1914-02-02

REPORTS AND PAPERS.

[Stage Direction]
Report of the Commissioners of Internal Economy for the year ended March 31, 1913.-The Honourable the Speaker.
Report of Department of Marine and Fisheries, Marine branch, for the year ended March 31, 1913.-Hon. J. D. Hazen.
Report of Geographic Board of Canada for ye'ar ended March 31, 1913.-Hon. William J. Roche.
Report of the Veterinary Director-General for the year ended March 31, 1913. -Hon. Martin Burrell.

[Stage Direction]
Mr. H. S. CLEMENTS moved for leave to introduce Bill No. 45, to amend the Navigable Waters Protection Act. He said: The Bill has a special reference -to the tidal waters of the Pacific coast. If a boom of logs breaks loose, there is no provision made in the present Act whereby anybody may pick up and save the logs. The large concerns say that it does not pay to pick them up, but in the interest of navigation and for the protection of life it is necessary that these, logs should be taken care of.
Motion agreed to, and Bill read the first time.

[Stage Direction]
On the Orders of the Day being called:
Mr. B. B. LAW (Yarmouth):: Mr. Speaker, I desire to rise to a question of privilege. I call your attention to an article which appeared in the Ottawa Journal on Friday, January 30, 1914, and which reads as follows:
It is current gossip on Parliament Hill to-tlay that Hon. W. S. Fielding, who resigned the editorship of the Montreal Herald-Telegraph yesterday, intends to re-enter the House of Commons at an early day. It is said that Mr. B. B. Law, of Yarmouth, N.S., will resign his seat in his favour. Yarmouth is regarded as a safe Liberal constituency, and there is no <3oubt that the former Finance Minister would
be an immense help to the .Opposition, which is none too effective at present.
I think it is due to my constituents, who have on four different occasions elected me to a seat in this House, and by handsome majorities, to say, in the first place, that there is absolutely no truth in this statement in so far as it refers to myself. 1 have never been asked to resign my seat, nor have I any intention of doing so. 1 propose to stay here and oppose bad legislation whenever it is introduced.


Mr. SPEAKER:: That is scarcely to be regarded as a question of privilege, because it does not refer to the hon. gentleman's conduct, nor to his rights and privileges in the House.



THE STEAMER ALERT.

[Stage Direction]
On the Orders of the Day being called:
Hon. J. D. REID (Minister of Customs):: The hon. member for South Cape Breton (Mr. Carroll) on Friday last asked for certain information with regard to the steamer Alert. This information I have obtained from the responsible officer:
The steamer Alert is employed in the Customs Preventive Service on the Cape Breton coast, and does the work formerly carried on by the steamer Gladiator. The Alert is under the command of Captain Voutier, subject to the general orders of the Chief Preventive Officer of Customs. No instructions were given by the minister, commissioner, or the chief preventive officer regarding the conveyance of Messrs. McLeod and Hayes, as stated in the newspaper clipping read by the member for South Gape Breton. On inquiry I find it has been the practice to carry travellers occasionally on the-Gladiator and the Alert going to remote points where other conveyance was not available, and when not interfering with the regular cruise of the vessel. In order to ascertain the facts regarding the statement read by the member for South Cape Breton, I instructed the chief preventive officer to telegraph to North Sydney. Thp chief preventive officer informs me he received a reply stating that the Alert recently on a trip to Neil's Harbour, took on board as travellers, Joseph McNeill, Phillip McLeod and Dr. Hayes. The member for South Cape Breton is aware that certain parts of the coast are inaccessible except by boat, and if on the occasion in question the Alert was not interfering with her regular cruise, I, personally do not see any reason why any one, even the member for

South Cape Breton himself, should not go on board, and proceed to their destination, should the vessel be going in that direction.
. PRIVATE BILL.



SECOND HEADING.

[Stage Direction]
Bill No. 36, respecting the Joliette and Lake Manuan Colonization Railway Company.-Mr. Guilbault.

