1914-05-19

PRIVATE BILLS.


[Stage Direction]
Bill No. 202, respecting the Grand Council of the Catholic Mutual Benefit Association of Canada.-Mr. Macdonell.
Bill No. 203, for the relief of Gustav Oscar Lindquist.-Mr. W. M. Martin.

[Stage Direction]
On the order, receiving report of Committee of the Whole on Bill No. 190, to amend the Judges Act, as amended-Mr. Doherty:
Mr. SPEAKER:: After looking into this
amendment carefully, I have decided that it is out of order, as it contemplates a larger expenditure of money than was provided for in the original resolution, which received the assent of His Royal Highness. The amendment reads:
5. Subsection (c) of section 18 of the principal Act is repealed,' and the following substituted therefor:
(c) No judge of a county court shall receive any travelling allowance for courts or chambers held at the county town of the county or union of counties wherein he resides-provided, however, that this subsection shall not apply to any such judge residing at a town (other than the county town) at which the volume of court or chamber work done Is established to the satisfaction of the Minister of Justice to be as great or greater than that done at the county town.

Therefore, for the reason giw^t. I rule this amendment out of order. Uu question is now on the third reading of the Bill.


Mr. MACDONALD:: Will not the Minister of Justice provide, by resolution, for the proposal which His Honour has just ruled out of order?


Mr. DOHERTY:: I might be disposed to do that were it not for the fact that the proposed amendment, which I think ought to be passed, did not seem to meet the wishes of the hon. member for Richmond (Mr. Kyte), or of the hon. member for Pictou (Mr. Macdonald), I think. If the amendment is not going to remedy the evil complained of, it is hardly worth while resorting to hew procedure to give effect to it.


[Stage Direction]
Motion agreed to, and Bill read the third time, and passed.

[Stage Direction]
Hon. J. D. REID (acting Minister of Railways and Canals) moved the second reading of Bill No. 204, to amend the Railway Act. He said :	This this Bill is to renew the
$200,000 per annum to be expended on level crossings. Somebody on the other side of the House has asked me for a statement as to how much has been expended each year. The total amount expended during the five years up to January 1, 1914, is $60,991.22. I will bring down a detailed statement later on. The hon. member for South Renfrew said he was quite willing to let the Bill go through if he had this statement.
Motion agreed to, Bill read the second time, and House went into Committee thereon.
On section 1-time extended:
Sir WILFRID LAURIER:: What changes are made by this amendment in the law as it exists at the present time?


Mr. REID:: There is no change in the
law as it exists. This is simply extending the time for another five years from April 14 of the present year. There is to be no change in so far as the expenditure is concerned.


Wilfrid Laurier: The provision which was made to assist in the work of the separation of grades expired on the 14th of April?


John Dowsley Reid: That is the date.


Wilfrid Laurier: And this Bill is to make provision for another five years?


John Dowsley Reid: That is all.


Wilfrid Laurier: Is there any change in the amount?


John Dowsley Reid: No, the amount remains
exactly the same.


Wilfrid Laurier: Do I understand that during the past five years only $60,000 was expended?


John Dowsley Reid: I called up the accountant
of the commission this morning and asked him to give me a detailed statement of the amount expended each year. He told me that the total amount up to January 1, 1914, was $60,991.22. I thought the amount very small and could not understand how that could be all that was expended during five years, but he assured me that was the total amount expended from the time the Act was first passed. He promised to send me a detailed statement of the amount expended for each year.


Wilfrid Laurier: I think the
amount is very small. I would have expected a very much larger sum would have been expended. If my hon. friend will give us the information on the third reading, that will be satisfactory.


William John Macdonald: I would assume that, by reason of the fact that the minister has introduced this Bill to amend the Railway Act, it is not expected that the Bill to revise the Railway Act will be proceeded with at this session. I think it would be wise that it should not be.


Mr. BORDEN:: It seemed doubtful if
sufficient time remained for taking up the consolidation of the Railway Act and amending Acts, and, as this is a matter that should not be neglected in the meantime, it was thought desirable to introduce this Bill so as to make provision for these crossings in any event.


Mr. OLIVER:: With reference to the
railway crossings of a city street, under what circumstances, and in what proportion is the cost of making the separation of grades provided for? On whose initiative is the undertaking to he done and afterwards what is the proportion of the cost? I am deeply interested in this matter.


John Dowsley Reid: The municipality may make
application to the Railway Commission t-o take the question up and decide whether a level crossing should be eliminated or not. The Railway Commission decide what proportion of the cost the municipality and

the railway shall pay. The Government pay a certain proportion also. The whole matter is entirely in the hands of the Railway Commission.


Frank Oliver: There are two railways
coming into the city of Edmonton, the Canadian Northern and the Grand Trunk Pacific. I do not think the rights of way actually join, but they are very close together. They cross a number of streets. In providing for the separation of grades, would the two railways be treated as one, or would they have to be dealt with separately? The one work would make a subway under both.


John Dowsley Reid: The Railway Commission really have full powers in respect to any city, town, village, or municipal district. Whatever decision the Board of Railway Commissioners may give is law unless it is appealed to the Governor in Council.


Frank Oliver: Is there any general understanding as to what proportion of the total cost is borne by the two parties?


John Dowsley Reid: The Railway Commission decides that.


Frank Oliver: What is the precedent in the matter? I do not wish to suggest to the city of Edmonton that it make application for subways and overhead crossings, and then have the city stuck for a large proportion of the cost. I rwould like to have some idea as to what the understanding has been in the past, so that we may know what to expect in the future.


John Dowsley Reid: I must confess that L am not really well posted with reference to what has been done in the past, but, as far as I can remember, the city makes the application. Of course, the railway may also make application. In that case the city would have to appear and be heard, and it would have to abide by whatever decision the Railway Commission might give. In so far as Edmonton is concerned, if it should appear that a subway would be in the interest of the city, the city would be the one to make the application. I am quite satisfied that the Railway Commission would do what was fair as between the parties.


Wilfrid Laurier: It seems to me quite evident that either the Act is not what it ought to be, and the municipalities have not taken advantage of it to the extent that they should have done, or
[Mr J. D. Reid.l
there have been more applications than the commission have been able to dispose of; because if, during the five year period which expired on the 14th April last, the expenditure by the Government for the removal of these level crossings has been only $60,000, the amount is absolutely insufficient, and shows that the Act has not been availed of as it should have been. I believe that in the case of Edmonton, the thing to do, as stated by the hon. acting Minister of Railways and Canals, is to apply to the Railway Commission to pass upon the matter. The commission simply orders the work and apportions the cost between the interested parties-in this case the city and the two railways-and the Government comes in with its share. I forget at the moment what is the share supplied by the Government, but my impression is that the Government pay one-third, the railway one-third, and the municipality one-third. It matters not whether the apportionment is made by the statute or by the commission. Though the procedure is easy and summary, the municipalities have not taken advantage of it. Perhaps it is that the commission has not been able to hear as many applications as are made to it. On the third reading my hon. friend should present a statement as to how many applications are now pending before the commission.


John Dowsley Reid: I shall be glad to get that information.


Mr. GUTHRIE:: The board has almost absolute control over these crossings, and can apportion the cost as between the railway companies and the municipalities, and can also order that a certain sum be paid out of the fund, which is not to exceed in any single instance $5,000. It is rather a surprise to me that the amount expended in five years is only $60,000. My city, on two occasions, made application under this statute, and, speaking from memory, we have received nearly $10,000 to build two subways, which were very expensive structures. The fact that there is so much expense in connection with an over-crossing or an under-crossing deters the ordinary municipality from making application, and the reason some municipalities do not apply is because the aid from the Government is limited. In Toronto they are building a structure over twenty-five streets, and surely the Government's expenditure this year alone will be more than $60,000.


John Dowsley Reid: I was very much surprised when the accountant told me over the telephone that the expenditure had only been $60,000. I told him I thought he must mean the expenditure for one year, but he was insistent that it was for the five years.
I shall have a statement prepared in detail as to the expenditure by the Government and by the municipalities, and the number of applications now pending before the board.
Bill reported.



ST. JOHN AND QUEBEC RAILWAY.

[Stage Direction]
On motion of Hon. J. D. Reid, Bill No. 201, to amend the St. John and Quebec Railway Act, was read the second time, and the House went into Committee thereon, Mr. Blondin in the Chair.
On section 2-agreement with Government of New Brunswick and the company:
Mr. CARVELL:: As I understand this
section, after the expiration of fifteen years the Crown is to receive forty per cent of the earnings of the bridges, worked out on the basis of the cost of the bridges as compared with the total cost of the railroad. Is that the idea?


John Dowsley Reid: Yes.


Frank Broadstreet Carvell: If the bridges cost onefourth or one-sixth of the cost of the road, they would receive forty peT cent of one-fourth or one-sixth of the total earnings.


John Dowsley Reid: Whatever the cost of the
bridges may bear to the total cost of the road.


William John Macdonald: How many bridges
are to be ibuilt and what is the estimated cost?


John Dowsley Reid: Three bridges. The estimated cost is a little less than three million dollars, but we put in three 'million dollars to be certain to have sufficient to complete the bridges. Tenders will be advertised for in public competition and the work will be carried out under the Department of Railways and Canals.


William John Macdonald: Is the minister considering putting in wooden trestles and using train fill?


John Dowsley Reid: I do not think so.'


Wilfrid Laurier: That is only
done on the National Transcontinental.


Mr. MICHAUD:: Is it the idea that the work cannot be started without the consent of the Government of New Brunswick?


John Dowsley Reid: When this Bill is passed,
negotiations must be entered into with the provincial Government in order to come to some understanding as to the new agreement that will be necessary. The Government will proceed at as early a date as possible to get matters- into such a shape that they can go on with the erection of the bridges.


Frank Broadstreet Carvell: I do not know that it
makes very much difference leaving subsection 1 of section 10 as It is, but there is certainly a good deal of verbosity in the subsection. I see that it leaves intact the provisions of the agreement; but, so far as that is concerned, I will -allow the matter to go through, and, if necessary, on the third reading I will bring the matter again to the attention of the- minister.


Robert Laird Borden: We will let the Bill stand for the third reading, and, if necessary, it can be referred hack to the committee. The Bill was gone over pretty carefully by the law clerk of the House, and also by the Minister of Marine and Fisheries; and they assured me, when I looked over the Bill, that it was in proper form.


Wilfrid Laurier: This legislation seems to be very sweeping, because
practically the whole of the Act is repealed. Now, the Act contains certain provisions which, I believe, in view of what we have heard in regard to section 2 of the Bill, ought to be carefully considered. For instance, rates and tolls are to be considered under se-ct-ion 6 of the Act which reads as follows:
The rates and tolls charged by the bridge company upon or in respect of any of the said bridges so aided shall, before being levied or charged by the bridge company, be first approved of by the Governor in Council.
That seems to be a very wide provision. As I understand it, the bridges are to be built by the Government, and for fifteen years the Government receives nothing. At the -end of that period, they receive a certain proportion of the rates and- tolls charged by the road. Section 6 of the Act provides that the Tates and tolls shall be subject to the approval of the Governor in Council; but according to the Bill now before us, you repeal that section altogether.


John Dowsley Reid: We own the bridges now.
,3960


Frank Broadstreet Carvell: I think it is all right, because the Government own the bridges now.


Wilfrid Laurier: But the public is interested in knowing what the rates and tolls shall be.


Frank Broadstreet Carvell: But the bridge company has now power to charge any tolls whatever, because the bridges are taken out of the hands of the company and placed in the hands of the Government.


Wilfrid Laurier: Are the bridges free?


Frank Broadstreet Carvell: They will be free for
fifteen years. At the end of fifteen years the Government of Canada will receive whatever their proportion will toe of the forty per cent of gross earnings, because, according to the original scheme, forty per cent of the gross earnings of the railway go to the Government of New Brunswick, out of which the Government pay the interest on the bonds guaranteed under this arrangement. As I understand it, that proportion of the forty per cent which would be the bridge company's proportion comes back to the Government of Canada. The remaining portion of the forty per cent, which would be about five-sixths, goes to the Government of the province of New Brunswick; and, after paying the interest on the bond issue, the 'balance goes back to the St. John and Quebec Railway Company. But our proportion of the forty per cent comes directly to the Government of Canada.


John Dowsley Reid: That is exactly it. We have control of the rates.


[Stage Direction]
Section agreed to.
On section 5-commencement of Act:
Frank Broadstreet Carvell: I must protest against this section. This raises the question that we have been discussing in New Brunswick for three or four years. We want this road built, and we want these bridges built. If section 5 goes through as now proposed, these bridges cannot be touched for a year. The province of New Brunswick is guaranteeing bonds to the extent of $7,000,000, paying it over to a lot of bright, shrewd Yankees in New York, who are using up what little^is necessary to build the road, and are putting the balance into their pockets, or paying it out for political purposes. That railway is of no use without these bridges; and, if section 5 goes through these bridges cannot be touched for a year,

because the legislature of New Brunswick will not meet until say March of next year.


Robert Laird Borden: Has the legislature prorogued?


Frank Broadstreet Carvell: Yes, and it simply means deferring this matter for a year. If a bridge across the St. John river is going to cost $2,000,000, it cannot be built in one year, or in two years. If the work is to be postponed for a year, it will take three or four years after that to complete the bridge, so that it will be four or five years before Grand Trunk Pacific business can go into the city of St. John. It is a fact that neither the Government of New Brunswick nor the Government of Canada will be justified in spending a dollar on this road if it is not for the purpose of opening up a highway from the West into the city of St. John. Of course, some money must be spent in building branch lines, tout the idea is to build a through road, and, unless it be a through road, the province of New Brunswick will be bankrupt, because it will have $7,000,000 tied up in one road, and that will be a tremendous financial strain upon the province. Unless this road is so built that it makes a through highway for western business into the city of St. John and gives the people of the province something to do, I do not know what will become of the province. I wish I could make my hon. friends opposite realize the importance of this matter to the province from a financial standpoint. Very serious charges have been made in the provincial legislature regarding the construction of this road. I have made the statement here, and nobody has dared to deny it, that it is not a first-class or a second-class or even a third-class road that is being built. I do not believe it is the intention even to go to Grand Falls. I listened the other day to my hon. friend the Minister of Marine and Fisheries in regard to this matter; and, without cross-examining him, I thought we would have an opportunity of discussing the matter at the committee stage. I understood him to say that, according to Mr. Montserrat's estimate, $3,000,000 would be necessary to build the three bridges-one across the St. John river at or near Andover, one across the St. John river at or near Nistake, and one across the Kennebecasis river at or near Perry Point.
Mr. BORDEN- ^he Minister of Marine and Fisheries has been detained owing to

an important engagement. He is much more familiar with the object of thb legislation than either the acting Minister of Railways and Canals or myself. 1 Therefore, I would suggest to the hon. member for Carleton that we let the Bill remain in Committee until the Minister of Marine and Fisheries is able to be here, and then we can consider my hon. friend's suggestion as to the elimination of this section.


Frank Broadstreet Carvell: That is satisfactory to
me. The whole gist of the Bill is contained in section 5, because, if this goes through and we cannot commence the building of the bridges for another year, it will be four or five years before they can be completed.
Progress reported.



DRY-DOCKS SUBSIDIES.

[Stage Direction]
On motion of Hon. Robert Rogers (Minister of Public Works) the House went into Committee to consider the following proposed resolution, Mr. Blondin in the Chair.
Hesolvefl, that it is expedient to provide that the subsidy payable in respect of first-class dry-docks under section 8 of the Dry Docks Subsidies Act, 1910 (1910, chapter 17) be increased from three and one-half per cent to four per cent per annum of the cost of the work as fixed under the Act, during a period not exceeding thirty-five years.
Wilfrid Laurier: Will the minister please explain this resolution ?


Mr. ROGERS:: This resolution is presented to meet the difficulties that are found in raising the necessary capital for the construction of a first-class dry-dock. Hon. members will understand that a first-class dry-dock is one that is not less than 1,150 feet in length, with a width of 116 feet and a depth of 37 feet. Under the old Act, the subsidy was based upon an amount equal to three and a half per cent of the cost of such a dry-dock. Section 8 of that Act provided:
The subsidy payable in respect of dry docks which have been constructed under this Act shall be-
(a) if of the first-class, a sum not exceeding three and one-half per cent of the cost of the work, as fixed and determined under subsection 2 of this section, each year during a period not exceeding thirty-five years from the time the Governor in Council has determined, under this Act, that the work has been completed.
Subsection 2 provides:
The cost on which the subsidy shall be calculated shall be fixed and determined by the Governor in Council, upon the recommendation of the minister, based upon the report of the chief engineer of the Department of Public
Works, accompanied by plan,, and specifications of the proposed works, and such cost shall include the cost of all necessary equipment, machinery and plant, and any sum bona fide expended or to be expended by the company in the purchase of a site for the dry-dock, but shall not include the value of any site received or to be received by the company by way of bonus or gift; and the amount of the subsidy shall be so fixed and determined before the agreement for payment of the subsidy is entered into.
In view of the cost of money at the present time it has been found impossible for companies to undertake the construction of a first-class dry-dock on the basis of a subsidy of three and a half per cent, and it is proposed to increase it to four per cent. We have at present .a crying demand from Vancouver for a dry-dock of first-class dimensions, and it is apparently impossible to get any company to undertake the work on a basis of a three and a half per cent subsidy.


Frank Broadstreet Carvell: I presume that I shall be correct if I understand the minister as saying that this applies to docks for which contracts have been entered into as well as for those to be contracted for in the future ?


Robert Rogers: No; this applies to the future only; there is nothing retroactive about it.


Frank Broadstreet Carvell: Does not the hon. minister think it could be extended ? For instance, take the case of the dry-dock at St. John. As he knows, a company is building a dry-dock, and I think I am safe in saying though I have no personal knowledge of the matter, that on account of the financial stringency iabout which we heard so much from the Minister of Finance last evening, they have difficulty in financing on a basis of three and a half per cent for thirty-five years. Would not he feel justified in extending this increased subsidy to the dry-dock at St. John just as though the work were in the future ? It is true, the dry-dock has been commenced and a large amount of work has been done; but it seems to me it would be reasonable and fair, and in the public interest, that this should be made retroactive to cover the case of dry-docks in the course of construction. Let me point out another thing. The dry-dock in St. John, as I understand it, may not come under the head of a first-class dry-dock as the minister has described it or in commercial language. It is only 900 feet long, but they are building in Levis, and I think on the Pacific coast, docks 1,100 feet long. Would it not be reasonable

for the minister to include the St. John dry-dock in this resolution and provide that it be made a first-class modern dry-dock in .every respect ? I hope he will see his way clear to carry out this idea.


Robert Rogers: The same conditions that apply to St. John would apply to other cases as well-to the case of the Montreal dock, for instance. And I do not see how it would be possible to stop even there. We should have to go back to other docks that have been subsidized under contract made with the Government and with Parliament. In the case of the dry-dock at St. John, we have there a reputable company, as I understand it, that has undertaken to construct a dry-dock and has made a definite and specific contract to carry out that work on the basis of three and one-half per cent. I do not see how it would be possible for me to recommend that we make this legislation retroactive. In the case of the St. John dry-dock, we have offered the contractors who have made a contract on the basis of a dry-dock of 900 feet that whatever amount a dock of 1,100 feet would cost, we will extend the contract on that basis should they desire it. I do not think it would be the part of wisdom to make the legislation retroactive, because as I have said, it would be impossible to stop at the case of St. John, but we should have to include the dock at Montreal and even go back to the beginning of the building of dry-docks. I do not think it would be possible.


Frank Broadstreet Carvell: I do not think there are as many lions in the path as the hon. minister seems to think. He is looking at this matter through distorted glasses. Not many dry-docks have been constructed under this Act. I do not think there is a first-class dry-dock in Canada, except the floating dock at Montreal. I speak subject to correction. I think the minister would not be violating any principle if he extended the scope of this resolution to include the St. John dry-dock. He says he will agree with the contractors to build a dock of 1,100 feet if they do it on the same basis as that on which they are now building the dock of 900 feet. But these terms are very onerous; the more docks you build on those terms the poorer you are. When you have a bond the interest on which is guaranteed for thirty-five years at three and one-half per cent, you have not a very saleable proposition under present financial conditions. When my hon. friend asks this company to extend their

dock 200 feet under the present conditions, he is only putting them in a position to lose more money.


Robert Rogers: We did not aisk them to do it.


Frank Broadstreet Carvell: When the people of St. John asks them to do it and my hon. friend comes back with this offer, it is only asking these people to lose more money than they are doing now. It seems to me that if the minister would make this retroactive so fair 'as the St. John dock is concerned, he would give us in St. John the opportunity of having a really first-class dry-dock 1,100 feet in length, the same as those at Levis, on the Pacific coast, and, I believe, at Halifax. I consider that this is only a reasonable request >amd I still hope that, notwithstanding my horn. friend's rather pronounced views on the subject, he and the Minister of Marine and Fisheries will be able to get together and put St. John in the same position as these other great national ports.


Robert Rogers: The considerations that
would apply to first-class dry-docks would also apply to second-class dry-docks, so that this would have to be done at Port Arthur, Montreal, Prince Rupert, Sault Ste. Marie, Toronto and St. John. But I do not see how it would be possible to carry out such legislation as the hon. member has suggested by reason of the fact that if we adopt any retroactive legislation it would have to be applied to all of these dry-docks.


Mir. HEMIEUX:: I quite sympathize with the view taken by the hon. member for Carleton (Mr. Carvell). I do not know personally of the case at St. John except by rumour and by what is being published in the press. I know that this great dock will revolutionize things at St. John. The effect of the establishment of a floating dry-dock in Montreal by the Vickers firm has certainly been to improve the condition of our whole transportation system. As pioneers in that new industry, the Vickers are certainly entitled to preferential treatment, and I know that they are at present asking the assistance of the Government to recoup them for the very large expenditure which they have made in order to give Montreal and the St. Lawrence the benefit of their dock. Since the establishment of that floating dock many ships which have suffered accident have been repaired in Montreal. Still it has

not yet become a paying institution and I am quite sure that if the Government would apply the present legislation to the few cases which exist, making it retroactive for these few cases, it would be simply doing justice to the pioneers. I would like to put in a good word for the Vickers Company because they have certainly improved considerably the conditions of transportation in the St. Lawrence, and especially in Montreal.


Robert Rogers: We all appreciate what
the Vickers Company have done in the construction of the dry-dock in Montreal which is giving, as I understand, entire satisfaction. At the same time in view of the fact that a strong company, such as the Vickers, have made a contract foT the construction and operation of this dock,
I do not see how we could fairly ask Parliament to amend the subsidy after the work has been practically completed and give them an advance on the subsidy for which they had already contracted to build the dock. It is true that there was an understanding, implied or otherwise, at the time 12 noon, they made the contract, that ' they were going to have the opportunity of building a navy for my hon. friends opposite in the city of Montreal,. and that, in view of that prospective work, they made a contract for the building of a dry dock at a lower rate than they probably otherwise would have asked. I for one would be very glad, if possible, to amend the Subsidy Act in some way that would lend them assistance, because of the fact that their dock is giving entire satisfaction; but if you do that in the case of Montreal, why not in the case of Prince Rupert or Port Arthur or the Sault or Collingwood? That is the difficulty that confronts us. Otherwise I would be very glad to yield to the recommendation of my hon. friend, but I do not think it would be possible to do so.


Rodolphe Lemieux: The answer of my hon. friend is so far very satisfactory. I wish to say something, however, as to the suggestion thrown out by my hon. friend as regards the proposed Canadian navy. My hon. friend has supplied us with an excellent argument which was combatted by hon. gentlemen opposite when the discussion took place last year, namely that we were in a position to build a navy in Canada. Now, it is perfectly true that when the Vickers established" their
floating dock in Montreal, with their shipyards, they had in mind that, possibly in the near future, they would receive orders for the proposed Canadian navy. They were entitled to expect that, and if it is true that they believed that they would receive such orders. Is it not then, surprising that the Prime Minister last year contended that for fifty years Canada would be unable to build ships? I remember perfectly the circumstances of the establishment of the Vickers shipyard in Montreal. They stated then, and they state today, that if the Government would live up to the expectations which were given in 1910, they would certainly undertake to build, not the dreadnoughts but the smaller cruisers which would be a part of the Canadian navy. I do not wish to start a debate on the Canadian navy, but I am glad to hear my hon. friend confirm the statement made by several members of the Liberal party last year that if Canada wanted a navy our own shipyards could build the vessels.


Frank Broadstreet Carvell: Perhaps it would not be out of the way for me to recall to hon. gentlemen opposite that what has been said about Montreal is true of St. John to a greater degree, because in the case of St. John there was a tender to build part of those vessels, and it was the lowest tender; and my hon. friends opposite had the deposit in their hands when they came into power, but they returned it. I have no doubt whatever that the promoters of the dry-dock in St. John believed-I happen to know they had very good reason for believing-that a portion of those vessels would be built in St. John. I happen to know, and I think the Minister of Marine and Fisheries and the Minister of Public Works know, that Norton, Griffiths and Company were working in conjunction with Cammell, Laird and Company, who were the contractors for me war vessels; and there is no doubt that the Government have obtained a better contract with Norton Griffiths and Company for the construction of the dry-dock and harbour works by reason of that company's expectation of building a portion of those vessels. Norton Griffiths and Company were influenced, no doubt, by a contract which they had with Cammell, Laird and [DOT]Company for the construction of the war vessels. I have some knowledge of this, for I was present when the contract was drawn up between these companies, and I repeat that Norton Griffiths and Company

were largely influenced in tneir tender for tire construction of this dry-dock and harbour works by the fact that they expected to work in conjunction with -Camm-ell, Laird and Company for the construction of a portion of these war vessels. I believe the 'Government to-day has a mu-ch more favourable contract with Norton Griffiths and Company by reason of that expectation, which has not been fulfilled, than they would have got without it. 1 had not intended to refer to this, but as the Minister of Public Works has brought the question up, ll give it as an additional reason why the St. John dry-dock and harbour should be treated as generously as the dry-dock at Levis, at Halifax, and the one on the Pacific coast.


