wright, Mr. William (Muskoka)
Canada Temperance Act, 1761.
Tariff, 3063.
Yarmouth
Harbour, 1015, 2309.
Live stock purchases, 665, 2308.
Rural mail, 570.
Yarmouth North post office, 816.
Young, Angus, customs officer, 669.
Yukon
Government of, 1833.
Judgeship, 4022.
Yukon Placer IVMning Bill. lr., 3859.	2r..
3965. Com., 3965.	3r., 3967.
Volume iii: 2013-3052.
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Volume v: 4020-5380.