[Stage Direction]
[Questions answered orally are indicated by an asterisk.]
MAGDALEN ISLANDS MAIL SERVICE. Mr. LEMIEUX:
Has the mail contract between Bryan and Leslie, Magdalen Islands, been cancelled? If so, for what reasons?
['The hon. gentleman referred to it for one purpose only, and that was that he wanted to create the impression in Nova Scotia that the Government had plenty of money to give to a service which was not very useful to the country, not nearly so useful as the one he advocated, and the subsidy which he tried to make it appear was not very useful was the subsidy granted to the West Indian steamship line. I am pointing out that this subsidy is of very great value to the fishing industry of Nova Scotia, because I think that I am correct in saying that the bulk of the freight that is carried by the West Indian steamships down to the West Indies is composed of fish caught and cured in Nova Scotia and sent down to the market of the West Indies.\nAs far as the South African service is concerned, perhaps I might point out that, whereas a few years ago we were sending comparatively small quantities of products to South Africa, owing to the steamship service, I find by the Trade and Navigation returns that last year we sent to South Africa $3,340,513 worth of Canadian products. They went, I think, practically altogether by this subsidized line of steamers, managed by the Elder Dempster Company, and sailing from Montreal in summer and from a Maritime province port in winter to South Africa. The business has been a growing one, and it will continue to grow. This export is made up largely of flour, agricultural implements, newspaper print and other products of Canadian workshops and farms, and that this subsidy is having good results is shown in the development of the trade of Canada and in the opening up of such markets for our manufacturers and producers of other sorts.\nThe Department of Marine and Fisheries has not -been idle in regard to improvement in the matter of the transportation of fresh fish between the Maritime provinces and the United States. The question has been receiving the consideration of myself and the permanent officers of the department during the past two seasons. By my direction and at my request last year an officer of the department interviewed the officers of the company operating the steamship service between Yarmouth and Boston and arrangements were then made by which the steamship company undertook the more careful and expeditious handling of fresh fish in transit between the Maritime provinces and Boston. Complaints reached the department similar to those made by one hon. gentleman here to-night, complaints that I think were well founded, that lobsters especially were being very carelessly handled, with the result that they reached the Boston market sometimes in a condition which seriously impaired their value. We had the matter investigated. We had an official of the department go down to Boston and be present at the landing of these boats and see the condition in which the fish were, and I am advised by the Deputy M in-ister and other officers in the department that the improvements that have been made have to a very considerable extent been carried out by the steamship companies, that a great deal more care in the handling of fish has been exercised, with the result that fresh lobsters are now in a much more marketable condition when they arrive in the Boston market than they were previously to these inquiries and investigations being made. I am advised by the officials of the department that as a result of the representations made arrangements have been made for more prompt deliveries at Boston on the arrival of the various steamers from Maritime province ports and that better transportation facilities are being provided. At the opening of the present fishing season I directed attention to the matter and requested that the officers of the department should give their consideration to it with the view of bringing about some further improvements. The Superintendent of Fisheries went carefully into the subject, and he has submitted a memorandum pointing out the different steps which should oe taken in order to bring about the desired improvements. These improvements involve negotiations with the Department of Trade and Commerce apd these are in progress at the present time. The steamship', "line which has been referred to as running between Yarmouth and Boston operates one boat from the first of October to the first of June, making two trips a week. After that two boats are put on, which make four trips a week up to the end of July. Then a third boat is put on to the end of October. So that from the first of June to the end of October the service out of Yarmouth is a daily service. There havd been recent negotiations with the company and we hope that a second boat will be placed on the route from October to June instead of one boat as at present. There has been a very large expansion of the shipping business from Yarmouth during recent months and it is to be hoped that with that large expansion of business the steamship company will find that it will be possible to put on a daily service during the months that I have mentioned in order to carry this trade to Boston, and which, as I understand, has been fairly profitable to the company looking at it from a purely business standpoint. The other suggestion, that these boats run along the coast, connecting with the Yarmouth boats, does not find special favour with my hon. friend (Mr. Sinclair), who thinks a direct service would be better. But all these questions will have to be considered by the Department of Trade and Commerce.