Mr. HAZEN:: I regret I was not here when this discussion commenced regarding the dry-dock at St. John, for which Norton Griffiths and Company have the contract, as I was attending a meeting of the Marine and Fisheries Committee. The contract at St. John included the dredging of the bay, the construction of certain dry-docks and the breakwater there, and the construction of a dry-dock which is being constructed under the- Dry-Docks Act. Although they are constructing that dry-dock under the Dry-docks Act, in a sense, it is well known to the Public Works Department that Norton Griffiths and Company -would never have entered into a contract for the building of a dry-dock if it had not been linked up with the other work I have mentioned. The contract calls for a dry-dock 950 feet long which, when completed, will be one of the largest in the world. Contracts have since been entered into for dry-docks at Levis, Halifax, and I think in British Columbia for diy-docks 1,100 -feet long, and while the 950 feet dry-dock at St. John will probably meet all the requirements for a number of years to come, it might ibe wiser to make arrangements with Norton Griffiths and Company to extend it to 1,100 feet.


Frank Broadstreet Carvell: That is what I am asking for.


John Douglas Hazen: There is no doubt that Norton Griffiths and Company would not -have entered into a contract for the construction of the dry-dock unless there had been linked up with it this other work, and all those who tendered for the other work knew that one of the conditions to be complied with was that they were also to construct a dry-dock at St. John under -the provisions of the Dry-Docks Act. Conse-

quently, when they were making up their estimate for dredging, -building a harbour and piers, they had to take into consideration the fact that they were also required to build a dry-dock under the provisions of the Dry-Docks Act,
My hon. -friend -has said that if the Norton Griffiths Company had -got the contract for building certain cruisers and destroyers they would have been built at St. John, but we have the statement of his leader that "if the Government had proceeded with that policy those cruisers and destroyers would at the present time have been under construction at the city of Montreal.


Frank Broadstreet Carvell: Only a portion of them.


John Douglas Hazen: My right hon. friend made no exceptions. As a matter of fact, it has always been claimed by the representatives of the Canadian Vickers that they have assurances that the work will be given to them when they have completed their floating dock and shipyards at the -city of Montreal.
Mr. C-AEVELL: There is no proof of that.


John Douglas Hazen: We have their assurances. My hon. friend's -statement is certainly not in line with that of his leader that these ships would now have been under construction in Montreal. Certainly they could not have been under construction last winter at St. John, under the terms of the Norton Griffiths contract, because the shipbuilding plant at Courtenay bay could not have been ready for carrying on the work, no mattter how much expedition Norton Griffiths had shown. It is -desirable that -s-om-e arrangement should be made with Norton Griffiths and Company, if possible, to modify their tender -so that the dock can be extended to 1,100 feet. That matter is now under consideration by the company and the Public Works Department. It will mean certain -changes not only in the tender for the dock, but in the tenders for the construction of the whole work, because in figuring on the work they had in mind what it would cost to build the dry-dock over and above the assistance they could obtain under the provisions of the Dry-Docks- Act. It would therefore, mean a reconstruction of the whole contract from first to last. Eepresentations have been made by Mr. Norton Griffiths who is expected in Canada, I believe, in the course of a week or two, when, no doubt, the matter will be taken up.


Frank Broadstreet Carvell: I quite agree with much that my hon. friend has said as to the

harbour works being linked up with the dry-dock, and probably it would have been hard for any person to undertake the construction of the dry-dock if the other works had not gone along with it. I take full credit in so far as I had anything to do with the matter, and accept full responsibility for anything I did in connection with linking up these works. But my hon. friend missed the important part of my argument, which was that the tender of Norton Griffiths and Company was very much lower than any other tender fox harbour work and dry-dock combined, and it was so because they believed they were going to build a portion of the cruisers and destroyers. For that reason the department are getting the work done cheaper than any other contractor would have done it for. Therefore, the Department of Public Works is getting this work done at a very much cheaper rate than any contractor would have done it for because, relying upon their contract with Cammel, Laird and Company, and believing that they would have the right to construct a portion of these works, the tender was very much lower than anybody else tendered for. I hope my hon. friend's statement is more than the ordinary polite way of getting around an unpleasant political condition of affairs when he tells us that Mr. Norton Griffiths is expected in Canada soon, that he has made application to the minister and that the minister is in hopes that some way may be found of working out this matter. It rather smooths it over for the present, but it does not help to improve conditions in St. John.


John Douglas Hazen: Why did you not make it a first-class dock, 1,100 feet long, when you asked for tenders?


Frank Broadstreet Carvell: Because a 900 foot dock at that time was considered a first-class dock. Now my hon. friends are going beyond that. Before this work is actually commenced, they have decided to put in an 1,100 foot dock. It is very much easier to have this dock built up to a higher standard by increasing the bond guarantee or the interest on the bonds than by rearranging the whole of the contract. I hope the Minister of Marine and Fisheries will consider this and see if he cannot induce the hon. Minister of Public Works to bring this dry dock under *he Act.


John Douglas Hazen: When my hon. friend states that a more favourable offer was made by Mr. Norton Griffiths because of some visionary arrangement they had with Cammel, 250
Laird and Company about other contracts, I can only say that I do not believe that to be the fact. I think I would have been informed by Mr. Norton Griffiths if that had been the case. After the present Government came into power the tenders of Mr. Norton Griffiths Company were reduced by about $250,000.


Frank Broadstreet Carvell: But you reduced the
specification.


John Douglas Hazen: Without any change in the specification at all. The figures were reduced upon one item of $250,000, showing that the figure which was put in in the first instance was very high.


Frank Broadstreet Carvell: But my hon. friend must know that they changed the specifications of the breakwater.	t


John Douglas Hazen: They had nothing to do
with the breakwater; they had to do with crib work piers but not with the breakwater. That was another matter. They reduced their figures by about a quarter of a million dollars and my information is that the figures at which the contract has been awarded to them leaves them, provided proper methods are adopted, as good a margin of profit as is generally obtained by contractors on work of this description.
Resolution reported and concurred in.
Mr. Rogers thereupon moved for leave to introduce Bill No. 205, to amend the Dry-Docks Subsidies Act, 1910.


[Stage Direction]
Motion agreed to, and Bill read the first time.

[Stage Direction]
On motion of Hon. W. J. Roche (Minister of the Interior), Bill No. 200, to amend the Yukon Placer Mining Act, was read the second time and the House went into Committee thereon, Mr. Blondin in the chair.
On section 1

owners of adjoining claims concentrating work on one or more claims,- s. 51 amended to facilitate such agreements between individual miners:
Mr. ROCHE:: I explained' when I introduced this Bill that it is intended to amend section 51 of the Placer Mining Act. Section 51 as it now stands provides that any number of claims owned by one individual company, or a group of individuals included in any registered partnership, may be grouped for operation, but it does not provide for any group of individuals who have not formed a registered partnership. This



amendment goes farther so as to enable a group of individuals to operate a number of claims by signing a document and producing it before the gold commissioner in which they assume severally and1 jointly all liabilities in so far as the operation of these particular claims is concerned but not in regard to such other things as a registered partnership would entail.


William John Macdonald: Why do you dispense with some of the conditions which usually occur in a regular partnership? It seems that you are providing for some kind of a legal holding entirely apart from thoste relations which are recognized as existing in a partnership.


Mr. ALFRED THOMPSON:: It was found that when the Act was put in operation it did not carry out the spirit of the law as it was intended. It gave certain privileges to large operators which were denied, under the construction of the Act, to the smaller operators and this clause is to remedy that apparent defect. In reading the original clause it is not easy to see where the difficulty occurs but it does occur under the ruling that the officers administering the law gave it in the Yukon. This clause has been drafted to remedy that difficulty.


William John Macdonald: What is the legal
relation to each other and what is the provision in regard to the creditors of the parties who have a holding of this kind?


Alfred Thompson: The legal relation in regard to these gentlemen who combine to group their claims under this proposed legislation coniines their liability simply to the operation of these particular claims and does not proceed beyond that. It is a simple method of making it possible for small individual operators to group their claims in order to do the representation work. The law demands that $200 worth of work shall be done on each claim. This work is known as representation work and this clause is to make it possible for the individual owners to group their claims. If there are ten or eleven claims in one group, all that is necessary is to do $200 worth of work for each claim on one claim. The liability extends simply to the claims concerned owned by each group of miners.


William John Macdonald: Would the effect be that with parties associated together in this way these holdings would only be liable to the extent of the interest of these parties in this property? Supposing the case of a creditor against the partnership for goods purchased or a case where a party had been

injured-would he need to realize his claim out of that particular holding and would he be unable to proceed against them to recover out of any other property they might hold?


Alfred Thompson: That is the point.


William John Macdonald: Why has this exception been applied to the Yukon?


Alfred Thompson: The idea is to confine the liability of these operators and to make an easy form of partnership which they can enter into for the representation work on these individual claims, and it was not thought desirable to extend the liability beyond that particular thing.


Frank Oliver: If a party of miners
group their claims and the assessment work that is contemplated on one claim is not fully done, what happens? Do all the members of the group lose their rights or is there an apportionment of responsibility so that only those who did not contribute lose their rights?


Alfred Thompson: They are jointly and severally liable for the amount of work required to represent the group, and as this legislation is framed especially to meet their wishes, I fancy it would be incumbent upon each individual to satisfy himself that the necessary amount of work on the whole group was performed.


Frank Oliver: In case the mining inspector gave a decision that the work had not been performed, would all the claims concerned in that group be thereby forfeited?


Alfred Thompson: If the necessary
amount of work was not done, the effect would be that the claims combined in that partnership would be subject to forfeiture. There is, however, a clause by which the original owners may, by doing certain things, get their claims back if through a technical error they place themselves in a position where they might lose their claims.


Frank Oliver: It would be well while
the Bill is in Committee to have that point definitely settled and the minister might make a clear statement as to it. Would the whole claim be liable to forfeiture and what conditions would surround the recovery of rights.


William Roche: The latter portion of section 2, referring to the partnership, reads:

Such agreement shall state the address within the Yukon territory at which the notice of cancellation, hereinafter referred to, may be served upon the said partnership; service of such notice at which address shall be good and sufficient notice to all parties to said partnership agreement and to all persons interested. Such permission, however, shall be subject to cancellation at any time by the gold commissioner, with the approval of the commissioner, after sixty days' notice to the persons interested, in case it appears from the report of the mining inspector or otherwise that the system of mining contemplated when such permission was granted is not being installed or operated with reasonable diligence.
I would gather from this clause that it would be subject to cancellation, if the operation of this particular group of claims is not pursued with reasonable diligence.


Frank Oliver: The department takes
supervision of the work, and if it is not going forward, ultimately forfeiture would result. But under mining conditions, where property is valuable, the law is made plain so that everybody can understand and satisfy himself whether the requirements of the law are being fulfilled. Then, it is a thoroughly understood principle of the administration of the mining law that if the requirements have not been fulfilled by ' A ' the property becomes available to ' B,' and ' B ' forthwith insists upon his rights. If the minister says that on the failure of the joint representation work to be completed within the time and to the amount required by law, all the claims are forfeited and the rights of other men may be asserted in regard to these claims, that is a perfectly clear statement, and we understand exactly where we are. I may point out that it is rather a serious situation, and that it detracts somewhat from the advantage of the grouping, if a man who enters into a group is liable to lose his claim through no fault of his own and without his knowledge of the conditions that render him liable. As long as the law is understood by all parties, that is really the main thing, and after all it is not so much what is said in legislation as what is done in administration. It is not so much what the law says, as it is what the officer of the department says it says, that counts.


Alfred Thompson: That is
exactly the point. My hon. friend (Mr. Oliver) was Minister of the Interior when the law was first made, and it was thought to represent exactly what we in the Yukon intended, but when it was administered in the Yukon this defect cropped up and this 2501
legislation is to remedy it. There is a process of law whereby each of these individual owners shall be notified' and have an opportunity of proving that the total representation work required by the section shall have been performed before their rights will 'be cancelled.
Bill reported, read the third time, and passed. *



CANADIAN NORTHERN RAILWAY AGREEMENT.

[Stage Direction]
Consideration of the proposed motion of Mr. Borden that the House go into Committee to consider certain resolutions respecting the Canadian Northern railway, and the amendment of Mr. Macdonald thereto, resumed from Monday, May 18.
Mr. J. H. BURNHAM (West Peterborough) :: Mr. Speaker, notwithstanding
the enthusiastic reception accorded me by my fellow members when I arose, I do not intend to go into this matter at any length. I would like, however, to say a few words upon what might be called the more general features of this question. The problem that presents itself at the present juncture to this Parliament and to the people of Canada is one not only fraught with very serious difficulty, but, with the natural fruition of errors committed in the past, which are gradually developing and coming to the surface, and which in course of time have been dealt with and dismissed from the public mind.
The whole system of Government, like the solar system, is proceeding towards the polar star of control. Hereafter there will be no .such record on the part of the people of this country as there has been in the past of handing over the natural resources and the hard-earned savings of the people to financial buccaneers of any type whatever, that choose to foist themselves upon the Canadian people. One of the great privileges of belonging to the Conservative party and of serving under the distinguished Prime Minister of the present day is that of being able, nay, of being invited to express one's opinions freely. The only necessary qualification known in conservatism is that people shall speak their opinions with sincerity, having given the matter in question some thought, and with a sincere desire to serve the state. It was therefore with pleasure that we all- listened to the hon. member for Calgary (Mr. Bennett) and the hon. member for Kingston (Mr. Nickle). These gentlemen have given

the very best that was in them to the service of the State, and they are thanked accordingly by the people and by this House. There can be no question that they have given a vast deal of thought to this question and that they have done admirably in that service. I am sure, whilst they may not be able tq see eye to eye with us all, nevertheless, realizing the necessities of the situation and having made their protest, they will agree that in order to fulfil the purposes of party Government, it is necessary to fall in line at some time or other.
It is not by any means an admirable thing that an opposition oir any other body of men should have so few ideas that they can be all knocked together in a few minutes and dismissed as casually. It would be better for the Opposition, I fancy, if they differed more om this question, so vital to the interest of the country. Then we would have something worth considering in the way of an amendment instead of one simply to give the matter a six months' hoist. It must surely be a very severe criticism upon the functions of an opposition that, after having debated this question for nearly a week, the only way they can see out of the difficulty is to give it a boost into eternity. That I am sure will not commend itself to the people of the country who admire a brave opposition rather than a cowardly one.
Some horn. MEMBERS: Oh, oh.


John Hampden Burnham: When I say ' cowardly I do not mean that they funk the job; I mean that, instead of setting their face one way, they have set it in another and an unusual way. But the people of the country, however, think, as I know the Government know iand we all realize, that Mackenzie and Mann have been allowed too much rope, and that there was very great danger at one time that they would be allowed a little more for the express purpose of hanging themselves with it, if necessary, and there would have been no general regret had they done so.
As the distinguished Prime Minister said on one occasion, the Government were not sent here by the people for the purpose of sidestepping their difficulties; they were sent here by the people for the purpose of transacting the business of the people, and therefore they must boldly face the problem and boldly solve it. They have unquestionably done their best; and while I presume they do not think that their best may necessarily be perfect, yet it lack? amendment.
fMr. Burnham. 1
on the part of the Opp( sition, and we can at least lay that flattering unction to our souls. We may safely say that the people have got tired of being deprived of their just rights, of being made to pay the piper. They no longer intend to do any such thing; and I venture to say that, if Mackenzie and Mann or the Canadian Northern come back here next year seeking anything further, if they are not given the foreclosure but are given any further assistance, there will be not a riot but a revolution' in this country.


Mr. KYTE:: It is coming.


John Hampden Burnham: Yes, it is coming, but it will take a long time if you give this matter a six months' hoist.
But this is thoroughly realized by the Conservative party; and, apart altogether from the other financial considerations such as the great stringency of the financial world, we must consider the question directly and immediately at issue. That question is whether or not, by a little successful financing, which will not in any way injure others or ourselves to any appreciable extent, we shall be able to tide this great undertaking over a serious difficulty and place the Canadian Northern Railway Company, not for their benefit but for ours, upon a sound footing. That is the question before us; and I am sure it is fit-ing for us to give it our serious consideration and to hasten to give the aid if possible, and we are so doing. It is, of course, gratifying to hear plenty of criticism. It is only in that way that the general knowledge of the country and of the opponents and critics of the resolution can possibly be made use of by the Government. That is desirable; and since we now know that the only thing that can be urged against this resolution is that it had better be postponed, we are thoroughly well satisfied to go on with it without delay. The people of this country, I fancy, do think in that way. They are absolutely tired of grafters, of being made use of, of being made hewers of wood and drawers of water for financial giants, men who, having acquired the distinction and the fortune which they have, put handles to their names in order to distinguish themselves from the common multitude. Are those titles put into this resolution? Are they a security? I fancy not, because they do not furnish any security. They do not indicate the facts of the case, and therefore never should have been bestowed. I say, however, that in view of the fact

that this great undertaking is at stake; that this great difficulty must be faced, the general proposition of aiding and assisting at this juncture is admitted. The right	hon.	leader of the	Opposition,	-with	that	patriotism which
characterizes him, has himself said that aid should be given. Therefore the rest is merely a matter of detail. That is something for the lawyers to settle, or for those upon whom rests the responsibility of furnishing a measure which will escape the criticism of the judges-and if they do that, they will accomplish more than anybody else has ever accomplished yet. But that is a matter of detail and is not germane to the question that is now before us. We are, and have been, discussing the principle of the Bill, and that principle has been endorsed from the first, the criticism that has been hurled at it by a large number of speakers being based upon an entire misconception. The principle of the Bill has been endorsed even by the leader of the Opposition. Criticism of the principle from that or by the hon. gentleman's followers is entirely unwarranted-let these hon. gentlemen dispute with their own leader and not with this Government. They have endorsed the principle. Very well, then, let us hasten the introduction of the Bill and the discussion of the details, and then let them fight about the details as much as they like. But the fact is, we must help the Canadian Northern railway system out of the difficulty in which it is-we must do that for our own benefit; no one denies that. So, let us get out of this quarrel, let us be done with this furnishing of items for the newspapers and material for tremendous headlines. If there be a man in this House who does not endorse the principle, let him stand up and say: Not a dollar shall be spent to give this enterprise assistance. There is not a man in this House who will rise and say any such thing. We simply must decide whether we shall go into public ownership or whether we shall assist this enterprise at this juncture. I think it must be admitted that it is for us to accept the statement of those who are most intimately connected with the management of our finances; and that statement is that however desirable it might be for us to acquire this whole system-and very likely that may be proper in the future when we are in a position to do	it-yet we are
not able to do it now for the reason that we have too much else on
hand. What else can we do except take the word of those who are managing our finances and ibow to their judgment? Undoubtedly the time will come when we shall own all great public works, all means of transportation and communication; and possibly all means of production; and so, instead of having a system of free trade by which people can rush in and grab what they like leaving the rest to take what they have left, we shall have established and demonstrated the true function of government, the public control for the benefit of the people of all the country's resources. Therefore, I say that we ought to get out of the slough of despond In which we are at the present time. Canadians are not the people to lose their nerve in face of impending catastrophe. I admit, and admit readily, that Mackenzie and Mann ought to put every dollar they have into this enterprise and that if we could we ought to compel them to do it, and fight it on this principle. But now the only thing we can say is: Who allowed these men to start out on this voyage of discovery? Which has got us into this difficulty? Who allowed these .men to bind down the provinces, and then having got them tied down, having got them firmly anchored for their own purposes, simply to laugh at us and say: Help us out of the difficulty or else you and yours will meet with misfortune. Who did that? The person who did that, the person who set them on their way, is the person who is guilty of bringing about this catastrophe without the least doubt. The difficulty could never have arisen if it had not been for the fact that the man-or woman-


Some hon. MEMBERS:: Oh, oh.
Mr. BURNHAM-who started this enterprise, must have been exceedingly stupid not to have foreseen that financial men, or indeed, the common run of humanity would sooner or later get them into serious difficulty. Now, are any hon. gentlemen prepared to say that British Columbia, Alberta, Saskatchewan and the other provinces shall be thrown like bones to the dogs? Are we not to rescue them if possible by using our financial ability, and if necessary our resources? Unquestionably. Therefore, I am sure I am speaking for the larger number of the people when I say: Get over this political bickering and discuss the principle whether we shall save our own credit and our own selves by helping this undertaking. If we should not do so, then let us tell these people to go hence and settle their difficulties among themselves. They have not done the chivalrous thing, and

the decent thing of putting their own property into this enterprise by way ot security. But let us aid them nevertheless, and then when the time comes we can foreclose and put the screws on them all the harder, for the reason that they deserve no mercy.
At one o'clock, the House took recess.
The House resumed Three o'clock.


Mr. E. LAPOINTE (Kamouraska):: Mr. Speaker, I do not think I can be charged with unfairness towards the few hon. gentlemen who have spoken in support of the proposed resolutions, without even excepting the hon. member for Peterborough (Mr. Burnham), if I say that they have failed to meet the precise and peremptory objections raised by hon. gentlemen on this side of the House.
I am free to admit that their task is an unsavory one and that the Government's policy on this question cannot be defended before the country with any chance of success.
Since the opening of this debate, a question occurred to me as it must have occurred to every hon. gentleman who occupied seats in this House last year: How comes it that we should be just now confronted with this contract-making business? During the session of 1913, the owners of the Canadian Northern stoutly assured the Government that their railway system would be carried to completion by them, once for all, if only the country assisted them with a further grant of $15,000,000. They even bound themselves to it. That assurance and that agreement were laid before us toy the right hon. Prime Minister and the hon. Finance Minister, and the Government assumed before the public the whole responsibility under the circumstances.
As regards ourselves, we did not have much faith in that statement, and we refused to ratify that extravagant gift of $15,000,000 to Mackenzie and Mann; but the Government did not stop at that, and the majority in this House passed the Government resolutions, on the guarantee given by the Prime Minister that it was the last grant of public funds which was to go to the Canadian Northern.
To-day that $15,000,000 has been swallowed up, expended, we know not how or where. No satisfactory explanation has been forthcoming, and the Government does not seem to have exercised any supervision over the expenditure of such a large amount of pub-
[Mr. Bumham.J
lie moneys. It seems to me that the primary duty of the Government was to watch over the use which was being made of our moneys, so as to protect the public. Nothing of the sort has been done. Previous to granting this $15,000,000 no inquiry was made into the busines of the Canadian Northern; the Government admit themselves that they have gone into it blindfolded, they allowed themselves to be fooled like children by the magnates of that railway company, and the Prime Minister has made himself sponsor that this $15,000,000 application was final. Then they took no steps whatever towards supervising and checking the use to which this money was put.
I say that under the circumstances, in view of the further legislation which is being submitted to the consideration of the House, such a line of action makes of them, not only the victims, but also the accomplices of the false representations made last year by Mackenzie and Mann to the Dominion Parliament. These same financiers come back a year later and apply to parliament for a further grant of $45,000,000; the country will not permit that its administrators should so complacently let themselves be guided by the men who have just deceived them. In spite of the heaps of figures brought forward-and two of the Government's supporters have shown that those figures are fanciful, and in many cases false-in spite of the efforts made to turn this into a purely technical question, nothing will prevent us from showing it in its true light, and viewing it from the standpoint of public and political honesty.
Before binding us irretrievably to such a gigantic enterprise, before entering into further agreements with the Canadian Northern Company, the Government is in duty bound to require full explanations and a clear statement of the liabilities.
The only measure that might satisfy pubj lie opinion and justify the granting of assistance on the part of the Government, would be, to start with, a thorough and searching inquiry into the business of that company. Such an inquiry is what we demand, what the country demands, and the hon. member for Calgary (Mr. Bennett) is not the only one in the ranks of the Conservative party who is clamouring for it.
But we are told this is a case of emergency. Under this Government there always exists an emergency. Last year, had it not been for the immediate granting of

535,000,000 to the British Admiralty, the United Kingdom of Great Britain and Ireland was threatened with utter destruction. Already in the distance one could hear the roaring of the enemy's guns; the Empire was in a sad plight. This year it is the credit of Canada and the nation's financial standing which are at stake; bankruptcy is staring us in the face, and the only way out of the difficulty is the granting of $45,000,000 to Mackenzie and Mann.
Such an argument is not far from being an attempt at blackmail. If it is to be understood that in this country promoters can with impunity spend right and left the moneys of governments and municipalities, handle and invest for their own personal profit, the funds which are put in their hands for the purpose of ensuring the success of some great public undertaking; and if it is understood, besides, that after managing things in such a way as to bring the whole undertaking on the verge of bankruptcy, they can come (back to the Government and say: Unless you give us more money, we will have to assign and there will result for you a still more grievous situation, I say that is encouraging the improper use of public funds as well as reckless financing.
Before entering into any such arrangement with the Canadian Northern, let us do what travellers over some portions of that route are, it seems, obliged to do: Let us clear the road. And to start with, let us do away with the originators of the disaster, let us get rid of Mackenzie and Mann.
Sir Wm. Mackenzie and Sir Donald Mann are two strong men, wizards of finance. They have succeeded in launching and organizing with public funds, a great undertaking, and in surrounding themselves with subsidiary ventures of all kinds. The small company which originated in the province o;f Manitoba and was a long time at constructing a few miles of railway has become a powerful corporation, with twenty-eight subsidiary companies. They have established a system which is well connected and spreads over the whole country. They have taken advantage of that system to develop all the resources which the country puts at their disposal. They have laid hands on everything worth having. They have meddled in politics, they have purchased newspapers. Nay it is rumoured that they were consulted in the making up of the cabinet. They are most certainly great handlers of money and great handlers of men; but I object to letting them continue doing that with the help of public funds.
The hon. member for Kingston (Mr. Nickle) put on record in Hansard the other day a statement of the amounts received by Mackenzie and Mann from governments and municipalities. That statement shows that the figures which have been supplied by the Government are very incomplete:
Here is the summary of the whole statement: Land grants-
Dominion	$ 29,392,404
Ontario	 10,000,000
Quebec	 3,000,000
Bond guarantees-
Dominion	 60,940,539
Manitoba	 24,059,446
Alberta	[DOT]	 35,349,000
Saskatchewan	 18,590,000
Ontario	_ .. ..	7,860,000
British Columbia	 47,aoo,o00
Subsidies granted-
Dominion and municipalities. .	31,318,420
Ontario	 2,001,413
Manitoba	 641,575
Quebec	 3,413,541
Total	$274,531,338
Loan given by	the	Nova	Scotialegislature to	the	Halifax	and
Southwestern of $13,500 per
mile, for 372	miles. 5,022,000
Subsidies granted to Bay
of Quinte	$159,228
Central Ontario	 219,018
Iredale, Braneroft and
Ottawa	 250,569
James Bay	 27,612

	656,427
Sum total	$280,209,765
And it is after drawing on the public to the incredible extent I have just mentioned, it is after giving a year ago the formal assurance that those $15,000,000 they were receiving would be the last they would call on the country to grant them, that those two financiers now beg for a further advance of $45,000,000.
I admire the candour, or rather the impudence of those magnates. It appears in full light in the letter written by Sir Wm. Mackenzie to the right hon. Prime Minister on the date of March 5, 1914, a letter which is to be found at page 5 of the blue book distributed by the Government.
Ottawa, March 5, 1914.
To the Right Honourable
R. L. Borden,
Premier of Canada.
Dear Sir,-For the reasons mentioned in the memoranda and statements respecting the Canadian Northern Railway System, submitted, it is essential that the company should receive further Government aid. The amount required is forty-two million dollars ($42,000,000).