\nI think I am absolutely correct in saying that for a period of 15 years, no subsidy has been voted by the Parliament of Canada for a line of steamers running from a Canadian port to a port in the United States, and that is a matter which is worth remembering in connection with this whole question. No subsidy has been given to the line of steamers running from St. John to Portland and Boston, or to the line running from Yarmouth to Boston and return, or from Halifax to Boston and return. However, with the extensive business consequent on the increased development of our fisheries, it would seem to me that the company itself might find it in its own interest, without any subsidy from the Dominion Parliament to put on a line of steamers running daily during the fishing season or during the season when business is most active, between Yarmouth and ports in the United States, as steamers run daily during a great part of the season between St. John and Boston.\nI\tagree with the hon. member for Guys-borough as to the possibility of developing the fishing industry of Canada. Up to a few years ago Nova Scotia was the premier fish-producing province of Canada. To-day, British Columbia is enormously pro-\n\nductive. The northern waters of that province are teeming with fish, and although up to the present the industry has been largely developed in only two varieties, the halibut and the salmon, the waters of British Columbia are filled with herring, and sole, and crabs, and other fish, the trade in which can be developed to enormous proportions. With the opening of the Grand Trunk Pacific from Prince Rupert to the East, I believe, from my own personal knowledge and observation in northern British Columbia this year, that in a few years Prince Rupert will not only be the greatest fish port on the continent of America, but probably the greatest fish port in the world. In addition to our fisheries on the eastern and western coasts, we have splendid fisheries in the immense inland lakes, where the industry is capable of great development, with resultant increase in the wealth of the country, and an added source of food supply for the people of the prairie provinces. Owing to the wanton destruction of fish in the past, we will have1 to take measures to repair the mischief that has been done, by providing for file artificial production of the fish. To a very considerable extent, measures in that direction are being taken to-day. This Parliament annually votes a large sum of money for the erection of fish hatcheries and for the maintenance of those already in existence. The Superintendent of Fisheries informs me that for the first time since we have established' fish hatcheries in Canada, they are to-day filled with eggs and are being more successfully operated now than at any time in the past. It has been demonstrated that the salmon hatcheries have done most useful work. The fishermen along the coast of St. John county, who drift out almost across to the Nova Scotia shore night after night in the prosecution of their calling, tell me that there now is no such thing as a year when they are not getting a good supply of salmon. These salmon come up the bay of Fundy, and along the coast making for the spawning grounds on the St. John and Tobique rivers, and they are being caught at points along that river where they were not caught at 15 or 20 years ago, and they are being caught in great numbers. That is a very desirable state of things, and it is due to the more perfect enforcement of the fishery laws, and due most of all to the work of the salmon hatcheries. The same thing is true as to the whitefish hatcheries on the Great Lakes, and although the results obtained from the lobster hatcheries may at the present time\n\nbe a matter of some doubt, I trust that in a few years the utility of these hatcheries will be fully demonstrated and that they may in time to come make up for the past depletion of the lobsters fisheries. I entirely agree with one hon. gentleman opposite who said that there has not been as much done for the fisheries of Canada by the Department of Marine and Fisheries as should have been done, but I can assure my hon. friend that the officials of the department to-day are doing their very utmost to promote and develop the fishing industry, and for my part I am giving them the very best assistance and support that it is within my power to give. I trust that in years to come good results will flow from the efforts now being made by the Department of Marine and Fisheries. Now that my hon. friend from Guysborough (Mr. Sinclair) has brought this matter before the House, and has had a full discussion of it, which will no doubt be of benefit, as is every discussion concerning the development of our great national ressouroes, I presume he will consent to the usual course of adjourning the debate.\nOn motion of Mr. Hazen, the debate was adjourned.\nOn motion of Mr. Rogers, the House adjourned at 10.45 p.m.\nTuesday, February 3, 1914."]
Mr. PELLETIER:: No.



Mr. LEMIEUX:: 1.	Have the lobster Ashing regulations been changed as regards Magdalen Islands?
2.	Why has the month of September been withdrawn from the lobster fishing season?
3.	Was not that month fixed after an investigation?


Mr. HAZEN:: 1.	Yea.	i
2.	In the interest of preserving the lobster fishery. Fishing could be carried on only on a limited portion of the coast in September; it interfered with the mackerel and cod fishery, and it made it much more difficult to prevent illegal fishing during the summer.
3.	Yes.


NEW TELESCOPE.
Mr. LEMIEUX:: 1.	Has the contract been let by the Government to the Warner and Swasey Company, of Cleveland, Ohio, in connection with the building of a telescope?
2.	Have any tenders been asked for same? If so, in what papers?
3.	How many tenders were received, and from whom?


Mr. ROCHE:: 1.	Yes.
2.	Tenders were invited by correspondence from the following firms or indir viduals: Sir Howard Grubb, Dublin, Ireland; the John A. Brashear Company, Pittsburgh, Pa.; the Warner & Swasey Company, Clveland, Ohio; the Alvan Clark Sons Corporation, Cambridge, Mass.; T. Cooke & Sons, York, England; 0. L. Petit-

didier, Chicago, 111.; Professor G. W. Ritchie, Passadena, Cal.; Carl Zeiss, Jena, Germany. Tenders were not advertised for in the newspapers.
3.	Tenders were received as follows: For the construction of the mechanical parts from the Warner & Swasey Company and Sir Howard Grubb; for the construction of the optical parts from the John A. Brashear Company, the Alvan Clark Sons Corporation and Sir Howard Grubb.


MARLINE TWINE DUTY.
Mr. SINCLAIR:: 1.	Is the Government aware that unbarked marline used in the lobster fishing industry is subject in the general tariff column to a duty of 25 per cent?
2.	Does the Government intend to place this twine on the free list?


Mr. REID:: 1.	The Government is aware that under the general tariff of 1907, as introduced by the Government of that day and enacted, unbarked marline is dutiable at 25 per cent.
2.	The intentions of the Government regarding the tariff will be known when the Budget Speech is made.


PROVINCIAL SUBSIDIES.
Mr. SINCLAIR:: Is it the intention of the Government to readjust the Provincial subsidies during the present session of Parliament?


Mr. BORDEN:: The matter is under con-si deration.


ELECTORAL CORRUPTION,.
John Howard Sinclair: Is it the intention of the Government to make provision during the present session of Parliament for the appointment of a public prosecutor to act in case of electoral corruption.


Robert Laird Borden: The matter is under consideration.


*Mr. LEMIEUX:: Is it the intention of the Government to
make more effective provisions to punish
bribery and fraud at elections; to expedite the hearing of election petitions and to prevent collusive arrangements for the withdrawal or compromise thereof; to provide for a thorough investigation of corrupt practices, and if necessary, to appoint an independent prosecuting officer charged with that duty; to simplify the procedure thereof and to enforce the laws so amended?


Robert Laird Borden: The subject has been and is now under the consideration of the hon. Minister of Justice. There is a motion,

moreover, on the Order Paper, No. 123, covering the same subject, standing under the name of the hon. member for Halifax (Mr. Maclean).


VANCOUVER ISLAND COLLIERY STRIKE.
Mr. SINCLAIR:: 1.	Referring to tlie investigation conducted by the Minister of Labour in connection with the strike of colliery workers on Vancouver Island, British Columbia, what was the total number of underground workmen employed in the Canadian Collieries by the Dunsmuir Limited in May, 1913?
2.	How many of the said underground employees of said company were Orientals?
3.	Are mining licenses granted to Orientals employed in the British Columbia collieries? If so, under what authority?
4.	What is the total number of Orientals employed in the British Columbia collieries?
5.	Does the Government intend to take any steps to prohibit the employment of oriental labour in British Columbia, or elsewhere in Canada? If so, what is proposed?
Mr. CR0THER8:
1.	690.
3.	432.
3.	It is understood that under provincial regulations certificates of fitness are issued by a board of examiners.
4.	No information.
5.	The Government is informed that this . question has in certain aspects been the
subject of legislative action in British Columbia. So far as it may in any case be properly the subject of federal legislation, the intention of the Government will be announced in due course.


ANNAPOLIS COUNTY MAILS.
Mr. A. K. MACLEAN:: 1.	Were tenders asked for in 1912 for the carriage of mails between Bridgetown and Port Lorne, Hampton and Parker's Cove, Annapolis County, N.S. ?
2.	If so, to whom was the contract awarded?
3.	Prom whom were tenders received and for what amounts ?
4.	Was the contract awarded to the lowest bidder? If not, for what reason?