Recognizing: the difficulties in the way of a cash loan, I beg to apply for a guarantee of securities to the extent of forty-five million dollars ($45,000,000), par value. The discount on the disposal of these securities would probably reduce the proceeds below the forty-two million dollars ($42,000,000).
I have the honour to be,
Your obedient servant
Wm. Mackenzie,
President.
Is not that a simple way of settling matters? For Mackenzie and Mann, this Government is like the Kingdom of Heaven: Ask and thou shalt receive.
It seems to me the Government's first answer ought to have been: Gentlemen you are worth several millions, you have money invested in all sorts of profitable ventures in this country and abroad. Show as much disinterestedness and as much confidence in your undertaking as Donald Smith, Stephens and the other great builders of the Canadian Pacific railway. Before calling on us for further contributions, invest some of your own money.
That is not what the Government say. On the contrary they submit a measure involving the credit of Canada for a further amount of 845,000,000 in favour of Mackenzie and Mann, and binding forever the country, by holding it responsible for the future liabilities of the company and putting us under the necessity of advancing further amounts which will be required for the completion of the road, whatever that may be.
All the securities which the Canadian Northern is supposed to give us are worthless. Before they could be converted to any use, we would have to pay off the $312,000,000 of liabilities which are a lien on all the assets of the various companies subsidiary to the Canadian Northern. The stock which is handed over to us is not worth a single cent on the money market. And by accepting that stock, we enter into partnership with Mackenzie and Mann, in a company whose managers and directors they are.
I say that besides incurring immense liabilities, the Government endorses a wrong principle iby making the Government enter as a partner in a private undertaking. The State should not be a party to any private venture; it should regulate, control, and supervise all of them.
Neither do I approve the appointment of a representative of the Government on the board of management of the Canadian Northern. That privilege is quite useless as an adjunct to the controlling power

which is vested in the State; such a representative will only act as a connecting link between politics and finance, and that, with reference to negotiations which may not always be in the public interest. In the management of the affairs of the company, that director will be a nonentity; his power will be of no avail 'whatever.
Mr. Speaker, the legislation which is submitted to us strikes me as pernicious and contrary to the public interest. If Mackenzie and Mann are unable to meet their liabilities and to build the Canadian Northern, if the country is to pay the cost of that undertaking, let these financiers relinquish their control and hand over the property to the people of Canada.
I, for one, speaking on behalf of my constituents, object to our becoming the subordinates of Messrs. Mackenzie and Mann, and I shall vote against the resolutions submitted by the Government.


Mr. F. N. McCREA (Sherbrooke):: Mr. Speaker, I wish to address the House briefly on this important question, which is a business question and should therefore be approached and dealt with in a business spirit. It appears to me that Messrs. Mackenzie and Mann started out to build a transcontinental railway with public money. They have got all the money they could from all sources but the road is not yet completed and they have come back to this Government and asked for more assistance. It is our first duty to look carefully into the matter and .see how the money that has been committed to their charge for expenditure in this enterprise has been expended. In order to do that it will be necessary to examine their books not for one or two years but from the inception of the enterprise, about 1896. From that time until the present they have been constructing branches and roads with public money. It would be necessary to examine thoroughly not only their books but also the quality and character of the construction work on the different roads. A short time ago this Government appointed a commission to examine with care into the construction and expenditure of money on the Grand Trunk Pacific. That commission examined very carefully not only the books but every feature of the road, every piece of rock-cut and trestle work to see the quality of the work and the classification that had been made. It would have been quite in order to have done the same thing in this case, and I do not think that this Government have looked into the question as fully as

they should have done. It would have been impossible for them to have done so in the short time that has been at their disposal. The very formation of so many different companies controlled by two men would look to me suspicious. It would look as though there might be some room for sidestepping. One of the first necessary steps would have been a thorough examination of all of these matters. Messrs. Mackenzie and Mann are practically the owners of the Canadian Northern railway, and whenever they undertook to build either the whole line or a branch they first got their charter, then they got all the aid they could from all sources, municipal, local Government and Dominion Government, and then, after making their financial arrangements, they let the work to a construction company which was still Messrs. Mackenzie and Mann. This, to my mind, would indicate that there might be a chance for a little rakeoff. Sir William Mackenzie and Sir Donald Mann may be a special brand of humanity, more honest than the ordinary run, but the poet, a wiser man than I and one who understood human nature better than any other man of his day or generation, has said:
But, och! mankind are unco weak An' little to be trusted ;
If self the wavering balance shake,
It's rarely right adjusted !
So it appears to me that when Messrs. Mackenzie and Mann, owners, let the contract to Messrs. Mackenzie and Mann, contractors, without competition, the work to be supervised, examined and looked after by their own engineer, and the classification to be by their engineers, it is very necessary to examine into all these matters with great care and to see if the money that this country has paid from all sources has been legitimately and honestfly texl-pended in the construction of this road. After that examination has taken place if it is found that they have administered the money committed to their charge honestly and fairly, if no misappropriation has been made, and no money has been devoted to other uses, then it -might be well and wise to entrust them with more money o-r credit to finish the- road. If, on the other hand, it is found that a part of the money has been appropriated to outside enterprises, and not to the construction of the road, it would appear to me to be very bad judg-tm-ent and very bad policy on the part of the Government who have trusted them to entrust them with any further public money.
There are in all some 28 or 30 subsidiary companies mentioned in the resolution that has been placed before this House. There is, however, another little organization that is not mentioned. I do not know whether that is organized under letters patent or bow, but in this little organization there is perhaps the most serious question as to the proper method of dealing with this matter, and that is:	if public gossip is
to be relied upon, and if my information is correct, this present Government owes its existence as a government to a large extent to the- influence of Messrs. Mackenzie and Mann in the last election. Not only that, tout if public gossip is to be relied upon and my information is correct, some of the Cabinet ministers owe their seats in the Cabinet to the advice and influence of Mackenzie and Mann. That being the case, it strikes me as though these gentlemen could not approach this question with an unbiased mind and deal with it absolutely on its merits. I would be inclined to think that they might be prejudiced a little: bit; they might feel that they owed a debt' of gratitude or a debt of something to those to whom they owed their positions in the Cabinet; and, while, perhaps, they might intend to be honest and fair, they would be prejudiced. For that reason, when Messrs. Mackenzie and Mann came before this House at t<he opening of this session, I think the wise thing for the Government to have done would have been t-o appoint -a committee selected from both sides of the House t-o investigate this whole matter. The construction of the Canadian Northern railway is a public enterprise, and I think it is agreed on all sides that it is one which cannot be allowed to go to the wall. It must be finished in some shape. But before money is asked for, the first thing that we should know is that the money already granted has been honestly expended. The next thing is tlhat the money we are about to guarantee or grant will be expended honestly without any question. It would be necessary to know the past records of these gentlemen before we entrusted them with further credit. That is how the -matter appears to me. I understand that the Solicitor General drafted this resolution. I do not know to whom he owes his debt of gratitude or his seat in the Cabinet, but evidently not to the hon. member for Calgary.
It was stated in this House during the debate on the Grand Trunk Pacific that the

commission appointed by this Government to investigate the construction of that road came back to this House and reported that the road had been extravagantly built. They reported that it cost a lot of money, but they could not point to a dollar that had not been honestly spent. In this case we find 1100,000,000 of watered stock. I think the wisest thing to do is to cut out all watered stock. I am satisfied that when the road is completed, if it ever is, it will have enough to do to pay interest [DOT]on the actual money expended on the road without having to pay a dividend on watered stock. You may say that we will not have to pay dividends on the water until the bonds are taken care of. That is true, but the owners of the road will say: We have a certain amount of stock on which we have never paid dividends, and consequently we are entitled to charge higher rates; and when the Board of Railway Commissioners is called upon to adjudicate between the public and the road built with their own money; the then holders of this watered stock will point out that on $100,000,000 of stock no dividends have been paid, and from that they will argue that the rates should not be reduced until a dividend has been paid. I say that there should be no watered stock at all. This resolution, as I understand it, proposes to reduce the stock to $100,000,000, but I say there should be no stock at all [DOT]except what represents actual cash. The Minister of Finance, in his speech yesterday, said that this road was a legacy handed down by the late Government. All I can say is that the Minister of Finance is more generous than he was two years ago when, shortly after this Government came to power, he boasted of having a surplus of $39,000,000 and gave the present Government credit for that although they had only been in office about three months. The Minister of Finance did not give credit to the late Government for that legacy, but when he comes to something that is a little knotty-a proposition to which they have granted assistance in two successive years without taking the members of this side of the House into their confidence at all, or giving any reasons, and now, when they come back for the third time claiming to be bankrupt and broke, he says it is a legacy left by the late Government. That is not very logical.
There is just one other point with which I would like to deal and upon which I would like some information. Has any arrange-
ment been made between the Government and Mackenzie and Mann for taking over the Quebec and Saguenay road? My impression is that some arrangement has been made for taking over that road when this assistance is given, and I think we should be given some information on that point.
Before I take my seat, I wish to appeal to the fair and unbiased minds on both sides of the House. While the Canadian Northern cannot be allowed to go into bankruptcy, this House is not justified in putting through any deal or granting any assistance until we know absolutely what these men have done with the money they have received, and how they are going to dispose of the money that is provided for in this resolution. It is absolutely necessary for us to know whether they have legitimately, honestly and faithfully expended the money that they have received from the Governments of this country, Dominion and provincial, or whether it has been put into side enterprises of their own. It seems to me that Mackenzie and Mann must have received a profit or rake-off out of their railway construction. Mackenzie and Mann, if my information is right, started life like myself without any worldly goods, and to-day they are rated as very wealthy men altogether outside of the railway business. I want to know where all their money came from. Did it fall like manna to the children of Israel? If they are millionaires outside of their interest in the Canadian Northern and other railroads, where did their fortunes come from? It is something I cannot understand, and which we should know before we guarantee their securities to the extent of $45,000,000.


Mr. W. F. MACLEAN (South York):: Mr. Speaker, the amendment before the House in substance denies that the company is in distress, and therefore denies that it is incumbent on the Government, in the public interest, to come to the succour of the company. I take the proposition before the House as involving that this company, and this great proposition, are in distress, that the Canadian Northern railway needs money to complete its line, and that the Government regard it as a public duty to come to the rescue of the company to prevent what would be substantially a panic. I believe the credit of Canada would be greatly injured if this company and this proposition were allowed to go down at the present time; and if that is the case the amendment does not meet the situation. It proposes to

put oft something that nearly everybody in this House says must be dealt with: the government say so, the majority on this side of the House say so, a great many members on the other side of the House say so, and the last speaker has said so. Therefore, it is incumbent on Parliament to deal with this proposition not only because of the company, but because of the credit of Canada. We could not afford to have the credit of Canada jeopardized, to-day in any way by reason of the collapse of a great transcontinental road that was put into existence by this Parliament, whether by one party or another. This Parliament of Canada is responsible for the fact that we have one great transcontinental road in this country and are building two others on the money and on the credit, principally, of the people of Canada. The Government, apparently seized with that idea, proposes to do something, and they have introduced a measure which will give relief to the company and will, we trust, allow the road to tie completed, and I trust that in the end it will be an advance on what we have done here in the past. To my mind, the proposal before the House is the first step toward public ownership of a transcontinental road in which this Parliament has invested a lot of money. It is true it is not complete public ownership; perhaps it is a partnership; or, as I would prefer to say, by consolidating these companies into one proposition we are putting the system in shape so that in a short time it may be acquired by the people of Canada and linked up with the Intercolonial. We should then have in the hands of the people of Canada, and in the hands of Parliament, a great transcontinental line owned by the people of this country. Having done that, we may go a step farther and complete our own- transportation system by steamships on the ocean.
There is no solution of the transportation problem other than public ownership, and I welcome this as I would welcome any other step in that direction. The only particular in which this proposition does not quite commend itself to me, as an advocate of public ownership, is that when wo take 40 per cent of the stock and assume this responsibility, the least we ought to do is in some way or other to take -an option on the remaining 60 per cent. Now probably is the time to do it. I do not know but that the owners of the road, the Mackenzie and Mann interests, are prepared to entertain such a proposition. It is true it would
cost some .more money, but it would only be fair to take over that interest. I do not say that we ought to do it just to-day but we ought to be able next year, or the year after, to -know how much of an additional cash payment to these owners would give us -complete control of the road. It will be three years before we can get possession of the road in oa-se of default. I do not want to see a default, but I do want to see the road linked up and got together, as it is being got together by this resolution, and I want to see the country get 40 per -cent of the capital stock because that is a substantial approach to public ownership. Next, I would like to see provision made in this resolution whereby we would have an option on the 60 per cent of the capital stock that the proprietors still hold.
I do not believe it would take a very large sum to acquire that ownership. If we do not find the road going as it ought to go, if the money is not put where it ought to be, we would be able to exercise immediate ownership and enter into possession -and we could proceed to do what we must do in any event in a short time; that is-, take control of one and perhaps two of the transcontinental railways. I have been an advocate of public ownership for many yeaTS -and I seek to advance it on every occasion. It may only be a ismall step forward, but I am prepared to support any step in the direction of public ownership. If there is anything that has failed it is the -system of private ownership of- railways wherever it has been tried, whether in the United States, -in Canada, or even the mother country.


William John Macdonald: Does this proposition secure public ownership?


William Findlay Maclean: It establishes forty per cent of public ownership. It goes that far, and this is the first time it has ever gone that far in this country. Private ownership has failed. The present system of railway building has failed. What is the situation in the United States to-day ? The present system has brankrupted most of the great railways because they have been exploited by private individuals and companies and by interests that were not identified with the public. It is abundantly evident that in the United States the big corporation system in relation to railway construction and management has failed. The roads have been exploited, looted, so much money has been taken out of them,

so many unnecessary securities have been put upon them, that they cannot pay their way and they are imploring the country to allow them to increase their rates. I do not think they will get that increase in rates and they will put the railways into the hands of the Government in the interest of the public and try to save something for themselves.


Mr. GERMAN:: Does the hon. gentleman think that forty per cent is of any use as far as public ownership is concerned ?


William Findlay Maclean: It may be. I hope it is. It makes the acquirement of whatever remains much less onerous and it enables us at once to connect up the Intercolonial in the direction of public ownership. It does not go all the way, but I want to see it go the full length, and, either by an immediate settlement with the company for its whole interest, or by an option on that interest, acquire possession of this road. We have in this country at the present time the Transcontinental railway. It is almost ready for use. There is an agreement which sets out that until the whole line is completed the Grand Trunk do not need to take it over. It may be on our hands next year. The Grand Trunk may say: We will take it over under modified terms. Therefore, we may find ourselves with a transcontinental railway on our hands and we may find ourselves with a Canadian Northern railway on our hands. There is a problem coming, and it is one which this Parliament iand the public must get ready to deal with. I am just as surely convinced as that I am standing here that within two years this Parliament and the people of Canada will have to take over the Grand Trunk Pacific-.a transcontinental railway-as well as the Canadian Northern, and link them up with the Intercolonial railway. We may be forced into public ownership, and the consolidation of all these lines in an effort to serve the people and not to serve the exploiters or shareholders.
The great thing in connection with public ownership is that the effort of those in charge of a publicly owned concern is to try and serve the public in the best possible way, to give them the lowest possible rates, not to make a profit and to avoid all unnecessary charges. The conditions that we have in Canada to-day are the result of the system under which we have operated our railways up to the present time. We have an immense and unnecessary duplication of lines and of construction, but compared with unnecessary construction and dupli-

cation, what are the charges for maintenance, the overhead charges, the unnecessary services in connection with these lines once they are constructed? This country will be bled white in maintaining these great transcontinental lines and a lot of unnecessary, duplicated lines and services.
The Grank Trunk, the Canadian Pacific railway and the Canadian Northern have been telling the people that they cannot stand a reduction in rates. They say that the rates must be kept high, and there is to be no reduction for the farmer or for those who pay the railway rates because of the competition of other lines. Not only have we an unnecessary duplication between Port Arthur and Sudbury and across the Rocky mountains, but we have unnecessary duplications in all directions. It costs a lot of money, and the rates are unnecessarily high in consequence. Therefore, the only real relief, the only possible relief, will be the consolidation of these lines into one system, and the only interest that can consolidate them is that representing the Parliament and people of this country. We have built at an enormous cost' four lines across the mountains. The Canadian Pacific railway are constructing a second line, the Canadian Northern will have a line, and the Grand Trunk Pacific will have one. One double track line between Edmonton and the Pacific coast would be worth all the other lines put together, considering the matter from the point of efficiency and reduction of rates. While we have built these roads, we still have the problem of finding a way of making them profitable. My contention is that the only way is to consolidate them in the one system and have that system controlled by the state. Between Toronto and Ottawa, within the next few weeks, we aTe to have four lines competing for passengers and freight. I believe that one line double tracked would do all that work much better. We have got to wipe out this unnecessary duplication, even if we have to take up the rails of some of them and put them down in other places where they will give better service. To my mind the problem before us is to recover our mistakes, to try to come to public ownership in connection with one or two of those lines, and then to approach the real problem and work out the consolidation, wipe out the unnecessary lines, and try to give good service. We have been trying to build railroads, but we have not been giving the service

we ought to give to the people, and we will never be able to give a proper service with all these competing roads. You cannot do all this in a moment, but you can begin to get ready, and my appeal here to-day is based on the idea that we must begin to get Teady, and this legislation before us i's the first sign I have seen in the history of Parliament that we are getting really ready for the public ownership of our railways, in part if not in whole.
This road came before the attention of Parliament in 1898, when 1 was a member of this House, and I then urged, in connection with the proposal to subsidize the Canadian Northern from Winnipeg to Port Arthur, that it be made a public road. Mr. Robertson, then member for East Toronto, and iMr. Richardson, then Libera! member for Lisgar, urged with me that the road should be nationalized and that it be thrown open to the Intercolonial railway, and had that been done it would later have been open to the Transcontinental railway. But that was not done; we subsidized the Canadian Northern then, and we have been subsidizing it ever since, and the result i'S that we are in a mess. We have now three transcontinental railroads; we do not see how they are going to maintain themselves, but we do see that they are coming back ihere year after year for additional consideration. The Grand Trunk Pacific, I am told, will be back here again for assistance, the Canadian Northern is now asking for assistance, which means that they are to have one hundred million dollars to spend. We do not quite know if that will complete the Canadian Northern railway, and, although we were warned years ago that it was a mistake to unnecessarily duplicate these lines and to spend money on them, we have continued to do so right up to the present hour, and we find ourselves where we are to-day. We must try and recover our ground, we must try and get rid of these unnecessary lines. How it is to be worked out I do not know, but I say it can be worked out if men who do believe in public ownership have the responsibility of doing it. A party is growing up in this country in favour of public ownership, and when we have public ownership we will have the means of regulating transportation charges in an effective way, and we will be in a position to regulate ocean freight rates also. I am ready to-day, on the lines of public ownership, to subsidize or purchase
a line of steamships that will give relief from the exorbitant freight rates that prevail on the Atlantic. Our farmers in the West are not making as much as we expected they would, because they say they are unfairly treated in the matter of ocean and railroad freight rates. And yet we have spent hundreds of millions, a billion of money almost in building railways, and we propose to continue it and to duplicate railway lines unnecessarily, and to pay overhead charges that we ought not have to pay. If we now begin to cure these mistakes of the past, and if we can get one or two of these lines into our hands and use them to that end, we will begin to effect some kind of reform.
The question of public ownership came up when this railway first came to us for aid fifteen years ago. The right hon. gentleman who then led the House said he did not believe in public ownership, and he repeated that statement when the Transcontinental Railway Bill was introduced, but he now shows signs of change of view because he says that we should get all the stock of this railway. If there is a way that we can get it now, even by additional expenditure or by taking an option on it, I think we ought to try and do so. As it is, this measure seems to me to be somewhat in the right direction and it does seem to me to be in the line of upholding the credit of the country and of getting rid of a situation that otherwise will bring discredit on us, will injure our credit, and will impede the settlement of the country generally.
There are some things in connection with this deal I wish to point out. The Minister of Finance said last night that for one thing it meant the limitation of the capital stock of the Canadian Northern railway, and of the subsidiary companies, and it does do that. The minister claims credit for that and I heartily congratulate that gentleman on his conversion, because I have heard ministers of finance and other ministers, and I have heard the law officials of the Government say that it is not necessary to control the capitalization of railways. Now, for the first time we have it on the statute book in connection with one company, and if we have it in connection with one company we must have it in reference to all, and this Parliament ought not to prorogue until it takes control over the capitalization of all railways. The principle is contained in a Bill now before the joint Committee of the Senate and the House of Commons, to regulate the capitalization of

all railways, and there is a rumour that this Bill will not go through this session. If that be so, my advice to the Government is that they should pass a Bill with a single clause in it, taking complete control over the capitalization of the Canadian Pacific railway and all other railways. I have pointed out to this House on several occasions that the increase in the capital stock of the Canadian Pacific railway was against the public interest and that it ought to be controlled. I was voted down time after time, and at one period I could hardly get a seconder for my motion, but now the principle is admitted. What has been the net result of the watering of the stock, or the cutting of melons in connection with the Canadian Pacific Railway stock? It has been this: that while they cut melons for the benent of the holders of the Canadian Pacific railway stock and divided $80,000,000 amongst them, the shrinkage of value of the stock since the Canadian Pacific railway began this system of cutting water-melons, has amounted to over $100,000,000. It is foolish any longer to allow these companies to unnecessarily increase their capital. There was a time when the Canadian Pacific railway was capitalized at $50,000,000, and it should have been kept there, and had it been kept there the people of this country would have owned the Canadian Pacific railway. To-day it is capitalized at over $200,000,000, and the stock is owned outside of Canada, and the capitalization is so great that Canadians can never buy control. The capitalization of the Canadian Pacific should have been kept largely to the issue of bonds and debenture stock, and the control should have been in the common stock, which should have been limited. Had it been limited, the people of Canada, as individual investors, would to-day have had the control of it and we would have been in better shape. Therefore it is quite clear that, if we are limiting the stock of the Canadian Northern, as we are doing to-day, we ought to limit the stock of all the railways of this country and not allow them to increase their capital or to water it when they like, so that their stock may be what it has never been yet in this country to any great extent, namely, devoted to the purposes of the undertakings. If this stock of the Canadian Northern railway had been kept in the treasury, it would have been almost sufficient for the needs of the company to-day; but it has been allowed to be taken out of the treasury, and the result is 
that the stock has never played any part in the financing of the railroad. Therefore it is now incumbent upon Parliament to see that all the railroads in Canada are this session put under a general Act, which will compel them to secure the approval of the Railway Board for their financial propositions. That is one good result that has come from this proposed deal with the Canadian Northern railway.
As to whether or not it will be possible for this House at this time to find a way whereby we cam get an option on or can purchase the 60 per cent of these shares, I do not know. The Prime Minister, however, has invited suggestions and this is one I throw out to him, that he should see whether it be not possible to secure at a reasonable price the controlling shares of this railway. Perhaps the owners would object to that; perhaps they have other ends in view; but I would like to see at least negotiations opened up, and not only an effort made now to complete this road and to maintain our credit, but a real, earnest effort made to have the state and the people control at least one transcontinental line. Now that we have started to secure 40 per cent of the stock of one railroad, there must be no further change in the status of the Intercolonial railway, nor must any railroad 'be allowed to get rights over it other than other roads have. While they may have common use of it and running rights over it, its integrity must be maintained absolutely. During the last few years these have been proposals in this House and in the country at various times that the Intercolonial system ought to be allowed to lapse into one of the other roads, or that its usefulness ought to be interfered with by unfriendly agreements, tie-ups and things of that kind. We have to maintain the integrity of the Intercolonial. We are to have 40 per cent of the stock of one transcontinental road. We should try to get the rest of the stock of that road. Whether we will or not, we have to get ready to deal with the National Transcontinental system or the Grand Trunk Pacific. It is not a settled proposition to-day; it is taking a long time to build, longer than we expected; and a condition that perhaps could not be foreseen has arisen whereby the Grand Trunk, as I understand it, are not compelled to take over the railroad until the bridge at Quebec has been completed, and to complete that bridge will take some

years. If that is the case, we shall have the National Transcontinental railway on our hands. There is no solution to this situation and it becomes more grievous every day. Therefore', we ought to get ready, by a system of public ownership, to take one road, to couple it up with the Intercolonial, and to deal with the Grand Trunk Pacific if we have to do so. If the Grand Trunk can deal with tihe Grand Trunk Pacific and take it up and give a service with it, so much the better; but, in any event, the country must have one transcontinental line and they must have, in association with that transcontinental controlled by the people, some system of ocean transportation also controlled by the people. We shall soon have the Hudson Bay railway on our hands and we shall have to supply a boat connection for it on the Atlantic. We shall have to get ready for that. There is ho use in building a Hudson Bay railway and then being at the mercy of the steamship lines as we are to-day. There is no use in building canals of 'all kinds in this country, and then being at the mercy of the inland transportation companies, as we are to-day.	In some way we are
in an impasse; but we must find a way out; and if anybody has a suggestion to make which will give the people of this country relief, I would like to know what it is other than public ownership.
We have a problem with the people of the West. The West has come, for a time at least, to somewhat of a standstill, and the people there blame various things for their position. One thing they blame above all things is the exorbitant freight rates. By that they mean ocean freight rates and railway freight rates. This Parliament has actually put them into the condition that they must pay a higher freight rate in the West than, we pay in the East. I have *argued against that for a long time. The railways think they have a right to charge more to the people of the West than to the people of the East. The rapid and quick cure and the way to bring about an equalization of the rates is to have a national road under the control of Parliament and of the people. A national railway can no more discriminate against the people of the West in the matter of transportation charges than we can discriminate against the people of the West in the matter of postage stamps. What is fair for one is fair for the other. Inasmuch as this country has paid for ail these railways and the people of the West have paid their fair share for them, the
people of the West are entitled to equality of rates; and the only way to get equality of rates and improvement in our transportation problem is to nationalize one railway, and to get it into the control of the people. While I do not deprecate the work that the Railway Commission is doing, it is not quite their duty to deal with such a problem as the equalization of rates. That is for Parliament to deal with; and while the railways at present might complain if a reduction in rates were ordered by Parliament, they could not say a word if a reduction in rates were forced by a state-owned railway. Therefore all I have to say at this stage of the debate, although I may (have something more to say later on is, that public ownership of at least one transcontinental Toad is the easiest and the quickest solution of the situation. I take this movement here to-day, small as it may be or great as it may be, as one step in the direction of public ownership as applied to the Canadian Northern railway.