Mr. PELLETIER:: 1.	Yes.
2.	The contract was awarded to Jeremiah Hawkins, subject to the usual inquiries as to his fitness for the position and the insufficiency of his security. The inspector found that Mr. Hawkins was unable to read ordinary writing or to write anything except his own name. It was also reported that he was intemperate. In these circumstances the department withdrew the award to Hawkins, and accepted the offer of the next lowest tenderer, Daly Saulnier.
3.	Jeremiah Hawkins, Hampton, $320;
Daly Saulnier, Hampton, $400, (reduced to $375); Norman Grant, West Arlington, $425; Jos. E. Marshall, Hampton, $532; S. S. Brinton, St. Croix Cove, $499; G. K. O'Neal, Hampton, $400; Elijah Ristern, Hampton, $400; G. K. O'Neal, Hampton, (late), $379.
4.	Answered by No. 2.


HALIFAX FORTIFICATIONS.
Mr. A. K. MACLEAN:: 1.	Is it the practice of the Department of Miltiia and Defence to require from applicants for labour upon fortification work, at Ferguson's Cove, or near Halifax harbour, a recommendation from any Patronage Committee, or any person or persons not an officer or permanent employee of the department?
2.	If not, by whom is such labour procured on behalf of the Department of Militia and Defence ?


Mr. HUGHES:: It is the practice of the Department of Militia and Defence to require from the applicants for labour upon fortification works at Ferguson's Cove, near Halifax, or elsewhere, under this department, evidence that each is a competent and desirable man.


INTERCOLONIAL RAILWAY LAND VALUATOR
Mr. A. K. MACLEAN:: 1.	Who is the land valuator in connection with lands expropriated for the Dartmouth to Dean's Settlement Branch of the Intercolonial railway of Canada now under construction?
2.	What is the remuneration paid for such services?
3.	What amount has been paid to date?


Mr. COCHRANE:: 1.	Thomas E. Stewart.
2.	$5 per day, with an allowance of $2 per day for expenses while he is actually engaged in the work.
3.	$3,255!


HALIFAX POST OFFICE.
Mr. A. K. MACLEAN:: 1.	Has any property been purchased or agreed to be purchased on Gottingen street, Halifax, Nova Scotia, as a site for a proposed post office building?
2.	If so, from whom was it purchased, or agreed to be purchased; what is the exact location and area of the same and the price therefor?


Louis-Philippe Pelletier: No purchase nor agreement to purchase has yet been made, but the matter is under consideration by the department.


CANADIAN NORTHERN RAILWAY
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ML A. K. MACLEAN:
What amounts have been paid, with the dates thereof, to the Canadian Northern Ontario
[Stage Direction]
railway, and the Canadian Northern Alherta railway, by the Government of Canada, under the provisions of Chapter 10 of the Statutes of Canada, 1913?
Mr. COCHRANE:: $1,363,122.39 to Canadian Northern Ontario railway; $242,424 to Canadian Northern Alberta railway.


CANADIAN NAVAL SERVICE.
Mr. A. K. MACLEAN:: 1.	How many officers and men respectively are now enlisted under the Canadian Naval Service Act?
2.	How many officers and men respectively are at present enlisted on H.M.C.S. Niobe?
3.	What was the total expenditure of all kinds in connection with H.M.C.S. Niobe, during the calendar year 1913?
i.	What was the total cost of administration of the Naval Service 'Department at Ottawa for the calendar year 1913?


Mr. HAZEN:: 1.	On December 15, 1913: 45 officers and 19 midshipmen, 246 petty officers and men.
2.	On December 15, 1913: 14 officers, 153 petty officers and men.
3.	$317,881.55.
4.	The total expenditure from the Votes of the Department of the Naval Service for the calendar year 1913 was $2,364,322.98.


Mr. BOULAY:: 1.	What is the number of men forming the crew of the Niobe?
2.	What is the number of Canadians now on this vessel?
3.	How many soldiers have deserted or abandoned the service since her arrival in Canadian waters?


Mr. HAZEN:: 1.	On 15th January, 1914, officers 14, petty officers and men 155.
2.	Number of persons entered in Canada, serving in Niobe on 15th January, 1914:- Officers, 8; petty officers and men, 75.
3.	Number of seamen who have left service up to 15th January, 1914:-
Dead, 9; run, 241; services no longer required, 57; own request, 102; invalided, 21; time expired, 100; by purchase, 18; total, 548.


HUDSON BAT TERMINALS.
Mr. A. K. MACLEAN:: 1.	What steamers were chartered by any department of the Government of Canada for service in connection with the construction of the Hudson bay railway terminals at Port Nelson during the year 1913?
2.	What was the tonnage of each, from whom were they chartered, and at what cost?
3.	What was the nature of the work each was engaged in during the season?