Mr. L. T. PACAUD (Megantic):: Mr, Speaker, in rising to take part in this debate, I do so with no intention of discussing at any length the resolutions presented to us for our consideration. I do not pretend to be able to handle this great question, involving as it does so many important features of financial intricacies. But, Sir, the discussion that has been going on, the speeches which have already been delivered during this debate, have cleared the air considerably. They have dissipated many misapprehensions which have been expressed throughout Canada during the last few months concerning the financial standing of the Canadian Northern Eailway system, apparently intended to justify in the eyes of the people of this country the action this Government intended to take in this matter. But the speeches in this debate have been of greater value to the people and have given us a great deal of the inside history of the Canadian Northern railway. The hon. member for Calgary (Mr. Bennett), in his eloquent and most interesting speech, told us that a great deal more could be told to this House and the country if only the proper means could be taken to achieve this end. For my part, I should like to have the whole truth and nothing but the truth.
At the outset let me say I absolutely agree with the opinion which has been expressed during this debate that a third transcontinental railway was an ultimate

necessity for this country, if it was not actually a present and immediate necessity. These words to me are words of hope and confidence in the future of this country. It is a policy which has been adopted, it is a hope which I believe is shared by the vast majority of Canadians. But, Sir, this fact alone does not justify us in acting hastily with regard to the resolutions now submitted to us. To-day this Parliament is called upon once more to come to the assistance of the Canadian Northern railway to the extent of $45,000,000. We have been generous to this railway enterprise in the past. We are told that, by this agreement to-day, we are becoming a partner. Then, I say, Sir, it is our first duty as representatives of the people to see what this new partnership means for the people; for we know just what we are going to pay, but we do not know so fully what we are to receive for our money. I go further and say I believe it is our duty, before even discussing the merits of this resolution, to know the men with whom we are called upon to deal. We have been told in this debate that Messrs. Mackenzie and. Mann have given ample evidence of pluck and courage. That is true, and it cannot be denied; and we may say without fear of contradiction that they have shown special zeal in looking after their own interests. For this we cannot blame them-far from it. But their action during the experiences we in this House have had with them should bring us to the view that we also have interests to protect-the interests of the people of Canada. And if we were to go back and review our dealings with these men and the results of those dealings, they could be summarized in one word; that that word would spell 'deception.' Last year we voted millions to the Canadian Northern, but we voted them upon one condition, because we were told that that money would be sufficient to complete the line. To-day these men are again at the door of Parliament seeking new assistance. Last year we were told that if we voted these millions we would have one-tenth of the stock of the Canadian Northern railway. But we have not one-tenth of the stock of the Canadian Northern railway. And' when to-day the Solicitor General comes forward and tells us that by this new arrangement we are to have a two-fifths proprietorship, I ask, what greater guarantee we have this year than we had last year that these terms will eventually materialize? With these fact.? before us, I 
claim that we should pause and we should investigate. Let us know upon what grounds we were deceived last year; we may then be able to prevent a repetition of such actions. Sir, there is no need to hurry this proposal through. Thebe is no financial crisis before us such as has been so vividly portrayed to us by the Tory press of Canada. The Canadian Northern railway can meet their liabilities- Messrs. Mackenzie and Mann tell us so. And these resolutions tell us so, for they stipulate that not a dollar of this $45,000,000 shall go to meet the liabilities of this company. Therefore we can pause and we can investigate, and that is our duty under the present circumstances.
One word about the security we are to receive for this money. In the first place, we are told that we are to have a mortgage on the stock of the subsidiary companies; but we are told that ten of these companies are already mortgaged for $18,000,000. We are told that we are to get a floating mortgage on the property of the Canadian Northern railway. But we see that that property is also mortgaged to the extent of $312,000,000. Then, we are also to have a mortgage on the property of subsidiary companies, but this is limited and will not cover the whole amount of the $45,000,000 we are asked to vote, but every one of these subsidiary companies will have the right to give a mortgage only for that part of the $45,000,000 which is to be expended in the territory in which it operates. And lastly we are to have forty per cent of the common stock of the Canadian Northern railway. As has been said, though we are giving the bulk of the money, we are getting a junior partnership and will have no control. To me this is not satisfactory. The Solicitor General (Mr. Meighen), tells us this is the best security we could have. The hon. member for St. Antoine (Mr. Ames) tells us that it is a splendid bargain. ,But, immediately after, the hon. member for Calgary (Mr. Bennett), rises, and after a four hour speech giving the history of the Canadian Northern railway, he warns us: Do not act hastily, for the basis of these resolutions is deception, and deception again. I say it is our duty to look into these matters; and these contradictions iwe have heard from the other side of the House afford us much stronger reasons for investigating this matter before proceeding any farther.
What has been the result as it has developed from the discussion which we have heard? What will be the position of

Canada? We are told, and it is the only conclusion which we may draw from the arguments which we have heard in this House during this debate, that if we ado.pt these resolutions, if this measure goes through, Canada will be 'fourth mortgage behind an enterprise which is1 already soaked with watered securities and watered stock. For my part I cannot accept these proposals and I intend to vote against them.
There are many other points upon which I would have liked to have touched, which only go to strengthen my conviction that the Government have not safeguarded sufficiently the interests of the people of Canada. If we give assistance that assistance should be coupled with an assurance that the money which we are voting will be used to pay the debts, to complete the line so that these gentlemen will never have to again return to this House for further assistance. I do not believe that that assurance is guaranteed to us in the resolution. Finally, and this is my last grievance, I fail to see why the Government did not exact from the Canadian Northern railway what the Parliament of 1884 exacted from the Canadian Pacific railway under circumstances similar to those of to-day. These promoters-, if they wish to impress faith and confidence in their enterprise upon us sitting here as representatives of the people, should first pledge their personal wealth to the final success of their own work and undertaking.


Mr. ALPHONSE VERVILLE (Maison-neuve):: Mr. Speaker, I shall take but a
few moments to express my views, not so much on the financial character of this transaction as it has been exposed, as on other points. While this discussion is going on in this House the masses of the people of the country are looking upon us as jugglers. They say, and rightly so, that we have been juggling with millions for the last couple of years. Last year we were juggling with $35,000,000, and this year it has been increased by $10,000,000 so that it is now $45,000,000. It is a question whether we are doing right or wrong, but from my .point of view I would strongly favour some of the arguments that have been advanced as to public ownership. If we are to grant the guarantee of $45,000,000 to this- company, or I might say to two men, why not go a little further and establish immediately the public ownership of railways in Canada? There is much to be said against that, and the argument that may be advanced is exactly the same as the argument used so many years ago in European coun-251
tries whenever that question was proposed.
I read only a few days ago that in Switzerland in 1900, 1901 and 1902, when the question of nationalizing the railways was under discussion, much the same arguments were used. In Switzerland as well as in other European countries they bought out the railways from the private companies and for the first year of Government operation in Switzerland there was a large deficit. The existence of this deficit was, of course, used as an argument against Government ownership in other countries where it was proposed. But the movement for the nationalization of railways has been steadily gaining ground in Europe. Railways, have been nationalized in Switzerland, in Germany, in Belgium and in parts of France; and what has been done in those countries can surely be done in this country. Those who use the deficit that occurred in Switzerland on the first year of Government operation as an argument against nationalization always omit to state the cause of that deficit. They omit to state that a large increase of wages was given to the employees of the roads, and also fifty-two days per year of holidays. Of these fifty-two days eight days were consecutive days of holidays without loss of salary. Of course, at the outset, for the first year, there was a deficit. But when we go further in the operation of the road we find that in 1903 there was a surplus larger than the deficit of the first year. I may be told that Switzerland cannot be compared with Canada as it is a small country; but if Government ownership can be conducted in that country with success and if it can be conducted with great advantage in Germany and in Belgium, although Belgium is a small country, I am sure it can be done in this country. If we were to ask the people of Canada today to impose on themselves a tax for the buying of the railways, I am almost sure that a large majority of the electors would respond and state plainly that they were in favour of such an operation. At the present time we are taxing the people indirectly. For instance the guarantee we are liable to pay of this $45,000,000 means $6 on every man, woman and child in the country. If we were to ask an intelligent man, not a member of the House or a man in the same category as Mackenzie and Mann, but a common man of the country, a labourer if you like, if we should impose a mortgage on the head of his little boy, three months old, of $6, what would he say? That is what we are doing by the present method of indirect taxation under



that system. We have a surplus at the end of the year and the Government do not know what to do with it. This year they will have a surplus of $50,000,000 and they feel that they must either diminish the taxation or else spend that money some, how, probably they decided that the best way to dispose of the surplus money that we now have was to grant the guarantee of that $45,000,000.
Mr. A. DeWITT FOSTER:	The hon.
gentleman contends that we are going to pay the $45,000,000 out of the surplus? I do not follow the drift of his argument.


Alphonse Verville: I do not expect that the hon. gentleman will follow my argument. I have stated and I state again that we have a surplus of $50,000,000 in our revenue. That, of course, is in one way a great asset to the country; and so we have the money to guarantee that $45,000,000 which we may become liable to pay. I do not say that we will pay it to-morrow or the next day or next year, but we are liable to have to pay it; and from the arguments I have heard in this House we may as well admit that the Government will be obliged to pay this money.
We have also paid out a large amount of money. It sefems to me that it would have been far better for us to wipe off some of the national debt. We should not be in a hurry over this thing, although the rap at the door of the Government states plainly that they want quick action. I hkve heard it stated during this discussion that many miles of that railroad will have to be rebuilt, and if that is so it will be admitted that it will cost double what it did a few years ago. Some hon. gentlemen have suggested that we should have a commission, but I remember that last year the present Government did not ask for a commission for another line of railway. We have had commission after commission, and I am sure that if a commission had made a report to this House during the present session they would have found a good place for the surplus we now have in the treasury of this country. In passing, ,1 might mention the high cost of living commission, although I know this is not the proper time to discuss that matter. We heard a great deal about the high cost of living commission some months ago, but we have heard nothing about it for a long time now. When the proper time comes we will be able to show just how this commission works. I

have heard, as has every member of this House, that Mackenzie and Mann are worth millions of dollars. There seems to be a very staunch and strong organization among millionaires, which exploits the people of this country through freight rates, and through labour. If there is one reason more than another why I object to Mackenzie and Mann coming to this House, it is because they are members of this get-rich-quick society. They are responsible for the much talked of coal strike on Vancouver Island. It has not been mentioned in this House before, but every member knows that that famous strike was started in the mines of Mackenzie and Mann. If they are so rich, why could they not grant the reasonable demand of the men? Why have they not shown some justice in that matter? That is how they act in the West. Every time Mackenzie and Mann come before this House it seems to me they have more friends than any other company. On two occasions I have heard gentlemen in this House state that they have been indirectly threatened by Mackenzie and Mann. What power is behind their threats? Is it the mighty power of their money, or something else?
I have stated that I am strongly in favour of public ownership. If we do not have public ownership we are indirectly asking the country for direct taxation. I do not know that I would vote to-morrow for direct taxation. If it was proposed to raise $35,000,000 to-morrow for the militia of this country, or say $2 a head, I would probably be against it. Not only are we forcing direct taxation on this country by granting railway and other companies the powers we do grant, but this federal Parliament is becoming a Parliament of private interests. The very rules of this House seem to favour private interests, because if any member of this House wishes to present a matter of public interest the rules debar him from doing so. We are forcing the discontent of the masses of the people in a wrong direction, and sooner or later we must assume the responsibility.
It has been said that we are going into a partnership with Mackenzie and Mann. I, for one, do not want to go into partnership witlh those gentlemen, because if they were absolutely honest I believe they would have put their own fortunes into this enterprise. We are also told that we are going to have forty per cent of the common stock of this company. I have read enough of trusts and mergers and over-capitalization

to know how much that is worth. When a railway is over-capitalized it has to pay dividends on two shares instead of one, and it stands to reason that we must have high freight rates; and it is impossible for the Government, either through the Railway Commission or otherwise, to dictate to these magnates what their freight rates shall be. I would favour even a greater guarantee than this $45,000,000 providing we got control of the company. If it is necessary, let us eliminate altogether Mackenzie and Mann who have been spoken of so often here as ' Sir ' William Mackenzie, and ' Sir ' Donald Mann. I do not believe in that kind of thing, and I am not going to do it; there is too much of it already in this country. If this road can be run by two men, surely it can be run by the Government. Only last year there was a rumour that the Intercolonial railway was to pass into the hands of Mackenzie and Mann. Of course, there would have been a great protest against that as the Intercolonial railway is the only government-owned road in this country. I claim that a government-owned railway should not make any profit. Any one who has read about the government-owned railway system of Australia knows that it has been a great help to the farming industry in that country. The same is true with reference to any other part of Europe where railways are being operated by the Government.
I want to go on record as being against this proposition for the reasons I have just mentioned. I do not want to be charged by the people of this country with having gone into partnership with Mackenzie and Mann. I would rather go into partnership with anybody else than these gentlemen. I would be willing to vote for the expenditure of even a larger amount, if necessary, and I would be willing to appeal to the country on that issue, provided we were starting immediately the government ownership and operation of railways. It was said a moment ago by my hom friend from South York (Mr. Maclean) that we are coming to it. He is right; we are coming to it. I am sure that if there were a referendum on the question of the adoption of public ownership, at least 70 or 75 per cent of the vote cast would be in favour of that proposition. He is right when he states that some years ago he brought this question before the House and that there were then very few to help him. But the people have read since that time, the people have studied, they 'foave become 2514
familiar with the operations of the financial and railway magnates, such as Mackenzie and Mann, which operations have been fully exposed and explained. The light which has been thrown on the subject has driven the great mass of the people to the conclusion that it would be in the interest of the country generally, and particularly in the interest of farming and industrial life, to have public ownership. I simply [DOT]desired to place on record the reason why I am opposed to this grant of $45,000,000 to Mackenzie and Mann and why I am against entering into a partnership with railway magnates of that kind.
Mr. A. DeWITT FOSTER (Kings, N.S.): Mr. Speaker, I do not rise to make any extended remarks upon this subject; but inasmuch as I come from the Maritime provinces, and as the subject under consideration is one of paramount importance to the people of the Maritime provinces, and considering the conditions which have been placed in the resolutions submitted to this House, I feel it incumbent upon me to say a few words in favour of the agreement which the Government has made and to take advantage of the offer that was made by the lion. Solicitor General (Mr. Meighen) in his speech the other evening, in which he asked the members of the House, at the proper time, to make any suggestions they might have to better the agreement. It does seem to me that the spirit in which the resolutions were brought before us was the proper spirit for the. introduction of such resolutions to the House and to the country. If there is one feeling apparent on this House on both sides, a feeling that is shared in by every member, it is that this country is face to face with one of the most gigantic problems with reference to the transportation business that we have had to solve or that any government or people has had to solve. There seems to be an accepted realization of this fact on both sides, and there seems to be also a realization of the further fact that something has to be done. That much is admitted by the right hon. leader of the Opposition (Sir Wilfrid Laurier), by the hon. member for Calgary (Mr. Bennett), and by the hon. member for Kingston (Mr. Nickle). Bet me say here that these two hon. gentlemen, the hon. member for Calgary -and the hon. member for Kingston, delivered speeches, the equal of which has seldom -been heard, and the superior, rarely within the four walls of this Chamber, if

I can read and judge the speeches that have been placed upon the pages of ' Hansard ' in the past. Volumes of information in detail were given to the House by these hon. members, and while the majority cannot agree with their viewpoint, I, for one, am proud to stand up in my place and say that I 'believe each one of these hon. gentlemen was actuated by the highest possible motives of service to the country, and that, from their own point of view, both performed what they regarded a^ a public duty.
On the opposite side of the House there seems to be a scattering fire directed against these resolutions, but as has been pointed out, that fire is not directed to the principle of the measure which has been brought forward by the Government. From the viewpoint of a young man in politics, it seems a good omen that there are occasions when the sound common sense of both sides of the House, realizing a national duty, will accept the principle of a measure and direct its criticism to working out the details. While the Opposition has a duty to perform in criticising the details of public measures, and while, though our views differ from their's, we must in all fairness submit to such criticisms, it does seem to me that they -are actuated by a desire to perform a service to the country and that all the enthusiasm for public service is not confined to the side which happens to be behind the Government benches.
I have, at the opening of my remarks, to congratulate the Government upon the manner in which they have settled this very serious problem. I am glad to be able to congratulate my right hon. friend the Prime Minister (Mr. Bo-rden) upon the brave, bold and definite manner in which he has taken up the difficulties that he has found himself confronted with, and has applied himself, together with his colleagues, to the solution of these problems. I have heard nothing so far in the country, nothing from my own constituents, but commendation of the Government for having taken hold of this proposition at a time when the financial conditions were suffering somewhat and at a time when foreign credit could be materially hurt by any failure of the Government to act promptly in dealing with great national problems of which this one, if not the chief. Probably 75,000 or 80,000 men in the old country have put their money into thlfe Canadian Northern proposition, realizing that it was backed by the Government of Canada; whether wisely or

unwisely is a matter of viewpoint. But they put their money into this proposition, and under those -circumstances what would J*e thought of this Government and of this country should that proposition fail and go into the hands of a receiver ? What would be the impression created in the minds of those 70,000 men who had put their money into this enterprise in this young country ? These m-en are l-iving at the very heart of the country to which we will look in the future for a great amount of capital to further develop this country in order that it may take its place amongst the fo-remost nations of the world. What would be the result, I ask ? It does seem to me that nothing short of a panic would be created in the minds of these people and, instead of capital flowing into this country, it would seek an outlet in other directions, where governments, when they embarked upon a proposition, were strong enough to see that proposition was carried out to a successful conclusion. It is a fundamental principle of economics that capital is very shy; men do not put their money into enterprises unless there is a reasonable return and unless that reasonable return is surrounded by safeguards. It is for this reason that those who have money to lend in the old land have invested in Canada, because they have faith in the country and they realized that our railway and municipal securities were safeguarded by the people speaking through their representatives in the Dominion and provincial parliaments. I believe that the Opposition in this House realize that were they in power to-day facing this problem, they would have to do the same as the Government has done. It appears to me that we should set ourselves not so much to carping criticism as towards the task of showing the people of this country the absolute necessity for the proposition which has been presented to the House by the Government, and which has been agreed to in principle by both political parties. There is a disposition amongst some politicians to mislead the people with regard to great issues, and it does seem to me that above the desire to obtain a petty party advantage it is the duty of public men to instill into the minds of the people the truth about public questions. It is, in my opinion, the duty of the Opposition in this House to admit the facts, and to tell the people of Canada that the Government has endeavoured to extract the country in the best possible way out of the difficulty in which it found

itself in connection with this Canadian Northern railway. I am a firm believer in the principle that the representatives of the people should always trust the people. I was somewhat interested in the remarks made by the hon. member for Maisonneuve (Mr. Verville), because I think that sometimes he does endeavour to place before this House the views of the labouring people of the country. In my humble opinion, he often beclouds his better judgment by his partisan bias, but for all that I give him credit for placing before us what he conceives to be the ideas of the labouring people. I could not, however, understand the drift of his argument this afternoon. I have no doubt he thinks I am rather dense, and I do not take credit for any great ability, but when I asked him the question I did, it was not in the way of captious interruptions, but in order to get the drift of his mind, as I supposed he was presenting the viewpoint of the people whom he claims to represent.
I confess he left me as much in the dark when he answered my questions as I was before. We are about to guarantee the bonds of this company, and if the company goes into liquidation we will take over the road subject to the indebtedness thereon. If the Liberal party were in power They could not do better than that unless they gave a greater guarantee than it is now proposed to give, and so, where was tne argument of the hon. gentleman (Mr. Verville). He says we pay this $45,000,000 out of surplus, and I asked him if that was what he meant, and. I confess that his answer did not clear up the situation. The hon. gentleman did say that this Government, since it came to power, had been juggling with millions, and it seems to me that the hon. gentleman having supported the Liberal Government for a number of years knew something about their juggling of figures, and that perhaps when he used that language he had remembered things that had happened in the past and was speaking out of meeting. We know that in the matter of railroad construction the late Government juggled with something like $234,000,000 and we had a report before us which said that $40,000,000 of that was juggled uselessly and needlessly from the public treasury. It may be that the hon. member for Maisonneuve was thinking of the past experience of his party in that respect. And notwithstanding the fact, that the hon. member fox Maisonneuve was opposed to the proposition now before us, he went on to say that he would be willing to support the vote of a larger sum of money if he could be sure that the Government would have control of the situation. It seems to me that the hon. gentleman has had a change of heart on the question, of public ownership. I have never heard him speak in this House in favour of it, nor have I been able to find any of his speeches in ' Hansard in which he advocated the principle of public ownership. At any rate, he supported a Government whose declared policy was against public ownership.
I want now, Sir, to address myself for a few moments to a point which I think was admirably taken by the hon. member for Calgary (Mr. R. B. Bennett), and that is, the question of whether or not this country, with its seven millions of people, is in a position to support three transcontinental railroads with an aggregate of thirty-three thousand miles of rails? I am aware that I shall be confronted at once with the oratory of the right hon. leader of the Opposition, for whose oratory no man in this country has a more profound regard than I. I yield to no man in my admiration for the right hon. leader of the Opposition in certain respects. I am aware that I shall be confronted with his oratory, which will say to me that there are men in this country who believe that if our population is not to be greater than ten millions, these three transcontinental railways are too many. I do not think there is a member in this House, nor is there a thinking man in this country, who believes that Canada will remain with a population of seven millions, or eight millions, or even ten millions.
The normal increase in our population is
400,000	per annum. For a country of this size and of the diversified conditions that we have 400,000 people are far too many foT us to assimilate and to make good citizens of in one year. Supposing we are willing tc grant that Canada will increase at a normal rate as regards population, I take absolutely the same position as the hon. member for Calgary took in saying that this country is not to-day and will not be for some years to come in a position to support three national transcontinental railways with all their branch lines, with all their extensive capitalization, and at the same time to give to the people, what the hon. members from the West on the opposition side of the House have been clamouring for, namely, lower freight rates.

I propose to pat upon 5 Hansard ' a few figures which I have worked out and which are of course subject to correction; but I think they will be admitted by hon. gentlemen as being practically in accordance with the facts. We have to-day in this country about 1,300,000 producers of all classes, of whom, speaking in round numbers, 700,000 are engaged in the business of farming and the balance in manufactures or subsidiary employment, but all are in the class of producers. We have in this country 30,000 miles of railway which, as was pointed out the other night, is the largest mileage in any country on this side of the Atlantic with the same population. That is to say there is one mile of railway for every forty-three producers in this country. I take $102,000 per mile as the capitalization of the Grand Trunk Pacific, $75,000 per mile as the capitalization of the Canadian Pacific and about $60,000 per mile <as the capitalization of the Canadian Northern railway. Taking the average of these three, I get about $75,000 per mile as the average capitalization upon which the railroads must earn their fixed charges upon their bonds and also a dividend to pay the stockholders, whoever they may be, 6 per cent. Some railroads pay more than that, but other roads will pay 6 per cent. Let us take the average dividend on the three systems at 6 per cent, when they get running in good shape, and after paying interest on their bonds. Some one will say that the Canadian Northern railway and the Grand Trunk Pacific will never pay 6 per cent, I am not saying that they will; but 1 say that after they pay the fixed charges of 4 per cent or 4J per cent on their bonds and then pay a dividend on their common stock at the rate of six per cent, we shall have a condition something like this. Forty-three producers in this country will have to support one mile of railway^ the average capitalization of which is $75,000. Suppose that the bonds are at four and one-half per cent and the stock of the company averages one-quarter of the total capitalization, upon which stock six per cent dividend is to be paid. Then, the charges will be at the lowest calculation, $4,500 to $5,000 per mile on each mile of those 30,000 miles of railway. There will be^ therefore, forty-three people taxing themselves for the support of those railroads, and each of them must pay at least $102 per head in order than these railroads may be supported.	Just think of forty-three
producers being taxed at the rate of $102
 .	.
per head whether or not they send a pound of freight over the railroads.
To put it the other way, take 30,000 miles of railway capitalized at an average of $75,000 per mile. That will make a total capitalization of something like $2,250,000,000, upon which six per cent has to be earned, or $135,000,000, by 1,300,000 producers, or over $102 per head for each one of them. It seems to me that, in the face of a condition like that, we are certainly in advance of the conditions of this country when we say that we should have three national transcontinental railways. If we had a state-owned system in this country with one main line, 5,000 miles long, running across the country from the Atlantic to the Pacific, with the other 25,000 miles of branch lines connecting with that main hue, thereby opening up a tremendous area of territory and lowering freight rates as it would, bringing in a larger number of people by affording them railway facilities, when this country had 15,TOO,000 or 20,000,000 people, we might then be in a position to support that mileage; but at the present time, in my humble judgment, we do not heed three transcontinental systems. That view, however, was not held by the exPremier of this country and the gentlemen who supported him. They went out of power in 1911. The King's business must be carried on. We'came into power, and we are now face to face with this proposition. Therefore, it seems to me that the Government have set themselves to deal with this proposition in an able and efficient manner.
We have often heard it said in this House during this debate that the security which this Government is getting is of no value.
I shall have only one word to say in regard to that. Whether or not it is of value, I am not competent to judge; but I say that, as far as I can understand from listening to hon. gentlemen on both sides, .it is all the security we can get. I have never heard an hon. gentleman of the Opposition pointing his finger to one single bit of security that we can get outside of what we have taken. It is true I have heard two or three hon. members say that we should have the majority of the stock, and the next moment some one says that the stock is of no value. If it is of no value, what is the use of having the majority of it? The stock is the controlling power, you say, of the road. Perfectly true. Let the Government take the controlling power of the road, and what does it carry with it? Surely hon. gentlemen will admit that it carrys with it responsibility, and that the present promoters may

well say: We will lay down the proposition, having only forty per cent, and the Government can go ahead and finish the road. The minute you have taken that controlling power, you have robbed that enterprise of the driving power of personal profit. I say: Let that driving force actuate through the promoters until the road is finished, and then the agreement on the table of the House provides that, if they do not satisfactorily carry out the conditions, the road comes into the possession of the Government. What better arrangement could you have?
There is, however, one suggestion which I should like to make, a suggestion which, if carried out, would in my opinion, be to the interest of the people whom I represent, firstly, to the interest of the Maritime provinces secondly, and' to the interest of the Dominion as a whole. Hon. gentlemen may think that I should put them the other way about and speak of the interest of the Dominion first; but I shall be selfish for the moment. My suggestion relates to the transportation of the products of this country after they reach the Atlantic ocean either at the port of Halifax or the port of St. John. While I have no fault to find with these resolutions, yet When the matter is in Committee of the Whole, I should like to suggest that steps be taken to add to the agreement a clause that Mackenzie and Mann shall withdraw their steamships from the combine that operates between St. John and Halifax and London and Liverpool, and should carry freight from Canadian ports to the other side of the Atlantic at fair and reasonable rates instead of the fifty or hundred per cent increase in rates charged by the transatlantic combine within the last two or three years. But, somebody says:	The
moment they do that the combine that is left, including the great shipping interests on the other side, will put down their rates and drive the Mackenzie and Mann steamships out of business. Well, Sir, speaking for myself, if they do that, and it can be shown to the representatives of this Government through a commission appointed for the purpose that that has been done. I should be prepared, in the interest of the farmers I represent, who ship nearly two millions of barrels of apples every year, to vote that the Government should recoup to the company every dollar they lose by the action of that combine. I would go further and say that under such conditions the Government could well have its own
steamship line. And if the Mackenzie and Mann ships are not enough, I would recommend the Government to ask for a vote for the requisite number of steamers-say five -costing about $2,500,000, so that we could make a beginning of a steamship line with the two or three boats that Mackenzie and Mann already have in operation.
I accept the resolution as brought down to this House as the best bargain with a railway company, or other company, ever made by a Government in Canada and submitted to Parliament. I have made my suggestion of an addition to that bargain. That may be found unworkable by those in charge of the resolution. I give it for what it may be worth. I am not assuming the position of one having superior knowledge or knowing more about the matter than those who framed the resolution. I offer it in the spirit of strong endeavour to assist my constituents and assist the country in the solution of another problem which this Government has to face if it is in power or that the other party has to face, should it come into power, and that is the problem of transporting our products to the world's market in the face of the combine that is extracting from $6,000,000 to $8,000,000 from one class of our people and many millions more besides from other classes. That is the problem the Government must face, and I have confidence in the men who sit upon the Treasury benches that they will take the matter into their consideration and will deal with it as they have dealt with other problems which have faced them, problems which they have solved in the interests of the people.
This bargain 'is of advantage to the Maritime provinces, as I have said, from the fact that the agreement has given us what we have not had before, transcontinental traffic, instead of being diverted to Portland, as has been the case under previous agreements, must, under this agreement, come down to the ports of St. John and Halifax, and, more than that, must come down at a rate not higher than that upon goods billed to Portland or any other American port which may happen to be a little nearer geographically. That is directly in the interest of the Maritime provinces and of the county I represent. Why? Because the more traffic we have coming down to Halifax and to St. John, the more steamship accommodation will be afforded them. We are spending millions in developing the port of Halifax and putting its waterfront in shape to


Mr. ROCH LANCTOT (Laprairie-Napier-ville):: Mr. Speaker, the resolution proposed by the hon. Prime Minister in order to give aid -by granting the Canadian Northern railway the sum of $45,000,000 is so important that I thought I would fail in my duty as representing the electors of Laprairie-Napierville,. did I not express my views on this question.
I must say, first, that I shall not speak at great length. I shall insist but very little upon discussing the report submitted to us after being prepared by the employees of the Canadian Northern railway and also by Messrs. Mackenzie and Mann, the parties mo-st interested. Mr. Speaker, X wonder why the Government did not take as much precaution in the case of the Canadian Northern railway as it did in the inquiry which it made on the- construction of the National Transcontinental railway. And why did this Government take such precaution as regards the inquiry held by Messrs. Gutelius and Staunton? Not because they wished to know whether the country should continue that enterprise, but merely in order to find out whether the people's money had been spent honestly by the commission 'appointed by the -former Government to build the National Transcontinental railway. That report as laid on the table of the House states that $140,000,000 (have been spent and that not a cent of that sum was converted to the personal benefit of the members of that commission. It is said, in that report that

the road costs too much, that we should have built it for less, that everything is first-class, but that we should have built wooden bridges; in fine, that we should have built a second-class or a third-class road, and, that we should, after a few years, have -done like the Canadian Pacific railway people, who are now replacing wooden bridges by iron bridges, and 60-pound rails by 85-pound rails.
Is it not true, Mr. Speaker, that the commission has acted, in all this, according to the agreement passed in 1903, between the Government and the Grand Trunk railway? This road has cost more than the Government of that time thought it would; but we all know why there was an increase in the cost, it is because there was an increase in the price of materials, in the price of labour, etc. One must also consider the fact that the part of the line which extends from Quebec to Cochrane runs through a district- which is uninhabited; that; as regards some parts, the nature of the soil must be taken into account, that, here and there, mountains had to be cut through, mountains of solid rock, even; that immense lakes had to be crossed over; and that, furthermore, the contractors had to carry the materials necessary to do that work. I say, then, that the cost of that road cannot be taken as a basis for a comparison as to the cost of the Canadian Northern railway. Considering, moreover, the quality of the Transcontinental as compared with that of the Canadian Northern railway, which is, after all, but a -colonization road and a road built with -a view to earning subsidies in many a case, no reasonable comparison can be made as between those two enterprises.
Mark you, Mr. Speaker, I am not casting any blame on the Government for having inquired into the construction of the Transcontinental. On the contrary, I am glad that they have done so, and this enables me to tell you that if the Government can be justified for having spent some hundred thousand dollars in order to know whether they could find some fault with the former Administration, they would be justified a hundred-fold if they made a complete inquiry under oath on everything connected with the construction of the C. N. R., before asking this House to vote $45,000,000. Such an inquiry would put the Government in a position to submit to this House and to the people of this country a report showing where we stand and what amount is required to complete that railway. It is quite the reverse. What does the Govern-

ment say? That this road costs more than was anticipated, that there has been an increase in the price of materials and of labour. Mr. Speaker, I am surprised to hear such statements on the ipart of the horn. Postmaster General, of the Solicitor General and of the Minister of Finance. When the report made by Messrs. Gutelius and Staunton was discussed in the House, did they use that kind of argument, and while admitting that the Transcontinental had cost too much, did they explain as they are now doing with respect to the Canadian Northern railway, what was the cause of it? No, Sir, that report was intended for casting discredit on the former Administration, that is all.
The hon. Solicitor General, the mover of this resolution declares that the Canadian Northern railway cannot go on with their enterprise. By-the-way, I must congratulate the Postmaster General upon having so wisely chosen the present Solicitor General. If tbJat hon. gentleman does but very little work for his country he does a good deal for his party, either by preparing reports against the former Administration or by getting the House to swallow legislation which is not in the interest of the people, but in the interest of certain private individuals, and in this line does the Solicitor General excel.
Mr. Speaker, I am a farmer by trade. I do not claim that I can discuss this question with the hon. Solicitor General from the standpoint of all the craft which could be resorted to by a cunning lawyer, but I wish to discuss it with you for a few moments from a business standpoint, as it should be discussed.
In 1884, the directors of the Canadian Pacific railwiay wanted government help and what was the position taken by the Government of that time? The Government exacted from the directors that they should make themselves responsible for the full value and then the Government was the second endorser. And how could they do otherwise? Is it not a fiact that he who endorses notes right and left and does not look to the solvency of the makers, is, in most cases, called upon to pay those notes? This enterprise was started in 1896 by Mackenzie and Mann. What were these gentlemen in 1896? Not very ribh men, were they? Today, they are rich and they are presumed to be the wealthiest men in Canada. In what line of business did they make their fortune? They made it as contractors, in the construction of the Canadian Northern railway. Those funds have not been used for the
benefit of the Canadian Northern railway, but they were invested in private enterprises such as the Toronto Street railway, the electric railway which runs from Niagara Falls to Toronto, the Winnipeg Electric railway, coal mines, petroleum wells, timber limits in British Columbia. They own millions of acres of land everywhere in the country. I am told that these gentlemen possess a personal wealth in Canada, in the United States and in Mexico, of one hundred million dollars at least.
Such being the case, Sir, I wonder why this government does not exact from these gentlemen that they should become first indorsers, as was exacted by the government of Canada, in 1884, from the directors of the Canadian Pacific Railway, that is, while the government of Canada would) guarantee the balance if the personal property of these gentlemen were not sufficient to pay that balance. In 1884, the government would have been called upon to pay the balance only. In the present case, if the government demanded that the personal property of Mackenzie and Mann should be put in as a first class guarantee, I would not object, as far .as I am concerned, to this government being second endorser.
Here is the reason why I am opposed to this resolution. Last year, the Minister of Finance asked this House for $15,000,000 to complete the road and this was to be a final grant. This year we are asked three times as much, and the report now before us shows that it will take $100,000,000 more to complete this same road.
I believe, sir, that this main line, called a new transcontinental will never be operated at a profit for the following reasons: First, this line is not built in such a way as to facilitate the running of heavy trains loaded with wheat from the West, because the grades are too steep, and then, the road as it is built cannot compete to any advantage against the existing lines, that is, the Canadian Pacific Railway and Grand Trunk Pacific, moreover, Sir, I am satisfied that the object of Mackenzie and Mann is not to operate that railway system themselves, but to draw from it as much profit as possible, in their personal interest. I find the proof of this in the fact that the government does not demand these gentlemen's personal guarantee and I am sure that Mackenzie and Mann would have refused it if it had been demanded.
As I said a moment ago, Mackenzie and Mann own millions even in Mexico, as was asserted by the British Vice-Consul at Monterey, in an interview which he gave the reporter of the ' Ottawa Evening Journal'



PRIVATE BILL.


[Stage Direction]
Bill No. 199, for the relief of Florence Merritt.-Mr. Boys.

Rodolphe Lemieux: Mr. Speaker, I do not intend to detain the House more than is necessary in order to take a stand on the question which is at issue before the country; and I shall condense my remarks, I hope, within a very short space of time. Nothing can be added to the very able arguments which have been adduced pro and con on both sides of this House. SiT, this is the most important piece of legislation which has come up before us this session, and I daresay it is the most important piece of railway legislation which has come before this Parliament since the inception of the National Transcontinental railway in the year 1903. I must confess my regret that my friends on the Government side have thought it proper to bring in these resolutions in the dying days of this session. I say that though we on this side of the House may have been guilty of that same error of judgment, yet were we not told at the lakt federal election that this Government would be so superior to all others that the people would never hear of such weaknesses, of such sins and crimes as had been imputed to their predecessors? I say, Sir, that this Government has gone
against one of its most cherished pledges, namely that no important legislation would ever be brought in in the dying days of a session. I still remember the resonant tones of my friend the right hon. gentleman who leads the House (Mr. Borden) when he sat on this side, complaining bitterly of the attitude taken by the Liberal Administration because, forsooth, some legislation had been brought in on the eve of prorogation. He rose in his might, as representative of the people, in protest against such methods. I say, turning his argument against him to-day, that it is most unfair on the part of the Prime Minister and of my hon. friend the Solicitor General and all of those who have conceived this iniquitous measure, to come at this late hour and force it on us. The Liberal party take their orders from the people. They do not take their orders from corporate , interests; and their orders at the present moment are to oppose this hasty legislation. I will go so far as to say that even if these resolutions were justified in the least, it is too late now to deal intelligently with them and it is improper to seek to get the endorsement of the House of Commons, because it is not sufficiently informed to pass judgment on the matter. Let us for one moment compare the attitude of the right hon. gentleman when he was the leader of His Majesty's Opposition with his attitude now that he is the honoured Premier of the Dominion of Canada. You, Sir, remember how in 1897 the Laurier Administration introduced in this House a Bill by which a contract was to have been ratified with the same gentlemen who are before us to-day, Messrs. Mackenzie and Mann, for the construction of a railroad binding the settled portions of Canada with the new gold fields of the Yukon. The Liberal Government did not even give subsidies to that company; it only provided that, in order to get an all-Canadian road built for the gold diggers and for the traders and business men of Canada, alternative blocks of land in the far-away district known as the Yukon were given to Mackenzie and Mann, and I remember the condemnation, the very severe and striking condemnation, which my hon. friend passed on the Government of the day because, forsooth, it had dared to sign a contract with Messrs. Mackenzie and Mann under the circumstances to which I have just alluded. The measure was combated on the floor of this House, and you will permit me to say that I especially remember the speech you your-

any expected to be received. So far as I am aware, that is a correct statement of the facts.
Any one listening to the candid denial of the Minister of Finance would have thought that this session would not have seen the spectacle which it now enjoys. But the two gentlemen who came to us last year for the last time are again before us. No one who listened to that denial, no one who listened to the denial of the right hon. gentleman who leads the Government would ever have believed that those resolutions would be introduced.
What does this bargain mean? The country has already provided two-thirds of the capital which has gone into the construction of the Canadian Northern railway. The country now becomes a junior partner with Messrs. Mackenzie, Mann and Company. Forty million dollars in common stock will be allotted to Canada and sixty million dollars to Mackenzie and Mann, who, besides having control of the road, will have control and ownership of the stock. If the bargain should happen, to be profitable, they will reap all the profits, hut Canada being the junior partner assumes all the liabilities, past and future. If peradventure the enterprise should become insolvent, Canada will bear all the burden, and these two senior partners will not risk a dollar of their money in the venture. The people of Canada as a whole are opposed to this bargain on its very face, and when I speak of the people I refer not alone to those who profess the Liberal faith; but as well to all the independent citizens of this country. The Orangeville Sun, a paper very friendly to this Government and a dyed-in-the-wool Tory paper, recently contained a statement which summarizes the strong opposition there is in the farming community of Canada against this bargain. The Orangeville Sun said:
It would be high treason against the people for the Borden Government to give Mackenzie and Mann another cent.


Mr. MEIGHEN:: That paper supported
reciprocity.


Rodolphe Lemieux: So much the better, for it shows that the paper is a friend of the farmers. The hon. gentleman will not deny that it is a Conservative newspaper.


Arthur Meighen: It is anything but that.


Rodolphe Lemieux: My hon. friend seems
to be sure of that and I will look for the next issue of the Orangeville Sun to see what it thinks of the Solicitor General. The

present Government, I am sorry to say, always stands for the interests. In spite
of the large delegations which came from the farming constituencies of Ontario and the West before this session, demanding free wheat, the Government has persistently refused to give the American market to the Canadian wheat growers. This Government has refused and still refuses to reduce the taxation on food, when there are thousands of hungry unemployed in the large industrial centres of the country, This Government has refused, in the interests of the powerful manufacturing corporations which control that industry, to reduce the duties on agricultural implements. The friends of the Government are the interests and the big corporations, by whom they faithfully stand'. This legislation is all the more opposed by the farmers of Canada in that it has been conceived in secrecy. Until I am better informed as to the approximate date when this railway can be completed, and as to the nature of the securities which are offered by the Canadian Northern Railway Company, and until I know all the intricate details of this bargain, I will let the Government stand for the corporate interests, and I, as a Liberal with my fellow-Liberals, will stand for the interests of the people of Canada.
The Government comes at this late hour, with this huge expenditure of $45,000,000, when there are bread riots in the city of Montreal every morning. When the Government should put the brakes on the Canadian Northern railway its orders are to go full steam ahead. Sir, I am unprejudiced. The Postmaster General knows that of all the provinces of the Dominion the least involved in this bargain is my native province; the province of Quebec has been conservative in its dealings with the promoters of the Canadian Northern railway.
I iam unprejudiced, therefore, when I say that the people are opposed to this hazardous venture, or, to use the words of Disraeli: to taking this extraordinary leap in the dark. I am not against a third transcontinental railway; I am a believer in the great potentialities of 'Canada; I am an optimist, but, Sir, we must look at the facts as they are and not as they should be. After years of unbounded prosperity, thanks	to the Liberal	regime offifteen	years,	we are	now	face
to face with lean years, with years of falling revenue, of large borrowings, of increased current expenditure, of extravagant militia

expenditure, of increased net debt. Under these circumstances I am opposed to going full steam ahead with such an undertaking. Can any one say when the Canadian Northern Railway Company will earn enough interest on this huge undertaking to meet its obligations? It certainly cannot within a great many years, and possibly not before a generation has passed. The Government in tying the people of Canada to the Canadian Northern railway, for an alleged allotment of forty million dollars of common stock, bargains that the country will be obliged to meet the interest not only on the bonds guaranteed by the various legislatures, but on the unguaranteed bonds as well. Canada is a junior partner in the enterprise, although Canada has unlimited credit and, I was going to say, unfathomable cash. Yet, if 'anything happens and the worst may happen -Canada will be called upon, although the junior partner, to save the firm land prevent national discredit abroad.
We have learned enough from even hon. gentlemen opposite, and especially from two of the most prominent members of the Conservative party, the hon. member for Kingston (Mr. Nickle), and the hon. member for Calgary (Mr. Bennett); and if all those on the other side of the House, who are conscientious, -would speak their minds openly, there would be many Bennetts and many Nickles to be heard from. We are, if we believe the language of these gentlemen to become partners, I am sorry to say, with a bankrupt concern; but at the same time, whilst Mackenzie and Mann, Limited, may not be worth much money at the present time, it is admitted that individually they are millionaires, and my hon. friend from Calgary stated the other day-and his statement has remained unchallenged-that the wealthiest Canadian to-day is Sir William Mackenzie. Sir, the situation is not new when a wealthy man involved in a great undertaking has to come before Parliament to ask for some further assistance. Site, we remember what happened in 1884. I believe, Mr. Speaker, you were a member of the House at that time. I think my hon. friend the genial Minister of Trade and Commerce (Mr. Foster) was also a member of the House in those days. But lest you, Sir, and my hon. friend the Minister of Trade and Commerce should have forgotten what took place when the Canadian Pacific Railway Company found itself in straightened circumstances, let me recall just a few lines from the recollections of Sir Charles
Tupper. Speaking of the vicissitudes of the Canadian Pacific railway, he says:
The year 1884 was a critical one in the history of the company. Committed to enormous expenditure during the preceding- three years owing to the magnitude of the work, its directors had got to the end of their tether. They could not raise any more money in London, where the Grant Trunk Railway Company then exerted a considerable influence. The same fate met them in New York, owing, it is alleged, to the hostile attitude of the Northern Pacific railway, and Mr. J. J. Hill, then engaged in financing and building the Great Northern railway.
I had gone to Birmingham to propose a vote of thinks for an address on Canada to be delivered by the Marquis of Lome, a former Governor General. Lord Norton, the Undersecretary of State for the colonies when federation was carried, presided, and it had been arranged that I was to spend a holiday with him at his country seat at Hams. During the course of the lecture I received a cable from Mr. Pope, acting Minister of Railways, informing me that the Canadian Pacific railway was in financial difficulties, and urging me to return home at once. At that time I was acting High Commissioner, but still held the portfolio of Railways and Canals.
I crossed by the first steamer, and on reaching Ottawa found everybody in despair. My first act was to send for Mr. Miall, an expert accountant in the Government service, and Mr. Collingwood Schreiber, Government chief engineer, and instructed them to proced to Montreal to examine the books of the railway company. As soon as they had reported I recommended that Parliament be asked to authorize the Government to advance the Canadian Pacific railway $30,000,000 for four years at 4 per cent per annum, on the condition that the company agreed to finish the road five years sooner than the contract called for-namely, by 1886 instead of 1891. In Parliament I advocated the granting of the loan on that ground.
He goes on:
The settlement was effected when the Hon. A. W. McLelan was at the head of the Finance Department. It included the surrender to the Government, in part payment, of lands to the value of seven and a half million dollars, valued at one and a half dollars an acre, which I strongly advised. In this instance, as well as in many others, all the great constructive measures tending to the upbuilding of Canada were carried by the Conservative party at the point of the bayonet.
Sir Charles Tupper has often said what these vicissitudes were, what troubles were met, what breakers there were ahead. We know that what induced -Sir John A. Macdonald to help the promoters of the Canadian Pacific Railway 'Company was the proud fact that Donald Smith, 'Stephen, MacIntyre, and their .associates had staked their last dollar to the benefit of that enterprise. It is the unwritten history; but you, Sir, and the hon. Minister of Trade and Commerce know that whemi, one certain evening, Donald Smith, Stephen and MacIntyre came out

from the office of iSir John A. Macdonald, where my right Sion, friend the Prime Minister now is, with the sad intelligence that the Canadian Government would not give them the further assistance they had (been asking, they returned1 to the Russell hotel as ruined men, who on the next day would have to face bankruptcy. It is to the credit of the late Sir Frank Smith, then a minister without portfolio in the Macdonald Government, and to the late John Henry Pope, then Minister of Agriculture, that a new meeting of council was convened late in the evening, when at 'last the Government yielded and agreed to give to the Canadian Pacific railway promoters the necessary aid for the completion of the railway. But if the people in 1884 supported the loan policy of the Government, it was because the promoters of the Canadian Pacific Railway Company had heroically staked their last dollar in that enterprise.
What are the facts in the present instance? The promoters of the Canadian Northern railway are said to be millionaires. We have the statement made by my hon. friend the member for Calgary, and it is common knowledge in the province of Ontario and in the other provinces of the Dominion that they are exceedingly wealthy. It is true that one of their officials, Mr. Mitchell, states that they have made no profits. It is true that some of the accountants in the Government service, Messrs. Bell, Shannon and Saunders, have investigated and made a report accordingly; but the country will not be satisfied to hear that clerks and officials believe that Mackenzie and Mann, Limited, have made no profits out of the three hundred million dollars, in round figures, which this country has contributed towards the construction of that transcontinental line.
I say, Mr. Speaker, that besides Mackenzie and Mann, Limited, there are Messrs. Mackenzie and Mann, and they, as individuals, should have been called upon to give their personal affidavits and state whether or not they had the wealth behind them which they aTe supposed to have. It was stated this afternoon that they had invested enormous sums in Mexico and in Brazil. It is known that they have vast interests in traction systems in Toronto, in Winnipeg and in Vancouver; and I, as a Montrealer, know what is of common knowledge in Montreal. In this blue-book, which my good friend the Solicitor General has laid on the table,
[Mr. I .emleu x. j
mention is made of the Mount Royal tunnel. But is mention made of the investments in the townsite known as the Model City right at the entrance to Mount Royal tunnel? I am told that when this construction of the Mount Royal tunnel was decided upon, Messrs. Mackenzie and Mann began by securing several thousands of acres of land, most valuable land, near the entrance of the tunnel. I am told further that they went to New York and interested the famous firm of Lazare and the no less famous firm of Pierpont Morgan. These firms and Mackenzie and Mann were given a proportionate interest in the townsite, and then Pierpont Morgan and Lazare financed the bonds of the Mount Royal tunnel, Then, when the sale of the townsite known as Model City is completed-and I know whereof I speak-Mackenzie and Mann and the firm of Lazare and the firm of Morgan will pocket a profit of something like $20,000,000. And those who are familiar with the land values around Mount Royal know that I am not exaggerating. Now is that true or is it not? That is the rumour; I only voice what is current public opinion in Montreal.


Frank Broadstreet Carvell: Did that go into the
road?


Rodolphe Lemieux: No, I put that question the other day to my hon, friend from St. Antoine (Mr. Ames). I quote from the ' Hansard' report of that hon. gentleman's speech:
And the $10,000,000 of capital stock, and $10,000,000 of debenture stock which Messrs. Mackenzie and Mann Company, Limited, have as their share in this townsite property are placed in escrow for us and come into the list of securities which are given as pledges for the purposes of this undertaking.
Mr. Lemieux:	Will the securities in townsites include the townsite near Montreal?
Mr. Ames:	No, these are townsites throughout the Northwest.
These are barren acres in the far West which go as security for this transaction; but the golden acres of land around Mount Royal, where streets are laid, where squares are already 9 p.m. planned, where sites are sold at enormous figures, are not mentioned in the list of securities under the present contract. I say that investigation would show exactly ihow individually Messrs. Mackenzie and Mann stand financially, and what share of their personal security could be obtained to back the guarantees which the Government is giving them.
Now, let us for one moment consider what

this country, this benevolent country, has been doing for Mackenzie and Mann. Up to the 30th of June, 1913, the Canadian Northern Railway system, or Mackenzie and Mann, had received from the people of Canada cash subsidies totalling $41,977,741, as follows:
Dominion subsidies	$32,048,244
Quebec subsidies	 3,562,946
Nova Scotia subsidies	 3,899,605
Manitoba subsidies	 641,575
Ontario subsidies	 1,825,371
Total	$41,977,741
Up to the same date, Mackenzie and Mann had been given, by the Dominion and several of the provinces, bond guarantees amounting to $135,715,833. These guarantees are as follows:
Dominion guarantees	$60,446,625
Nova Scotia guarantees	 5,022,000
Ontario guarantees	 7,860,000
Manitoba guarantees	 24,408,446
Saskatchewan guarantees	 8,258,966
Alberta guarantees	 8,719,796
British Columbia guarantees .. ..	21,000,000
Total	$135,715,833
During the last session of the British Columbia Legislature, however, a further guarantee of some $12,000,000 was given Messrs. Mackenzie and Mann by the McBride Government. The land grants made to Messrs. Mackenzie and Mann have been as follows:
Acres.
By the Dominion	 4,102,848
By Ontario	 2,000,000
Total	 6,102,848
It is not possible to set down the precise value of this amount of land; it has increased in value, and will go on increasing from year to year. But a reference to the Canadian Northern Railway report for the yyear 1910 will show that the company estimate that 1,151,017 acres of land granted to it were worth ' not less than $14,000,000.' So, it is not unreasonable to set an average value of at least $10 an acre on the lands so granted. On this valuation, the total land grant would mean that $60,000,000 will have to be added to the cash and guarantee. Adding this $60,000,000, you reach the huge figure of almost $300,000,000 in guarantees, in cash and in land values given to these two gentlemen. Now, granting that Messrs. Mackenzie and Mann have pluck, energy, grit and courage, which I do not deny, because I admire the valour and spirit of enterprise of these 252
two Canadians-granting all that, we must face the situation as it is. Three hundred millions of dollars have been handed over to two Canadians who have the ambition to link the Pacific with the Atlantic; and we are now asked to give them $45,000,000 more by way of guarantee, when only last year this Government gave them a clear gift of $15,000,000. With my friend from Calgary (Mr. Bennett) and my friend the member for Kingston (Mr. Nickle), who spoke with their lips unsealed and stood before us with their hands unfettered, I ask that this Government, before guaranteeing any $45,000,000 to two gentlemen who have already received $300,000,000, should investigate the circumstances of the construction of the Canadian Northern railway. We should investigate the whole situation, first as regards the estimate of the cost of the completion of the road; second, as to the securities offered by the Canadian Northern railway, and third, as to the further personal individual securities which Messrs. Mackenzie and Mann could offer. When that investigation has taken place, if it should be deemed necessary, we might loan to Messrs. Mackenzie and Mann the amount of money required to complete the road, but we should first get proper securities. If we must go into partnership with them, after a thorough investigation has been made, the least we should do is to give this Dominion the dominant place in that partnership. Canada, first of all, should not go into partnership with individuals, into a private concern, 'but, if Canada must go into partnership with a private concern, the least we should do for the sake of our country, for its honour and credit, is to make of her the dominant party in that enterprise. Sir, this policy means the completion of a third transcontinental railway, and I say that the Government has no mandate to commit the country to the immediate completion of that third transcontinental railway. What are the circumstances? We all know that a census took place in 1911. A committee of this House is presently engaged in the process of redistributing the constituencies of Canada. In a few days we shall have added .quite a number of new constituencies to the electoral map of Canada. I say that, pending this Redistribution Bill, the Government cannot consistently commit the new electorate to that huge guarantee. The new constituencies have a right to he heard from



in reference to the new 'venture' of the Government. We cannot and we must not saddle the new electorate with this guarantee of $45,000,000 without the consent of that new electorate.
For these reasons I intend to vote for the amendment moved by my friend the hon. member for Pictou (Mr. Macdonald).


Mr. EDWARDS:: Would the hon. gentleman argue that- action should be deferred until after the next election?


Rodolphe Lemieux: Yes, and the people would then condemn the action of the Government.


Mr. W. A. CHARLTON (Norfolk):: the only man, as if he were the judge and jury and it were left entirely to him not to refrain from voting because he may think it will carry any way or because he may think it will be lost any way. He should vote for just what he should like to have done with a feeling that he is acting as judge and jury. I intend to vote against the amendment and in favour of the resolution. We are not deciding this matter entirely to-night. The Prime Minister moved that this resolution be considered in Committee of the Whole House. The amendment moved by my hon. friend from Pictou would throw it out altogether. I am in favour of having these resolutions go to the committee so that we may take up the resolutions and the proposed agreement clause by clause, and if there is anything wrong, anything that can be remedied or bettered, I am sure that every hon. member of this House, no matter which side he is on, will be anxious to right the wrong and the committee is the place to do it.
If we do not do this now, we increase the distress of these 21,500 employees of this company, and between 30,000 and 50,000 people who are dependent upon them, and we disgrace this nation. If we go through with this promptly and efficiently, I think it will go a long way towards steadying the universal unrest in financial matters, and it will place not only the honour but the credit of the Dominion of Canada upon a rock in every financial centre in the world.


Mr. D. B. NEELY (Humboldt):: Mr. Speaker, I shall not devote any time to answering the speech which has just been made by the hon. member for Norfolk (Mr. Charlton), except to say that the members of His Majesty's loyal Opposition pride themselves on this one thing, that within the ranks of the Liberal party independence of thought is not considered heresy when that thought differs from the opinion of the *majority of the party to which we belong. I ain sure I am speaking for every member of the Opposition when I say that no gentleman on this side of the House will be put up or will stand up during the course of this debate and try to read out of the ranks of the Liberal party, because of his difference from us on this question, our very much esteemed friend from Norfolk.
Listening to this discussion for the last few days, there are certain grounds of common agreement between the members of this House, I presume, on both sides. One could not but be struck by the unanimity of opinion on one important feature

of this question, namely, Canada's duty at the moment in reference to this national undertaking. In so far as my position is concerned, I want to say that any criticism or unfavourable expression of opinion I may offer in reference to the resolution that the House is considering is not attributable to any failure to appreciate the duty of Canada to come to the aid of this great undertaking if this undertaking requires that aid and if we propose to give it in the proper way. I am sure that we all recognize the necessity of a third transcontinental railway. The time has passed for the .members of this House to give that question any extended consideration. Canada is already committed, by the Acts of previous Parliaments, to the building of a third transcontinental railway, namely, the Canadian Northern. I must disagree with some expressions of opinion by certain hon. gentlemen opposite as to this proposition and as to the necessity for a third system.
I cannot conceive that the Canadian Northern Railway system could ever have been a great system as compared with the Canadian Pacific or the Grand Trunk Pacific if its operations had been bottled up in the three western prairie provinces. There is this to be said for the eastern line of this railway, that it travels through a country that, in my judgment, no member of this House has demonstrated will be devoid of traffic producing results. I noticed in the newspapers recently a statement to the effect that on the Transcontinental railway west of Quebec and east of Cochrane already a great colonizing move-' ment has developed. By the political opponents of the National Transcontinental railway we were led to believe that that line would pass through a great wilderness that would never amount to anything in the way of producing traffic. Within the past two months that idea has been dispelled and I would look upon the eastern section of the Canadian Northern which travels through the great clay belt of northern Ontario as being a part of the railway that in time will be a profit producing undertaking.
In my judgment this question ought to be considered by this House as a straight business proposition. Personally, it -would be absolutely impossible for me to express an unfriendly sentiment against the Canadian Northern Railway system, because I come from a part of the country that owes its being almost to the development of the Canadian Northern Railway system, its main line and

branches. The history of the Canadian Northern railway in western Canada is a history that spells very largely the history of the development of northern Manitoba, northern Alberta and northern Saskatchewan, and while it is true that in the northern parts of my own province we have to-day the Grand Trunk Pacific and certain lines of the Canadian Pacific railway, it is a well-known fact that the enterprise of Messrs. Mackenzie and Mann and the development of that enterprise in the building of the Canadian Northern and its tributary branches, is responsible for the branch line policy Of the Canadian Pacific railway itself. Everybody knows that for years the Canadian Pacific railway in western Canada played a dog in the manger policy and attempted to make the people coming into western Canada subject to the main line of that railroad, and refused to send branches out into the northern part of these three prairie provinces. But in 1903, with the advent of the extension of the Canadian Northern system westward, we found that the Canadian Pacific railway wakened up. They came to the conclusion that if this new railroad system was going to open up that country they had better get busy and send a few feeders in that direction too. So that, as a result of the development of the Canadian Northern Railway system in the prairie provinces, we have had the development of the other great transcontinental systems. In any criticism of the proposals that are before us at the present time, in view of the history of western Canada and of its development, and especially the developments of the northern part of the three prairie provinces, I am bound to say that for my part I can only have admiration far the enterprise of the men who when others refused to build railroads into that section of the country came forward-it is true with Government help-to supply it with railroads. They had the vision to see the possibilities of these districts that were not served by railroads, and, by Government aid if you will, they extended lines through that great productive area.
When the Canadian Northern main line was extended westward to the provinces of Saskatchewan and Alberta, the people began to come into these provinces in large numbers. They did not stay along the main line but they spread out in various districts throughout the north. It then became immediately necessary far somebody to build branch lines, feeders to the main line of the Canadian Northern, and after
the formation of the province of Saskatchewan and Alberta the Governments of these two provinces found themselves confronted with this very serious condition; that we had the main line of the Canadian Northern running through the northern portions of these provinces, and away beyond that main line, forty miles, fifty miles, sixty miles, even a hundred miles, there were settled numbers of people who required service from branch lines. In 1908 the representatives of the Saskatchewan Government came to the Government of Canada and asked for assistance towards the building of a number of branch lines ini that province. The Government of the day said to the representatives of the .Saskatchewan Government: you have set up housekeeping for yourselves; up to the present time the federal Government has given aid to the main line and to some branches, but we have gone far enough in giving aid to these branch lines in these new provinces which now have their own governments by virtue of their organization into provinces. The provinces of Alberta and Saskatchewan were confronted with the problem that they had to do something in order to serve the needs of the people by the building of branch lines that would be feeders to the main line of the Canadian Northern railway. The result was that for three or four years, from 1908 to 1912, the province of Saskatchewan undertook to meet the needs of the people by guaranteeing the bonds of branch lines that were authorized by Acts of this Parliament. That is to say, they guaranteed the bonds of lines that were to be constructed under Dominion charters. But in 1912 the Saskatchewan Government went a step further and they incorporated the Canadian Northern Saskatchewan Railroad Company, and in the session of 1912 the legislature of Saskatchewan not only authorized the building of several hundred miles of branch lines in the province, under this Act, hut they actually guaranteed the bonds of 255 miles of these branch lines. It has been pointed out in this House already that under that company's charter up to the present time, from 1912 to 1914, the Canadian Northern have actually only commenced construction on thirty miles out of a total of 255, miles, the bonds of which were guaranteed in the session of 1912. Therefore, for t'he last two years there has been very little development on the part of the Canadian Northern railway in the prairie provinces; I speak particularly for the province of Saskatchewan. What I want

to point out to the people of my own province who are anxious to see the branch lines of the Canadian Northern system in that province extended to the various districts that require these facilities, is that one very serious fault that I find with the proposals now before the House is that in my judgment there is absolutely no provision made for the extension of these branch lines. Further than that, in the consideration of these resolutions, I find that not only is there no provision for the building of these branch lines, so much required by the people of the West, but that by this proposal the Dominion Government purports to take away from the people of Saskatchewan and from the people of my province the rights which they took unto themselves by the incorporation of the Canadian Northern Saskatchewan Railway Company, and by the guaranteeing of 255 miles of their branch lines. If I read these resolutions aright this Canadian Northern Saskatchewan Company is declared to be, with a number of other constituent companies, a work for the general advantage of Canada, and here is the position that that places my province in.
We have, as I said, in one session of our legislature, guaranteed bonds for 255 miles to the extent of $15,000 a mile. By our agreement with the Canadian Northern railway, the Government of the province of Saskatchewan is given the right of decision as to the location of those lines and of the stations, the right of decision as to the standard of the road and the standard of equipment; and also, by virtue of the Saskatchewan Railway Act, the Government have the control of their own rates. Now we have this legislation proposed by the Prime Minister, in which he declares that the Canadian Northern Saskatchewan Railway Company is to be hereafter a work for the genera] advantage of Canada. When we have about thirty miles out of that 255 miles constructed, this Government comes along and says, ipso fac-to: All these 255 miles of proposed lines will hereafter be adjudged works for the general advantage of Canada. What does that mean, so far as the people of my province are concerned? It means that, with regard to every mile of the unfinished, the untouched part of the Canadian Northern Saskatchewan system, instead of the provincial Government having the right to decide as to location of lines and stations, and so on, this Government have that right of decision. In other words, the

Government of the province of Saskatchewan guarantee the bonds, pay the piper, take the responsibility of guaranteeing $15,000 a mile for every mile of that railroad, and yet the Minister of Railways o' the Dominion of Canada shall determine where those roads are to be built. In my judgment, this constitutes an absolute and flagrant breach of provincial rights, and should not be tolerated by this Parliament, especially by members of this Government, who have always, as I have understood it, posed before the people of this country as the champions of provincial rights throughout the length and breadth of Canada.
Where is this going to stop is the question that we in the western provinces are asking. In the province of Saskatchewan we have incorporated a company, authorized hundreds of miles of lines to be constructed and guaranteed some hundreds of miles. That company will be no longer under the jurisdiction of the Minister of Railways of the Government of Saskatchewan. We may, at the next session of the Saskatchewan Legislature organize a new company and give it authority to build some more hundreds of miles. We may guarantee the bonds of that line. Yet, according to the precedent that this Government is establishing in this legislation, no sooner has that company been organized and its bonds guaranteed, than this Government and this Parliament can declare that, the works of that company are works for the general advantage of Canada, and so the province of Saskatchewan will again find itself face to face with the situation where it must pay the piper, where it must guarantee the notes of the railway company that wants to build a line in our province, and yet receive absolutely no quid pro quo for the expenditure that it so makes. In my judgment, it is one of the very serious objections that we in the West must find against this arrangement as proposed in the resolutions now before the House.
I have said that this legislation, m my judgment, offers no encouragement to the people of the prairie provinces who want to see money expended in the building and betterment of branch lines in our provinces. Not a dollar, so far as I can figure out from the terms of the resolution, is to be devoted to that purpose. We know perfectly well who will have to pay. We are going to put $45,000,000 more into the Canadian Northern railway towards com-

pleting the western	end	throughthe province of British Columbia. Yet the people on	the	prairies
must sit and watch this operation, see these proposals go through this Parliament when, so far as they are concerned, there is absolutely no evidence that one dollar of this $45,000,000 will be spent for the development and betterment of a branch line policy in the prairie provinces.
The charge has very often been laid at the door of our provincial governments in the West that they are too extravagant in the building of branch lines; that they are guaranteeing too many bonds and going too deeply into this policy. When we are faced by this situation that the Dominion Government promotes the building of great main lines of railways throughout our provinces; when, as a result of that policy, the people come from all quarters of the globe to settle up our prairies; when they get here and settle miles and miles away from our main lines of railway, will any one tell me what the governments of those provinces can do except to continue the policy that they have already inaugurated, namely, the guaranteeing of bonds for branch lines in those provinces? So far as the province from which I come is concerned, while it is true that we have guaranteed the bonds of several hundred miles of branch lin'es in that province, our policy has fallen far short of the necessities of the situation, if these people are to have reasonable transportation facilities in that part of the country.
I know there is a sentiment in the prairie provinces in favour of the Government of Canada doing something to assist the Canadian Northern railway. We, in my part of the country at least, do not want to see this great enterprise fall to the ground. Our interests, our necessities, our future, are tied up more or less with the development of this great system, especially as regards its branch lines throughout our provinces. But the people of western Canada, I am afraid, are doomed to very serious disappointment when they discover that, out of this $45,000,000 that is to go into the completion of the outlets of the Canadian Northern main line, they are not to get a single dollar for the benefit of branch lines.
If I have one fault to find with this Canadian Northern railway system, it is that in the matter of railroad construction they have attempted in many cases more than they can finish. In my own constituency there are two or three branch
lines on which a certain amount of work has been done-it was done years ago. In one case the bonds were guaranteed by the federal Government many years ago.
I refer to the Thunder Hill extension, which goes through the north end of my constituency. Two or three years ago the people had the assurance from the Canadian Northern railway that the line would be completed, that is so far as the bond guarantee extended. I regret to say that since that time, so far as I know, not a bit of work has been done. And there are people to-day in the northern part of my constituency who have to haul the products of their farms thirty-five and forty miles to market as a result of the failure of the Canadian Northern railway to complete the lines whose bonds were guaranteed by the Dominion Government years ago.
But these resolutions have other faults, in my judgment, besides these, and very serious faults. Some criticism has been offered by certain gentlemen as to the character of the road built by the Canadian Northern railway. I think that possibly the strongest ground of objection on the part of the great majority of people to giving further aid to the Canadian Northern railway is the suspicion that much of the money that should have gone into the development of the road, into making the road a first-class road, has been diverted from its proper object and has been used for the private gain of the promoters of the system. I do not wish to discuss that feature of the case further than to say this, that in the building of the Canadian Northern railway there has always been one seriously objectionable feature, and that is that they have let contracts for construction work without calling for tenders. In this they have been unlike other railways in this country, and we cannot but justify to some extent the suspicion of the people that business carried on in that matter has some object of private or personal gain.
Now, I listened to and appreciated the remarks of my hon. friend from Norfolk (Mr. Charlton) with reference to the statement presented to this House on this very point of diversion of the moneys obtained from the sale of securities to other enterprises, and I appreciate the loyalty of my hon. friend from Norfolk to one who, I believe, is a personal friend. Mr. Mitchell, the comp-

troller of the Canadian Northern railway the hon. member for Norfolk tells us, is the man best qualified to know whether the statements presented to this Parliament are true or not. Also we have the affidavit of Mr. Mitchell to the effect that the moneys obtained from the sale of securities who was tlhe comptroller for (the Can adieu Northern Railway enterprises for the personal benefit of Mackenzie and Mann. I would like to ask the hon. member for Norfolk if this is not the same Mr. Mitchell who was the comptroller for the Canadian Northern railway last year. And we had the statement presented last year that a subsidy of $15,000,000 would be sufficient to complete this road. Where did these figures come from? Mr. Mitchell was comptroller of the Canadian Northern railway then, I understand, and the statement was presented to the House that $15,000,000 would complete the road. Yet we have the statement from the same quarter this year that we must give them a further $45,000,000 to complete the road. I do not know what to do. Shall I take the statement of Mr. Mitchell of last year, or shall I take the statement this year? It seems to me the conclusion of the whole matter is that this Parliament has not had the right information on this question and that this Parliament is entitled to more thorough and complete information as to the financial interests of the Canadian Northern Railway system than have been presented either by Mr. Mitchell or by any member of this Government.


Arthur Meighen: It is scarcely worth
while intervening, perhaps, but I think the hon. gentleman should not make a statement concerning an outside party unless he has the evidence. I know of no statement presented by Mr. Mitchell last year. Would the hon. gentleman be good enough to present the statement he is talking about?


David Bradley Neely: I did not say Mr. Mitchell had made a statement last year. I said Mr. Mitchell was the comptroller of the Canadian Northern railway last year, just as he is this year, and if Mackenzie and Miann made the statement to this Government last year that $15,000,000 would enable them to finish the road, where did they get it ?
10 p.m. Mr. MEIGHEN: If the hon.
gentleman says he did not say that Mr. Mitchell made the statement, I am satisfied. But I would like him to look 
up the ' Hansard ' report to-morrow as to what he did say.


David Bradley Neely: I will take care of my own ' Hansard ' if the hon. gentleman will take care of his in this debate,-he will have his hands full with the various positions he has taken on this question in this House. I say Mr. Mitchell gave us a statement this year as to the disposition of the money from the sale of the security. Mr. Mitchell was comptroller of the Canadian Northern railway last year when the statement was prepared in the offices of that company- presumably, I say, by the same Mr. Mitchell-and presented to this Government, and by the Finance Minister presented to this House, that $15,000,000 would complete this system. I say, in view of the fact that we had one statement last year and another this year from the same official, presumably, prepared by the same officials-


Mr. WILCOX:: Would my hon. friend read that statement ?


David Bradley Neely: on the part of this railroad in the prairie , provinces. The great burden that rests today on the shoulders of the Canadian Northern railway, as everybody knows, is the completion of the British Columbia section, undertaKen to secure a western outlet at a time when Messrs. Mackenzie and Mann, or the Canadian Northern Railway promoters, thought they saw good business ahead of them.
The result of that has been from the time that work was commenced in the province of British Columbia-as a result not of a Dominion, but of a provincial guarantee-* the energies and finances of the Canadian Northern road have had to be thrown into the construction of that part of the system absolutely to the detriment of the lines operating or proposed to be operated in the prairie provinces. Let me say to my hon. friends opposite that the late Administration is not responsible for the promotion of that very expensive piece of road, which, in the minds of many people even in the wast is not considered necessary to the completion of the Canadian Northern system. That section of the road was promoted by an agreement with the province of British Columbia, which guaranteed the bonds to the extent of $35,000 a mile. The late Administration, so far as. I know, never put a dollar into the construction of that road because they did not appreciate that it was a necessary part of the Canadian Northern system. But what did this Government do when they came into office? They supplemented the bond guarantee of th^British Columbia government by a cash subsidy of $12,000 a mile, and that is not enough to complete the line. This is the situation today : the Canadian Northern are coming to this Parliament for help because they cannot grapple with the problem of the completion of the British Columbia section of their system; but neither my right hon. leader nor the late Government are responsible for that. Any legacy that has been left to the Canadian people in connection with this system is the result of the action of the British Columbia government in promoting the building of that section of the line, and of this Government who propose to take very insecure-if I might use the word1-security for the present advance of $45,000,000.
I want to say, in conclusion, that in voting for the amendment proposed by the hon. member for Pictou (Mr. Macdonald)
I dio so with a certain amount of reluctance.


Some hon. MEMBERS:: Oh, oh.


David Bradley Neely: There is nothing to congratulate my hon. friends about in that. I vote with reluctance because of this fact: many of the people whom I represent in this House are of the opinion that giving assistance to the Canadian Northern railway means the development of a branch line policy through the prairie provinces. I have read the resolutions and have listened to the explanations of the hon. gentlemen who are supposed to understand them,-and wonderful is the man that does understand them, for they remind me of David's description of man as being ' fearfully and wonderfully made;' but I fail to find anything in the resolutions which would warrant me in carrying any message of hope to the people I represent. I had hoped, before the resolutions were brought down, that this proposal would mean something towards the development of a branch line policy for western Canada and the betterment of the branch lines already in existence; but I find that they mean more money for the British Columbia section, and more money for the Canadian Northern Ontario section, but not a single dollar so far as I can see, for the development of branch lines in western Canada. It seems to do the right hon. the Prime Minister and his followers a lot of good if they can get the sanction of the Liberal Prime Ministers of the various provinces of Canada to any proposal they bring before this House. It seems to strengthen them, and I do not suppose that the Prime Minister would have brought down these proposals if it had not been for the letters of Premier Murray, Premier Sifton, and acting Premier Calder, of Saskatchewan. I know perfectly well that our Conservative friends opposite will attempt to make a great deal of capital out of these letters and telegrams, sent by the various Liberal premiers in support of the contention that it was absolutely necessary for this Government to furnish aid to the Canadian Northern railway. I will take these letters one by one, and I defy any man in this House to find one line in any of them that takes any other position than that taken by my honoured leader in this House, namely, that if this House is seized of the fact that the Canadian Northern railway must have the assistance of this Government to complete its transcontinental system, that assistance should be given. There is not a word of appeal to this Government in any of these letters to aid the Canadian Northern railway, because those

particular provinces are not able to help it themselves. We have a policy of our own in Saskatchewan, and they have a similar policy in Alberta; we guarantee the bonds, the bonds are sold, and the branch lines are built. Take, first of all, the letter of Premier Murray, of which I will just read the last sentence, as it contains the point to which I refer:
Government feels that any reasonable assistance consistent with public interests that can be afforded by the Dominion to the Canadian Northern would be a policy which would be acceptable to our people as it would enhance provincial credit.
Premier Murray does not say anything about these resolutions, nor does he ask this Government to aid the Canadian Northern so that they may build branch lines in his province.


William John Macdonald: What is the date?


David Bradley Neely: March 14.


William John Macdonald: He had not seen the resolution then?


David Bradley Neely: Of course not. The dates of these communications would seem to indicate that the Government were in a desperate hurry to get the opinions of the Liberal premiers of those provinces before they brought down these resolutions. On March 3 the Minister of Finance had heard nothing about these resolutions, at least officially, but on the 14th March the Government gets a letter from Premier Murray, and on the 17th April Mr. J. A. Calder, acting Premier of Saskatchewan and Minister of Railways for that province, writes to Mr. Borden a letter which has already been put on ' Hansard ' by the Prime Minister. I just" wish to quote a sentence or two of that letter to emphasize the point I am making. Mr. Calder said:
As I understand the situation, the company in question has made application to your Government for further Dominion aid, chiefly if not solely on the ground that such aid is required to enable it to complete and put into operation its main line through British Columbia and east of Port Arthur, thereby providing the necessary outlets for the network of branch lines which the company has constructed throughout the prairie regions.
Mr. Calder states plainly in that letter that he understands that this aid is required chiefly if not solely to enable them to complete their main line through the province of British Columbia and east of Port Arthur, and not for the branch lines in Saskatchewan. Mr. Calder did not ask this Government for help in his own province, and I think that he probably would have been very well satisfied if he had been left alone in the pursuit of his own policy. But these resolutions will take away from the Government of Saskatchewan, as well as the governments of those other western provinces, the rights that they already enjoy under their, own legislation.
Regarding the necessity which may exist for the assistance applied for I have no opinion to offer as I have no knowledge of the facts.
No doubt, Mr. Speaker, Mr. Calder is very much in the same situation, as far as any information we have been able to get from the Government is concerned, as every hon. gentleman on this side of the House. Mr. Calder does not lay down any position as to the necessity for this aid. He goes further and says that he understands the aid is required for the completion of the line through British Columbia and east of Port Arthur. Surely the Government do not propose to quote these Liberal provincial premiers in support of their contention that they are bringing down a measure for the aid of this system in harmony with the view's and position taken by the premiers. If they have taken any comfort from these communications, I am sure it is because they have given them a very superficial consideration, but if they look into these letters a little more carefully they will find no justification in them for the proposals that are before Parliament.
I said a moment ago that in supporting the amendment of my hon. friend from Pictou I do it reluctantly, because I think that aid to the Canadian Northern is necessary. I stand where my leader stands, and where, practically, I presume, every member of this House stands. 1 lay it at the door of this Government to assist, as they are convinced of the necessity for this aid. They have, as they tel] us, information that leads them to believe that this amount of money is necessary to complete this system, but they have not given to this House full and complete information to enable it to unanimously pass a measure for the assistance to this railway. 1 lay it at the door of this Government that, having decided to give aid to the Canadian Northern, they have attached such conditions to this aid, that I find it absolutely impossible to give my support to the resolutions that are before the House. I have to say that I protest against this arrangement. I protest
400b

against it because it interferes with the rights of the western provinces; I protest against it because it promises no aid for the construction and betterment of branch lines throughout the prairie provinces, and I protest against it lastly because I object to a partnership in which Canada must play the humiliating part of being at the back of a great undertaking which already has declared itself to be bankrupt, and yet in which Canada has neither voice nor control as to the policy of the company or the expenditure of the money which we ourselves are voting.


Mr. GRAHAM:: I	am paired with the
Minister of Railways for the amendment.	; I would have voted


Hugh Guthrie: I	am paired with the
member for Lincoln; for the amendment.	I would have voted


Mr. CLEMENTS:: I am paired with the member for Moosejaw; I would have voted against the amendment


Mr. H. H. McLEAN:: I am paired with the member for Kings and Albert; I would have voted for the amendment.


Mr. DOUGLAS:: I am paired with the Minister of Agriculture; I would have voted for the amendment.
Mr. DOHEKTY I am paired with the member for Bonaventure; I would have voted against the amendment.


Mr. AIKINS:: I am paired with the member for Assiniboia; I would have voted against the amendment.
Amendment negatived.
Main motion-Mr. Borden-agreed to, and the House went into Committee on the resolution.
On the interpretation clause:


William John Macdonald: The Canadian Northern system is defined to be the lines of railway mentioned in the first schedule, and such other companies as may hereafter be declared by the Governor in Council to be comprised in the Canadian Northern system as do not own or operate railways, terminals, bridges, or other railway facilities. I would like to have my attention directed to the particular clause that provides for the addition of these companies; apparently they are not to be railway companies.


Robert Laird Borden: I think that was inserted with a view of having a declaration in the resolution such as my hon. friend refers to. That seems to be omitted, but we will let it stand for the moment and if that particular clause is not added this will be eliminated.


William John Macdonald: We might have an
explanation now as to what is the nature of these companies that are intended to be declared to be within the first schedule and what is the object of that definition generally. I understand the Prime Minister to say there is no section in the resolutions that provides for the regulation referred to in the interpreting clause; what is the meaning of that definition?


Robert Laird Borden: Just what it says; the
other companies alluded to are those of the particular character described here.


William John Macdonald: What was in mind
when that was drafted?


Arthur Meighen: There is no provision
in the resolution defining under what circumstances a company can be declared by Order in Council to be a constituent or subsidiary company. At the present time it is not thought wise to so define, but at the same time hon. gentlemen will understand that if after a time, another connecting link is found which advantageously to the whole system could be made a part of the system, then an arrangement can be made, but there is no necessity to do so now. But, there is necessity to provide in the definition that when that time comes, and it is added, it shall be included in one of the terms, constituent or subsidiary companies, and then there will	be no necessity of amending this definition. I do not think myself it would be possible in advance to define the conditions under which a Governor in Council could declare a railway to belong to the system, but the circumstances as they arise will be treated on their own merits, and if a railway does develop, the Canadian Northern Railway Company, perhaps having seen in it a useful adjunct to the system, will apply to Parliament to have it added to the system, and the Governor in Council will add it, and then it becomes by virtue of this definition a constituent or subsidiary company.


William John Macdonald: That statement is not sufficiently satisfactory. I was not aware from the information given to the House so far, that the Canadian Northern was to be permitted to go on making guarantees on the stocks of other companies. It does not appear to me that right was one which they could exercise in the way in which the Solicitor General indicates they might be able to. I do not think we should recognize a condition of affairs under which any kind of a railway in the country might be added to this system, or that we should proceed on that basis without having some idea in advance as to what is intended as a matter of fact. It is manifest that this particular interpretation clause is put in there for some definite object. It must have existed in the mind of the Government or of the Canadian Northern people, when the clause was drawn, that there were certain other railway companies, speaking of subsidiary companies, not railway companies, which either the promoters or the Government intended might form part of the system. What information has the [DOT]Solicitor General with regard to that?

There must have been some of those companies discussed or that clause would not be put in. Speaking from my experience as a draughtsman, you do not put things in a document unless you have in view a condition of some kind that is likely to occur.


Arthur Meighen: In the first place, there are no special companies in contemplation which are not now included. At the same time it was thought wise to provide in advance that if by some process that might be necessary another company was included, this definition should cover that. That is all.


William John Macdonald: But you did not put that clause in without something in view?


Arthur Meighen: We had in view this
possibility, which is perhaps a probability, that additional companies would be added, but we did not define in advance under what conditions they may be added.


Wilfrid Laurier: My hon. friend, judging from what he says, i.s seeking extraordinary powers which ought to belong to Parliament and not to the Governor in Council. He says he has in contemplation no company which ought t-o be included in this agreement, and if there were such a company in existence, it would have been brought within the scope of the companies which are included in schedule 1.
He says that there is no such company, that all the companies known at the present time are included in schedule 1; but it is not violent supposition that there may be other companies which have charters for roads more or less connected with the Canadian Northern, and which may perhaps be brought later on into the Canadian Northern system, or which certain promoters may be thinking of bringing in. You are giv'.rg to the Governor in Council the power to bring any such company into the system, and Parliament has no power to exercise any control over the will of the Governor in Council. The Governor in Council is supreme in this; and, whether its action is wise or unwise, there is no method by which you can prevent it or criticise it after it has taken place. I can conceive-and it is not a violent supposition-that there may be, even at this very moment, companies which have perhaps not made application to my right hon. friend at present, but which are awaiting only the passing of this Bill to come in and endeavour to be taken into this system. I submit for the consideration of my right hon. friend that such a power is not consistent with the object which he 
has in view at the- present time, which is to establish the Canadian Northern Railway system. The Canadian Northern Railway system, as it exists at present, is well-known. We know the companies which ought to be taken into that system; and, if at the present time they have all been taken in, it is all right; but if it is contemplated that some other companies, the existence of which we do not suspect, may be brought in, I do not see why you should take such an extraordinary precaution as to give this power to the Governor in Council, when the hon. gentleman who has charge of the Bill says: I know nothing of any companies that may be brought in. The legislation which we are considering to- [DOT] day is for a special object, namely, as stated in the preamble of the resolution, to unite under one management all the companies which are now under the control of the firm of Mackenzie and Mann. It ought not to be extended beyond that; and I cannot see, unless better reasons are given than have been given by my hon. friend the Solicitor General, why such an extraordinary provision as that should be included and why such powers should be vested in the Governor in Council.


Robert Laird Borden: I see nothing of the extraordinary character which my hon. friend finds in the proposal. As far as I understand it, it seems to be this: There may and doubtless in the future will be railways incorporated under charters, perhaps to be created in the future, which, although practically and in effect and physically forming part of the Canadian Northern Railway system, will nevertheless be not legally part of that system. The idea was to make provision that those railways, when they came into existence, might be legally made part of the Canadian Northern system. That does not seem to be a very extraordinary or unusual power. As my right hon. friend, however, finds some difficulty about it, we will let that clause stand for the moment and go o.n>
to the next.


George Perry Graham: Under this agreement
the Canadian Northern is to be given running rights over the Intercolonial railway. There are many branch lines or lines that touch the Intercolonial. Under this clause could the Canadian! Northern lease the best of those lines, attach them to the Canadian Northern in connection with the running rights over the Intercolonial, and have that ratified?


Arthur Meighen: Not under this clause.


George Perry Graham: Under any clause?


Arthur Meighen: They could not do anything whatever of that nature without the consent of the Governor in Council.


George Perry Graham: Is the Governor in Council taking the right to do what I have explained may be done? If so, you aire asking for too much power.


William Manley German: This is just a beginning of the Government becoming a partner in a private-owned concern; and I will tell the right hon. the leader of the Government . that this is only a beginning and a very small beginning; that he cannot be or the Government of Canada cannot be a partner in a private-owned transcontinental railway. (Reading):
' Constituent companies ' means such of those companies mentioned in the first schedule to the following resolutions, and such other companies, hereafter declared by the Governor in Council to be comprised in the Canadian Northern system, as own or operate railways, terminals, bridges or other railway faci'.ites.
That means every company which the promoters of the Canadian Northern railway, who are the controllers of the Canadian Northern Railway Company, may bring into that concern. If they do not make default, the Government is absolutely in the hands of Mackenzie and Mann who own and control stock hereafter in large and small enterprises in which they have an interest, or which they may undertake to exploit throughout this country.


Wilfrid Laurier: In regard to subsidiary companies, I would like to ask my hon. friend the Solicitor General, for my own information, why he has made a difference between constituent companies and subsidiary companies? Subsidiary companies are those which do not operate railways, and constituent companies are those which do operate railways. So far as the object of the legislation is
11 p.m. concerned, I have not been able to 'see why this difference is preserved. There may be a difference between constituent companies and subsidiary companies legally or in any other way, which I have not been able to find out on reading over the resolution; but it seems to me simply to make the resolution more cumbersome than is necessary. I think we should call them all constituent companies or all subsidiary companies. I understand
very well the distinction, but I do not see the object of it.


Arthur Meighen: There is one section in which the distinction is essential. I will find it and show it to the right hon. gentleman.


Frank Broadstreet Carvell: In regard to contractors, I want to ask the Prime Minister if there will be any objection to amending that portion of the interpretation clause so that it will include Sir William Mackenzie and Sir Donald Mann. In discussing the general resolution, I pointed out yesterday that section 4 of the resolution simply said:
That covenants or undertakings to the satisfaction of the Governor in Council shall he given that all outstanding temporary lor ns to the Canadian Northern or any of its constituent or subsidiary com; anies secured... will be paid-
I pointed out that there were a large number of securities which were doubtless collateral; but that, in my opinion, and I think I proved it pretty well-those collaterals would not pay the debts. I suggested that section 4 be amended by inserting the words, ' by the contractors ' after the word ' undertakings ', so that the section would read as follows:
That covenants or undertakings by the contractors to the satisfaction of the Governor in Council-
Then you would have Mackenzie and Mann personally responsible that these debts would be paid. Again in section 5
the same matter comes up:

That covenants or undertakings of the contractors and such other covenants or undertakings as may be required by the Governor in Council shall be given that the current indebtedness of the Canadian Northern and of the said constituent and subsidiary companies will within one year from the passing of the Act to be based upon these resolutions he reduced to the normal or usual current amount- which I think has been estimated here at about $3,000,000. If the word ' contractors ' included Mackenzie and Mann personally, you would have the personal covenant of Mackenzie and Mann that these debts would be paid. If these constituent companies and subsidiary companies are all allowed to stand as they are now, then we are giving Mackenzie and Mann the right to bring into this system anything whatever, no matter whether it be a railway company, bridge company, a coal mine or anything else. If we bring this in, we saddle these upon the country, for once they are in the sys-

tem, the country has got to pay the liability. You can bring in almost anything in Canada, so long as it is a corporation, into this system, and the country becomes responsible to finance that scheme-we have to pay the bills. Yet Sir William Mackenzie and Sir Donald Mann personally are not responsible for a dollar. It does seem to me that the Prime Minister should consider this very carefully and if necessary allow it to stand. I think it a very important matter, because if what I suggest were done it would take away a great deal of the objection that members on this side, and people all over the country, have to this measure.


Robert Laird Borden: As I understand it, under section 4, and under section 5, as well, it is competent for the Governor in Council to require the personal undertaking of Sir William Mackenzie or Sir Donald Mann, or both.


Frank Broadstreet Carvell: But would it not be better if we had the assurance in the legislation that it would be required?


Robert Laird Borden: I do not see that it is necessary.


Mr. AMES:: I would ask why it is that the parties of the fourth part in the agreement, called the ' contractors ' include Mackenzie, Mann and Company, Limited, Sir William Mackenzie and Sir Donald Mann, while in the interpretation clause the word ' contractors ' means Mackenzie, Mann and Company, Limited.


Frank Broadstreet Carvell: That is# easy to be answered-it is because in the agreement Sir William Mackenzie and Sir Donald Mann are only covenanting to hand over stock and not to put in a claim for their services.


Robert Laird Borden: My hon. friend is mistaken.	' .	:	j


Frank Broadstreet Carvell: Well, it might go a little farther. I stated it yesterday. In the first place they agree to transfer $33,000,000 of stock to the Government; then to transfer the Brockville and Westport line free of charge, and to sign whatever other agreement is necessary to carry out the agreement; and also not to put in a claim for their services. That is all. When they include these gentlemen personally and make them responsible, it is only to hand over stock and carry out these other things that I have stated. When their covenant is to pay money, they are personally carefully left out of the term ' contractors.' I

think the hon. member for Montreal, St. Antoine (Mr. Ames), is very well justified in calling the attention of the committee to the condition of affairs.


Robert Laird Borden: It is for the reason I have already explained. It is hardly correct to say that they are left out, because the provisions of sections 4 and 5 are absolutely sufficient to have them included. So far as the agreement is concerned in which Sir William Mackenzie and Sir Donald Mann are personally and individually made parties, the mere proviso of the clause of the agreement will indicate reasons why they should be parties in that way. Subsection (e) of section 2 provides for the absolute release of all contractors' profits, commissions and claims of every kind against the Canadian Northern railway or against any of the constituent or subsidiary companies. It was for the reason that it was desired to include not only Mackenzie, Mann and Company, Limited, but also Sir William Mackenzie and Sir Donald Mann individually in respect of these claims that they were made parties as well as the corporation itself, and therefore the clause in the agree-. ment has that operation.


William John Macdonald: Have records been brought down containing information as to who are the shareholders and officers of Mackenzie, Mann and Company, Limited? If not, I think that information should be laid before the committee.


Robert Laird Borden: I could not say at the moment whether the information laid before the committee comprises that or not. But I should think there would be no difficulty about getting it.


William John Macdonald: I submit to the right hon. gentleman that this section should stand until we have that information. I think that is only reasonable. We cannot give a legislative definition of the meaning of the word 'contractors,' declaring it to be a certain company without knowing who are the persons in that company.


Robert Laird Borden: The persons in the corporation may transfer their stock to-morrow, or may have transferred it yesterday.


William John Macdonald: But that information would be interesting-


Robert Laird Borden: Interesting, perhaps, but it does not alter the legal position in the slightest, because the transfer of shares does not affect the entity of the corporation.


Frank Broadstreet Carvell: The Prime Minister has stated with practical accuracy the effect of subsection e of section 2 of the agreement. No doubt Sir William Mackenzie and Sir Donald Mann personally release all these companies from any claim for their services. But it is also true that they do not become responsible for the payment of any money. The right hon. gentleman says the Government might demand it under the covenants and undertakings in sections 4 and 5. Eut why will not the Prime Minister say that he will demand it? Why will not he say that when the covenants are drawn up Sir William Mackenzie and Sir Donald Mann will be made personally responsible? And, if he gives that agreement, why will he not go so far as to put it in the document itself? If this were done the country would have it in the legislation, and the very word 'contractors' would mean that they were personally responsible.


William Manley German: Mackenzie, Mann and Company, Limited, is a limited liability company. But Sir William Mackenzie and Sir Donald Mann individually may have enormous wealth without having any personal liability in respect of this corporate institution. In my opinion the suggestion made by the hon. member for Carleton, N.B., (Mr. Carvell) is one which should receive not only the attention of the committee but the approval of the Government, and Sir William Mackenzie and Sir Donald Marnn individually should be made liable, and not merely as a limited liability company. It might be that you *could not get a dollar from them as a limited liability company, but each of them is known to be a millionaire many times over and capable not only of financing this institution and building this road but of building another transcontinental road as well.


Some hon. MEMBERS:: Oh, oh.


William Manley German: Hon. gentlemen laugh,
but public opinion is-and we all know it- that Sir William Mackenzie and Sir Donald Mann are able to build a railway if they want to do it. There is no necessity of smiling over it or making it an object of mirth. We know that each of them is a multi-millionaire, and they have made money out of the railway manipulation. I make that statement here as a member of this House and no man. dare challenge it.


Mr. BRISTOL:: I challenge, it absolutely; the hon. gentleman is making .a statement without foundation in fact. The evidence before the House is contrary to what the hon. gentleman says.


William Manley German: The hon. member for
Centre Toronto (Mr. Bristol) is quite in error in his notion. Both Sir William Mackenzie and Sir Donald Mann are men of great wealth, which they have made out of the manipulation of Canadian Northern railway transactions. Now, it is asked that they should be made personally liable in regard to these matters. They are being made liable as a limited liability company. And the hon. member for Carleton suggests that they should be made liable individually.
I believe that the Government .should include under the term ' contractors ' not only Mackenzie, Mann and 'Company, Limited, but also 'Sir William Mackenzie and Sir Donald Mann.


Mr. MURPHY:: I wish to add my request to those already preferred from this side of the House. I think the Prime Minister will concede that we should not proceed so fast with this particular clause that we have been discussing till, in the first place, the information asked for by the hon. member for Pictou is brought down, that is that we should have full particulars regarding the composition of the firm of Mackenzie, Mann and Company, Limited, the names of those who compose it, the capital stock of the company, and generally all such information as would enable us to determine just what value is to be placed upon any guarantee that may _ be given by that particular company. In addition to 'that, I think the request made by the hon. member for Carleton (Mr. Carvell) is a very reasonable one, that is, that within this definition of the word ' contractors ' should be placed Sir William Mackenzie and Sir Donald Mann, individually. In fact, in view of the discussion that has taken place in the past week, and more particularly in view of the disclosures made by the Government supporters from Calgary and Kingston, I do not think it would be going too far, in fact I think we would only be discharging our first duty, if we asked that in the definition of the word ' contractors ' there should also be included the Northern Construction Company. As I understand it, that company is practically Sir William Mackenzie and Sir Donald Mann. The company has done an enormous amount of work, if my



information be correct, and I submit it is the business of Parliament, now that these resolutions have reached the committee, to throw around this agreement all the safeguards that we can possibly avail ourselves of. I do not think, even if the information asked for by the hon. member for Pictou and that asked by the hon. member for Carleton be granted, we will be going too far in asking that ithe definition of this word should include the Northern Construction Company also.


Robert Laird Borden: I think the hon. gentleman is mistaken about the Northern Construction Company, because I am informed that neither Sir William Mackenzie nor Sir Donald Mann has the slightest interest in that company, directly or indirectly; in fact, if I remember correctly, I read a declaration from the persons who are the officers of that company-


Frank Broadstreet Carvell: That they had not received any profits from it.


Robert Laird Borden: That they had no interest in it whatever, either direct or indirect. That is my recollection.


Frank Broadstreet Carvell: I have a great deal of faith in the proposition I am placing before the House. I think it is a very material contention. It has been stated here a great many times by my friends opposite that the Canadian Northern system has reached the point where it is compelled to get assistance from some person, and the only person from whom it can obtain assistance is the Government of Canada. That seems to be admitted by all hon. gentlemen opposite, and I think there is no question about it. They have, as has been stated, received nearly $244,000,000 of money from somebody, and they say it has all gone into the system. They say it will take about another $100,000,000 to complete the system, and that they have $58,000,000 of good assets available once we furnish the $58,000,000 to make it liquid, and then all the rest of their assets will become saleable and the country will never lose a dollar; everything will be taken care of, and our $40,000,000 will become one of the greatest assets of Canada. If our friends have such faith as this, and if Sir William Mackenzie and Sir Donald Mann have such faith, it cannot do any harm to include them in the definition of the word ' contractors ' and make them personally responsible, not for the completion of the road but for the loans now secured and also the loans from the
fMr. Murphy. ]
banks. I would like to have these gentlemen become personally responsible that these loans will be taken care of. In order to place the matter before the committee in concrete form, I would move:
That the definition of contractors be amended by adding thereto the words 'Sir William Mackenzie and Sir Donald D. Mann.'


William Manley German: I have taken the ground in the few words I have said on this matter, that Mackenzie and Mann, to the extent of their financial ability, be it more or less, should go in behind this undertaking with their own personal means. It is their undertaking; we have put up most of the money but still the majority of it remains their undertaking. I think we are not asking too much in insisting that they, as practical owners of this concern, put in their personal obligation with ours; and believing that to be only fair to the people of Canada, I am prepared to vote for this amendment.


Robert Laird Borden: When the hon. gentleman suggests that Messrs. Mackenzie and Mann have not pledged their personal credit in connection with this enterprise, he is absolutely misinformed. Anything that might be called the working capital in connection with the construction of this road, and this amounts to a great many million dollars, has been raised, as I understand, not only by Mackenzie and Mann, Limited, but, in many cases, upon the individual credit of Sir William Mackenzie and Sir Donald Mann.


William Manley German: Not a dollar on their individual credit.


Robert Laird Borden: I can only say that my information does not correspond with that of my hon. friend.


Frank Broadstreet Carvell: Will the Prime Minister be good enough to point out in the records placed before us where either gentleman is responsible for a dollar?


Robert Laird Borden: Will the hon. member
point out anything in the record that is against that? I was dealing with a statement made by the hon. member for South Renfrew who has stated, and a great many hon. gentlemen in this House have asserted the same thing, that the position of Messrs. Mackenzie and Mann differed from the position of those who came to Parliament in 1884, in that these men had pledged their individual credit in connection with the Canadian Pacific Railway enterprise, while Sir William Mackenzie

and Sir Donald Mann have not done so. I say I am perfectly satisfied that that statement is not accurate, and that the working capital for the construction of this road, running into many millions of dollars, has been provided in the way suggested, and we know that ten and a half million dollars, representing half the contractors' claims outstanding, has been raised and provided for. Mackenzie and Mann, Limited, in connection with this agreement, propose to give security to the satisfaction of the Government in respect of what are called the temporary loans and the floating indebtedness. We realize that Mackenzie and Mann must pledge their own assets to a certain extent; indeed, to a very large extent and we have provided by this agreement that they shall do that. In addition to that, we have insisted that Mackenzie and Mann shall risk everything in this enterprise in this respect: that every dollar which otherwise they might have been able to claim against this company in the way of commission or agency work, covering a period of a great many years, shall be absolutely released, and I have no doubt whatever, as I have said in this House before, that that claim would have run into many millions of dollars. So, under the circumstances, I do not think it is a fair case to say that their individual and personal credit has not been pledged. I maintain that it has been pledged, and that the construction of this road could not have been carried on unless it had been pledged to a very large extent indeed.


Rodolphe Lemieux: This is a very important feature of the case. On the one hand we have the statement of the right hon. Prime Minister that Mackenzie and Mann have pledged their credit individually, and on the other hand the statements of members on both sides of the House that they have not pledged'their credit, individually. Is this not a case calling for some little investigation? If it be true, as has been said, that Mackenzie and Mann individually are deeply interested in enterprises in Mexico, Brazil, in townsites in Montreal, and in traction companies in the cities of Winnipeg, Toronto, and Vancouver, I say that they should put up something as security themselves. Personally, I do not know whether these are facts, but the statement has been made over and over again by the hon. member for Calgary, the hon. member for Kingston, and other members. Why should we not have an investigation to find
out if they really are the possessors of such large incomes? For my part, if I knew that Mackenzie and Mann had practically nothing outside of their interests in the Canadian Northern railway I would certainly alter my mind in regard to these resolutions, ibut I am morally convinced that one of these gentlemen at least is a multi-millionaire, as was stated by the hon. member for Calgary. In these hard times when money is so scarce, and there is so much unemployed, I say it is not becoming on the part of the Government to take all the chances and all the responsibilities, and to allow these multi-millionaires to reap all the benefits.


Arthur Meighen: It is really inspiring to hear the hon. member for Kouville, now that he is a private member, dilate on multi-millionaires and the necessity of getting their covenants in railway undertakings. It has been the policy of Canada ever since there was a Canada to consider railway undertakings as public utilities in which the people as a people are interested, as well as merely business undertakings in which those engaged in them are interested. As a consequence of that, the policy of this country has been to assist railway undertakings. The Canadian Pacific has been assisted by subsidies, and the Grand Trunk and the Canadian Northern railway have been assisted by subsidies and by guarantees. When was it first promulgated by the Liberal party or by the hon. member for Eouville that these railway companies should not be assisted by subsidies or by guarantees unless they were owned by men who had absolutely no other possessions whatever outside the railway company? That doctrine has never been pronounced until to-night. Before a railway company got assistance from the late Government I presume an inquiry was held to see that the stockholders of that company did not possess a dollar beyond their stock in the company. Was that the policy of the late Government? If not, his argument cannot possibly stand.


Rodolphe Lemieux: It is not a parallel
case.


Arthur Meighen: There is nothing parallel now.	.


William John Macdonald: Why do you not discuss the agreement.


Arthur Meighen: I know my hon. friend likes to get away from his votes when he was on the Government side of the House. The question before the committee is this-

what is fair and reasonable under the circumstances? And in discussing what is fair and reasonable and the bona fides of hon. gentlemen opposite, it is not out of the way to remind them that three years ago Mackenzie and Mann, as owners of the Canadian Northern Ontario railway, were before this House and got the approval of hon. gentlemen opposite, and of the hon. member for Eouville as a member of the Government, to a bond guarantee of $35,000,000 and that Government never inquired whether Mackenzie and Mann had put their own money into the road. If they were wealthy men at that time-and I presume	they	had	investments inMexico	and	South	America	then
-why did the Government of that day not insist that they put up those investments before they called on the Government of this country for a guarantee? Why did gentlemen opposite not take a chase around the universe to see if Mackenzie and Mann owned a horse in one continent and stock in another, before they came to their assistance in 1911?


George Perry Graham: Does not my hon. friend see a difference? In 1911, the country got a first mortgage as security, and in 1914 it is getting practically no security.


Arthur Meighen: Why, then, did the
country have to pledge its credit at all in 1911. If the company was solid in 1911, why could they not go to the money markets for their money? If the doctrine is good now it was good then. Mackenzie and Mann got a bond guarantee from the late Government in 1911, and the bon. member for South Renfrew did not inquire what they had outside the railway.


George Perry Graham: They gave us a first mortgage, which you have not got.


Arthur Meighen: The hon. member for
South Renfrew takes this position, that any one who offers the Parliament of Canada a first mortgage will get the aid he requires.


George Perry Graham: Not at all.


Arthur Meighen: The question is, what
is fair and proper between the public and the promoters? What have we done in this case? We have heard a great deal of the private property pledged by the owners of the Canadian Pacific railway. I hold no brief for Mackenzie and Mann nor for the Canadian Northern railway. We are the trustees of the people of Canada and the conduct of these gentlemen 
only comes in question so far as it relates to the merits of this Bill and of the Government's proposal. I say I believe it will be found that what Mackenzie and Mann have pledged of their own assets, not derived from the Canadian Northern railway in any way, towards the success of the Canadian Northern railway transcends, and far transcends, what was pledged by the promoters of the Canadian Pacific railway.


Mr. PARDEE:: What have they pledged?


Arthur Meighen: The hon. member is
very anxious to know what they have pledged. They have pledged 4,102,009 acres of land.


William Manley German: Which never belonged to them.


Frank Broadstreet Carvell: What was it given to
them for?


Arthur Meighen: The hon. member for
Welland says it never belonged to Mackenzie and Mann, and the hon. member for Carle-ton asks me why the land was given. I cannot answer both at once.


William Manley German: Answer one at a time.


Arthur Meighen: Mackenzie and Mann took over the charters of three railway companies, and upon completing the works called for by those charters were entitled, by the law that gave the charters, to the land grants. They completed the work and became the owners of the land grants for completing the work, they turned over these land grants to the Canadian Northern and when -the Canadian Northern Railway Company was formed as a company the lands were granted to the Canadian Northern Railway Cbmp-an-y. But the grants that went with the -charters went with the completion of the railways, they completed the railways -and therefore were entitled to the lands. Does my hon. friend say that there was no legal title to these lands, that they did not earn them?


Frank Broadstreet Carvell: I would like to ask my hon. friend a -question.


Arthur Meighen: I am -asking my hon-..
friend to answer mine.


Frank Broadstreet Carvell: Will the hon. gentleman allow me to ask hi-m a question?


Arthur Meighen: Not now; answer min<e-first.


Frank Broadstreet Carvell: I say they axe not entitled to the land. Now, will my hon. friend allow me to ask him ai question?
Mr. ME1GHEN:	Now, we will follow
that up.


Frank Broadstreet Carvell: I have answered my
hon. friend's question; will he allow me to ask him a question?


Arthur Meighen: I will allow the hon.
gentleman to ask me a question when I come to it and I will not do what he did yesterday-promise to come to it and never get there. My hon. friend says	that	they	were not
entitled to it, that they never were in a position to make title to those 4,102,000 acres of land. Let me ask him how is it that they have made title to these 100,000 acres of land of which they own part to-day and have sold part, the titles to which have never been questioned.


Frank Broadstreet Carvell: Go on.


Arthur Meighen: Now, I am ready for
my hon. friend's question.


Frank Broadstreet Carvell: I am very much obliged to my hon. friend the 'Solicitor General, I. am sure. The question I want to ask him is if there were not securities upon these roads when they got them .and if the Government or the Canadian Northern Railway Company is not responsible to-day to pay these securities.


Arthur Meighen: On the roads?


Frank Broadstreet Carvell: Certainly, on the roads. My hon. friend says that Mackenzie and Mann bought certain roads in Manitoba that carried a land grant. They got the land grant and they were not bound to give it over to the system. We have their mortgages and bonds on these roads, they are there to-day, they have to be paid and I would ask my hon. friend, is not the Canadian Northern system liable to pay them?


Arthur Meighen: I did not say that they bought the roads, but I did say that they bought the charters to build the roads and that when they built the roads they became entitled to the land grant.


Frank Broadstreet Carvell: We have to pay the
securities.


William Manley German: They built the roads out of the money derived from the sale of the land.


Arthur Meighen: How is it then that
the Canadian Northern got the land?


Frank Broadstreet Carvell: Are the mortgages on
the roads then?


Arthur Meighen: Certainly, these parts became parts of the Canadian Northern and are subject to all the mortgages on the Canadian Northern.


Frank Broadstreet Carvell: Why should not the land go to pay the mortgages?


Arthur Meighen: Because the men who built the road were entitled to the land for building them. They built them and earned the land in the same way as the hon. gentleman would earn his fee in a legal case. If they did not earn them they could not give titles to them. They did give titles to them to the Prairie Land Company to whom they had transferred about 50,000 acres. Consequently, they were the owners of the 4,102,000 acres and they turned them in. I will give my hon. friend a very similar instance that will bring the matter abruptly to his mind. The Qu'Appelle, Long Lake and Saskatchewan Railway Company also had a land grant which they got to construct the Qu'Appelle, Long Lake and Saskatchewan. The promoters of the road were entitled to the land grant for the construction of the road. They constructed the road and earned the land grant. An hon. member on the other side of the House was one of those promoters and they became interested in that land grant, transferring the road and did not transfer the land grant.


Frank Broadstreet Carvell: And another hon. gentleman on the other side of the House.


Arthur Meighen: And another hon. gentleman on this side. They were doing what they were perfectly entitled to do, because they were the owners of the land grant as they were itihe owners of the road, subject to whatever was against the road. Does the hon. gentleman say that his colleague on that side of the House did something dishonourable when he disposed of his own property in the shape of the land which he had earned? Then why does he say that these gentlemen are doing something which they are not justified in doing?


Frank Broadstreet Carvell: I did not expect my hon. friend the Solicitor General to get into such a heat as he has over this matter.


Some hon. MEMBERS:: Oh, oh.


Frank Broadstreet Carvell: I thought we were putting up a very fair business proposition.

and it is such a good business proposition that my hon. friend cannot answer it without getting ugly over it.


Arthur Meighen: I did not get ugly.


Frank Broadstreet Carvell: Your manner belied you, then.


Arthur Meighen: I might have looked it.


Frank Broadstreet Carvell: Yes, you looked it.
There is no parallel between this case and that of the Qu'Appelle, Long Lake and Saskatchewan Railway Company. Twenty years ago that road was sold but the land did not go with the road. Mackenzie and Mann saw fit to buy that road seven or eight years ago, and they bought it without the land. If they had got the land with it they would have had a more valuable asset.


Arthur Meighen: That is not the question. How did the men who got the land manage to get it?


Frank Broadstreet Carvell: I will come to that. Seven or eight years ago the Canadian Northern, or Mackenzie and Mann, bought that road. They did not buy the land with it, hut they bought the road with a mortgage against it, and we are going to pay the mortgage. It is a pity we did not get the right to the land with it. But Mackenzie and Mann never owned this land, and were never in a position to sell it or to hand it over to the Government. If Mackenzie and Mann had any land with reference to other roads it was because they built the roads and got the land grants. They mortgaged the roads, and the mortgages are on these roads to-day. They are handing over to the Government these mortgages so that the Government will be responsible for the payment of them. I did not think my hon. friend would commence hair splitting so early in the game. My hon. friend tries to draw a distinction between holding a title and the word ' entitle.' He asked me if they were entitled to this land and I said ' no,' and then he asked me, in order to make a legal quibble, how they got this hundred thousand acres of land if they had not a title to it. I want to give my hon. friend a little advice-


Some hon. MEMBERS:: Oh, oh.


Frank Broadstreet Carvell: My hon. friend will get these resolutions through a great deal easier by meeting us in a bigger and broader manner than by trying to draw these hairsplitting distinctions between a legal title and the question whether they are entitled to these lands. Let us try and get back now to the point at issue and talk business:


Mr. STEVENS:: Exercise a little common courtesy yourself.


Frank Broadstreet Carvell: I think my hon. friend had better get out and look after his Hindus that are landing in Vancouver. He has got all that he can attend to, and he has got his work cut out looking after the Hindus who are landing. If I want any advice from him, I will ask him for it.


Henry Herbert Stevens: Our Hindus are equal to the hon. gentleman.


Frank Broadstreet Carvell: I am sorry I cannot return the compliment. Now, we will leave him out of the question. I would like to come back to the amendment we have moved, because after all that is the important thing? Why do the Solicitor General and the leader of the House object to Mackenzie and Mann personally becoming responsible to pay these debts?


Arthur Meighen: I was getting to it.


Frank Broadstreet Carvell: The Solicitor General
could not get to the South Pole by travelling north. There must be some reason why they object to Mackenzie and Mann giving personal guarantees. I want the Solicitor General to point out where in these resolutions is there any statement that Mackenzie and Mann will become personally responsible for anything. There is not a word anywhere to that effect. The only inference is that Mackenzie and Mann would not become personally responsible, and the Government did not intend to ask them to do so. If the Government is sincere, and if Mackenzie and Mann are sincere, they ought not to be afraid to become responsible for the payment of the debts. If these securities, which are now pledged as collateral for these debts will not pay them, then as a matter of justice Mackenzie and Mann ought to be compelled to pay them, and if they have not sufficient property to pay off this debt, it is their misfortune and the country will have to become responsible. That is the whole issue.


Arthur Meighen: I was in the middle of a speech which it will not be necessary for me to finish now; I was setting out to show that Mackenzie and Mann had contributed a great deal to this enterprise, but I will not need to pursue the matter further because I see the anxiety of the hon. member (Mr. Carvell) to switch off that subject. I do feel it is due to the completeness of the little incident we had, that I recall the comparison between the

Qu'Appelle, Long Lake and Saskatchewan Company, and say, the Manitoba and Southeastern Company. In the case of the Qu'Appelle, Long Lake and Saskatchewan Company, the promoters bonded the road to build it, which they were entitled to do, and got the land grant for building it, which they were entitled to have. In the case of the Manitoba and Southeastern Company they did exactly the same thing. In the case though of the Qu'Appelle, Long Lake and Saskatchewan, the promoters retained the land grant and sold the road so bonded, as they were entitled to do.
Mr.' CAEVELL: To Mackenzie and Mann.


Arthur Meighen: They sold it later on to Mackenzie and Mann. They sold the road so bonded and retained for themselves the land grant, and that is exactly what Mackenzie and Mann could have done in the case of the Manitoba and Southeastern. In the case of the Winnipeg and Hudson bay; in the case of the Lake Manitoba Eailway and Canal Company, they could have done exactly what the promoters did in the case of the Qu'Appelle, Long Lake and Saskatchewan, and no one could have criticised them for it, as no one could criticise the promoters of the Qu'Appelle Long Lake and Saskatchewan. What did these latter promoters do? They retained for themselves the land grant and consequently Mackenzie, Mann and Company could have retained for themselves the land grants in these other roads. The cases were on all fours all through their history. I only set out to show that Mackenzie, Mann and Company were entitled to these lands, and they were entitled to hold them and make title for them. They were in a position to sell them and they did so to the extent of 100,000 acres, and the rest of the land grant and the right to the land was transferred to the Canadian Northern. Who will say that that was not a transfer of the property of Mackenzie, Mann and Company to the Canadian Northern. If to-day the promoters of the Qu'Appelle, Long Lake and Saskatchewan railway were to take their land grant, if they own it, and transfer it to the Q.u'Appelle, Long Lake and Saskatchewan
would the hon. member for Carleton say they did not transfer any of their own property to that railroad; would he say they had never put a dollar in the enterprise? Would the hon. member for South Renfrew (Mr. Graham) say : hear, hear, when the hon. member (Mr. Carvell) uttered such words? I do not think so. We do not need to go any further on the matter of the land grant.


Wilfrid Laurier: 
Arthur Meighen: It has been brought in all week; hardly an hon, gentleman opposite spoke who did not assert, and reassert, and reiterate, that Mackenzie and Mann had never put a dollar in the road.


George Perry Graham: I never said so.


Arthur Meighen: The hon. member for
South Renfrew (Mr. Graham) did not, and he is to be honoured for it. He knew better, but he heard those behind him say it.


William Manley German: Those behind him expressed the truth.


Arthur Meighen: It will hardly be
argued that we have no security on the townsites which were the property of Mackenzie, Mann and Company as their own, but I do not wish to dilate on it at this late hour. It was not my desire to be controversial, and I know I was not ugly, but it was my desire to try and do some little fairness to the men who had done something for this road.
Amendment (Mr. Carvell) negatived.
On the motion of Mr. Pelletier that the committee report progress:


William John Macdonald: It is understood that the particular item we were on still stands.


Arthur Meighen: Yes, subject to the loss of the amendment.
Progress reported.
On motion of Mr. Pelletier, the House adjourned at 11.58 p.m.



THIRD SESSION-TWELFTH PARLIAMENT, 1914.

[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.
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.
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Armstrong, Mr. Joseph E. (Bast Lambton) 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 also 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.
(.'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, i694.
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.
Barriefield camp, 3714.
Basic slag, duty on, 444, 511, 630.
Amendment proposed: Mr. Emmerson, 638.
Bassano post office, 472.
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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.
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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. JSee 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, See 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, 5,94.
Management, 3286.
Suburban trains, 1065.
International Waterways Commission, 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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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.
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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 (Lfrvis)
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 FrSres, 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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Fenian raid veterans, 5001.
Indians,, 3483, 3545.
Ottawa public buildings, 1878.
Pollution of navifeable 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.
Le Present printing contracts, 1534. Newspaper advertising, 1781.
Rimouski government employees, 4021.
Buchanan, Mr. William A. (Medicine Hat) Acme-Carbon mails, 26S7.
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 lease, 357.
Budget, 2660.
Freight rates, 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.
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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.	s
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 S* Maurice)
Cap de la Madeleine wharf, 2959. Grandm&re buildings, 2688.
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 General's 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, 259J 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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Burnham, Mr. John.-Con.
Georgian Bay canal, 2973.
High Commissioner's office, 1768. Immigration, 1618.
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, 479.
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.
Levis 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 Merchant Shipping.
Canada, Steamship, 2437, 3715.
Canada Temperance Act Amendment Bill.
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.	[DOT]
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.
Reduction works, 1693, 2080.
Cap aux Corbeau wharf, 4293.
Cap de la Madeleine wharf, 2959.
Cape Breton, naturalization in, 1116.
Capital punishment, abolition of, 4, 482, 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]
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 festimates, 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.	I '
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.
Carvel I, Mr. Frank B. (Carleton, N.B.)
Basic slag, 643.
Bounties on iron and steel, 1520.
Butter manufacture, 2384.
Canadian Northern Railway, 3912,	4011,
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, 2018.
Dry docks subsidies, 3961.
Empress of Ireland, loss of 4556. Experimental farms, N.B., 1135, 1140, 34	,
3492.
Fenian raid veterans, 3367, 4341.
Fisheries, 786, 1799.
Foundation Co., Ltd., 1876.
Fredericton public works, 705.
Fundy, Bay of, navigation 165 Government officials in politics 436,1195. Government Railways Claims Act, [DOT] Government telegraph service, 2375.
House of Comomns Debates, distribu.io of, 1774.
Indian schools, 2395.	_ t„
Inland Revenue, appointment of Depu y 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, 1116. Militia, 2371, 3412-3440, 4527, 4592, 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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Volume v: 4020-5380.
[Stage Direction]
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, 238i.
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 (Antigonish) 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.
Suoerannuation, 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, 35. 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 a'so Budget.
Cost of Living Commission, 356, 2436.
Cow testing, 1673.
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Volume v: 4020-5380.
X
[Stage Direction]
Criminal Code Amendment Bills
Firearms and detectaphones, 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.CMinister 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, 990, 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.r 3510. Com., 3511.	3r., 3511. See also
Tariff Bill.
Dairy Products Regulation Bill. Res., 1751. lr., 1752.	2r., 2384. Com., 3162.	3r.,
3173.
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, 667.
Sessional indemnity, 817.
Demers, Mr. M. Joseph (St. John and Iberville)
Dismissals, 1376, 2689.
Farmers Bank, 4736. jHansard, 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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[Stage Direction]
xi
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 ot 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.
Faucher, 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'israeli 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, 4oo.
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, 3516.
Kelly, Wm. J., case of, 1706.
Labrador coast, jurisdiction on, 2954. Merchants Accident Guarantee Company, 3512.
Monk, Hon. F. D„ death of, 3787.
Volume 1:	1-1011.
" ii: 1013-2311.
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	[DOT]
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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[Stage Direction]
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.
iSuthie 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. (Frontenac) Agricultural Gazette, 1104.
Barriefield 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.
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 Tmnscontinental Railway investigation, 1329, 2331.
Richibucto life-saving crew, 668.
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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 (LotbiniSre).
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.
Giain
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, 956.
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. See Criminal Code Amendment Bill.
Fredericton
Experimental farm, 1135.
Mails, 2014.
Public works, 705.
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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.
Frontenac rural mail, 813.
Fruit inspection, 1672, 1674.
Fuller, Mrs. M. E„ pension of, 4993.
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, 2262.
Isle Verte wharf, 360, 1604, 2264, 4712. Judges' salaries, 3621.
Liberator magazine, 3236.
National Transcontinental Railway, 4461, 4463.
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Gauvreau, Mr. Chas. A.-Con.
Quebec
Harbour Commission,, 1604, 2263 Judges, 4807.
Rimouski
Customs, 2015.
Engineers, 2079.
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.
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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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.
National 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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Hazen, Hon J. D.-Con.
Bulletin, 5189.
Lobster regulations, 5186.
Pickled, inspection of, 3455, 4635-4436. Protection service, 5176.
Transportation, 392, 401, 1215, 5185. Fishing 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, 45524555, 4631. See also 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.
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" ii: 1013-2011.
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, 3il2, 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.
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.
Volume i:	1-1011.
" ii: 1013-2011.
Volume iii: 2013-3052.
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Volume v: 4020-5380.
ENDiEX-1914
xix
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 Junction-Blackville branch, 4477. Claims, fire, 2959.
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.
Volume i:	1-1011.
" ii: 1013-2011.
[Stage Direction]
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. See also Management. French River bridge, 362.
Grade reduction, 668.
Guysborough branch, 4481.
Halifax terminals, 1782, *s#l.
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.
L6vis, fire at, 5029.
Lumber purchase, 894.
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.
Skeffington, 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.
Volume v: 4020-5380.
Volume iii: 2013-3052.
" iv: 3053-4019.
[Stage Direction]


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.	v
Cost of living, 96.
Naval defence, 98.
Dog-fish works, 2177.
House of Commons representation, 5322.
Joliette buildings, 1023.
Joynson, Mrs. Alice, pension Bill. Kes., 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.
Volume 1:	1-1011.
" ii: 1013-2011.
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. Armani mails. 3208.
Kelly, W. J., case of, 1696.
Kentvi lie
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. William 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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[Stage Direction]
xxi
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.
Volume 1:	1-1011.
" ii: 1013-2011.
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) jHouse 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	[DOT]
Highways improvement, 164, 167,
Naval defence, 168.
Financial conditions, lbs.
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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Volume v: 4020-5380.
[Stage Direction]


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.
Volume i:	1-1011.
" ii: 1013-2911.
Lancaster, Mr. Edward A.-Con.
Thessalon and Northern Railway Company, 993.
Toronto, Niagara and Western Railway Company, 3200.
Lanctot, Mr. Roch (Laprairle-Napierville) Agricultural implement duties, 155-..
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, 3614.
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
xxiii
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, 4553, 4716.
Falardeau case, 462.
Farmers Bank, 3524.
Freight rates, 944.
Georgian Bay canal, 1033.
Grand Trunk Pacific Railway bond guarantee, 4834.
jHigh 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.
Volume i:	1-1011.
" ii: 1013-2011.
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 mail service, 94, 1645, 5030, 5063. Baie 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.
Volume 1:	1-1011.
" ii: 1013-2011.
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, 5182.
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, 1782.
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.
LSvis 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. IX, death of, 3787.
Montreal
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 mail 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.
Volume 1:	1-1011.
" ii: 1013-2011.
Lemieux, Hon. Rodolphe.-Con.
Quebec-Lfivis 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 flotations1, 5032, 5106.
Lobsters. See Fish.
Loggie, Mr. W. S. (Northumberland, N.B.) Chain, tariff on, 3138.
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Doggie, Mr. W. S.-Con.
Dressed stone, tariff on. 3119.
Fish
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.
Volume 1:	1-1011.
" ii: 1013-2711.
Macdonald, Mr. E. M.-Con.
New Glasgow and Sydney connections, 3192.
Oxford-Pietou line, 895, 3192.
Pictou bridge, 3193.
Provident fund, 572, 5362.
Refrigerator cars, 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, 702.
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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xxvn
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, o*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 (amit,), 4703, 4902.
Fenian raid veterans, 446, 4342.
Fielding, P., employment of,
Fisheries
Advisory board, 348, 2413.
Salt fish shipments to Portugal, 889. 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.
Volume 1:	1-1011.
" ii: 1013-2011.
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. Dismissals, 5122.
Judges' salaries, 1931, 1944, 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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xxix
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.
Mail Bag Locks. See Post Office.
Mail Clerks. See Civil Service.
Maisonneuve postal station, 441.
Manitoba
School lands, 2786.
Schools, 367.	
[Stage Direction]
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. Gaspd peninsula, 2765.
Good roads, 2767.
Fishing industry, 2769.
Butter, manufacture of, 3171.
Carleton Centre mails, 1818, 4021. Dismissals, 1171, 1202, 4435.
Duthle Point lighthouse, 703.
Elections, resumd of, 2995.
Fenian raid veterans, 4344, 4370.
French
Official documents in, 732, 4434. Translators, 1912.
GaspO
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.
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 mails, 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 polities, 1841. Grand Falls-St. John Railway, 365.
Imports from United 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, neei 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.
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.	[DOT]	-
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, 2036; 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. PerpetuS station, 1913.
Shops, estimate of, 1018.
Sillery lands, 1534.
Stations, contracts for, 1604.
Train service, 1691, 2437.
Transcona 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.
Lightkeeper,, 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.
Nickie, 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's 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, 3397.
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, '(19.
Customs officials, 423. Dismissals, 370, 1182, 1644. Dominion lands, 3326, 3511, Orders in council, 4714.
4821, 4889.
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, 3512, 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, 1646-1666.
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.
Volume 1:	1-1011.
" it: 1013-2011.
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, 1331.
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.	[DOT]
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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[Stage Direction]


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.
LSvis 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, 4631.
Perley, Hon. Geo. H. (Argenteuil)
Finance Department estimates, 722.
Loan companies, 970.
Volume 1:	1-1011.
" ii: 1013-2011.
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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[Stage Direction]
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.
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. Arnoldi, 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.	[DOT]
Brazilian Light and Power Company, 1982. British American Nickel Corporation, 1982.
Volume 1:	1-1011.
" ii: 1013-2011.
xxxvii
Private Bills.-Con.
British Trust Company, 1416.
Burrard Tunnel and Bridge Company,
764.
Calgary and Edmonton Railway Company,
765,	795, 992.
Calgary and Fernie Railwav 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.
Lachine, 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 Railwav Company, 992.
Ottawa, Northern and Western Railway Company, 764.
Pacific, Peace River and Athabaska Railway Company, 992.
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[Stage Direction]
xxxviii
Private Bills-Con.
Pacific, Trans-Canada and Hudson Bay Railway Company, 2921, 2948.
Reace River Tramway and Navigation Company, 995.
Rrince Edward and Hastings Railway Company, 2921, 2949.
Rrudential 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 Charitd 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, 48S0.
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, 38iu.
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. Plantaganet 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, 111*. Vancouver Orange Lodge, Irish Home Rule resolution of, 2785.
Provincial members, employment of, 3510.
Prudential Life of Canada, 2898. See a'S£>
Private Bills discussed.
Publ ic Works Estimates
Buildings, 1533, 1875, 1893, 5218, 5231. Dredging, 5224, 5236.
Harbours and rivers, 5214, 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, 19d6, 2963-2995,	4160-4167,	4939-4953,	5106-
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-ch&res)
Address in reply to Governor General's 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, 2963-2995, 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, 4464-4466, 4468, 4476.
Intercolonial Railway Branch lines, 5119.
Estimates, 3178, 4165, 4860.
Killaim, A. E., retirement of, 1728. Management, 3264.
Ocean Limited train, 4888.
Pension fund, 5362.
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COMMONS DtEiBAT.ES
[Stage Direction]
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, 9'u.
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, 4,991.
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.
Volume i:
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, 4165, 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.
1-1011.
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[Stage Direction]
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, 1835.
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, b226.
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.
Volume i:	1-1011.
" ii: 1013-2011.
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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xliii
Sinclair, Mr. John H.-Con
Sinclair, Mr. John H.-Con.
Canning public building, 5224.
Canso letter boxes, 702.
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.	[DOT]
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, 3163.
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.
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, 3245 North Riverside postmaster, -bsb: 3509, 3845, 4022.
Petawawa camp, 815.
Provincial subsidies, 344
Prudential Life of Canada, 3479, 3o06.
Railway mail clerks, 2382.
Railway subsidies, 355.
Red Head harbour, 891.
Returns, alleged incomplete, 4960, 53bi. Sand Point wharf, 5229.
Shellfish Commission, 667, 1361.
3209.
Shipping
Insurance, 982.
Registry, 754.
Spanish Ship Bay wharf, 30a5, 3111. 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.
Slack, W. F„ dismissal of, 921.
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]
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, 4880.
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.
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.
Tiv„„ 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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xl*r
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. Res., lr„ 2r„ com. and 3r., 5271.
For details see titles of departments and subjects.
Supreme Court Act (appeals) Amendment Bill, lr., 3251.	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, 1105.
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 Brule 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, 35-75-3587.
Terrebonne postmaster, 1019.
Thoburn, Mr. William (North Lanark)
Haul tain, 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'Appeile)
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, D692.
Tips Bill. See Secret Commissions.
Titles of Honour Bill. lr., 4. M. for 8r.,
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, 2697.
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.
Excise revenues, 2958.
Wharf, 5234.
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xlvii
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.
Vaudrewil 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, H. T., employment of, 812.
South America Trade Association, 1693. Technical education, 5206.
Unemployment, 249, 1617.
Vancouver Island strike, 572, 1267.
Victoria county, N.S., Government telegraph service, 1359.
Victoria Day, 1916.
Victoria Memorial Museum, 1882.
Victoria
Naval volunteers, 1914.
Rifle range, 3398.
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.
[Stage Direction]
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[Stage Direction]
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[Stage Direction]
Volume iii
[Stage Direction]
"
[Stage Direction]
ii: 1013-2011.
[Stage Direction]
" iv:
[Stage Direction]
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 1s 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	V
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 Mining Bill. lr., 3859.	2r..
3965. Com., 3965.	3r., 3967.
Volume iii: 2013-3052.
" iv: 3053-4019.
Volume v: 4020-5380.