Mr. COCHRANE:: 1.	The following steamers were chartered by the Department of Railways and Canals:

Cearense, Alcazar, Bonaventure, Bellaven-ture, Sindbad, Alette.
. 2. Cearense^.tonnage, 1,790, net register; chartered from John F. O'Meara, New York; cost: $20 per M. Ft. B.M. lumber, $10 per gross ton, coal.
Alcazar:	tonnage: 2,020, net register;
chartered from Inter-American Steamship Co., Ltd., Toronto; cost: $25 per M. Ft. B.M. lumber, $15 per gross ton, coal.
Bonaventure: tonnage: 467, net register; chartered from Bonaventure Steamship Co., Ltd., St. Johns, Newfoundland; cost: $5,500 per month.
Bellaventure: tonnage: 467, net register; chartered from Bellaventure Steamship Co., Ltd., St. Johns, Newfoundland; cost: $5,500 per month.
- Sindbad: tonnage: 539 net register; chartered from Franklin E. Hall, Montreal; cost: $4,500 per month.
Alette: tonnage: 1,937, net register; chartered from Timber Transport, Ltd. (O. W. Mordin, Managing Director); cost: $25 per
M.	Ft. B.M., for lumber.
3. Cearense's cargo was largely bituminous coal from North Sydney, lumber and general goods from Halifax.
Alcazar's cargo was all hard pine from Port Arthur, Texas.
Bonaventure's cargo, on her first trip, was a general and men.
Bellaventure's cargo, on her first trip, was a general and men.
Sindbad's cargo, general.
Alette's cargo, hard pine from Port Arthur, Texas, lumber and timber from Halifax; as well as two steel sectional scows from Halifax.
Bonaventure's second trip was general cargo from Halifax and men.
Bellaventure's second trip from North Sydney, coal and towing of dredge Port Nelson to Nelson.
The Beothic chartered by the Department of Naval Service also had as cargo a quantity of general merchandise for this department, and men for Nelson.


Mr. A. K. MACLEAN:: 1.	From whom did the Deaprtment of Railways and Canals purchase the steamer Kathleen for service in connection with Hudson bay railway construction?
2.	What amount was paid to the owner for tlie said steamer and were negotiations for the purchase made with the owner? If not, with whom?
3.	What is her' age, tonnage, and horse power ?


Mr. COCHRANE:: 1.	The steamer Kathleen was purchased from William M. P. Webster.

2.	$10,000 being the price established by tender received as result of newspaper advertisement. Tender was made by Webster, Smith & Co., W. M. P. Webster. The bill of sale was signed by W. M. P. Webster.
3.	Age: registered December 7, 1907, at Liverpool, N.S. Tonnage: gross, 62-50; registered, 38-49. Horse-power: nominal h.p., 16-66; indicated h.p., 120.


Mr. A. K. MACLEAN:: 1.	Were any scows purchased by the Department of Railways and Canals for use in connection with the construction of the Hudson Bay railway or Port Nelson terminals?
2.	If so, from whom, what was the cost and were tenders solicited for the construction of the same?
3.	Of what and how are the same constructed?
4.	Were the scows used for any purpose during the season of 1913? If not, why not?


Mr. COCHRANE:: 1.	Yes.
2.	The contract was for one steel tow barge and two sectional scows. The lowest tender, that of the Thor Ironworks, of Toronto, was accepted, a total cost of $19,142.26. The estimated cost of each scow is about $6,000.
3.	Steel, each scow being composed of five pontoon sections.
4.	No. Scows formed part of cargo of steamship Alette which left harbour before being unloaded.


Mr. A. K. MACLEAN:: 1.	Prom whom was the lighter or barge Neophyte for use in the construction of the Port
Nelson terminals during 1913, purchased, and at what price?
2.	Of what construction, age and tonnage is the Neophyte?
3.	What was the total amount of service or work performed during 1913 by the lighter or barge Neophyte?


Mr. COCHRANE:: 
Mr. A. K. MACLEAN:: 1.	Prom whom did the Government of Canada purchase the dredge Port Nelson, and what was her cost?
2.	Of what description, size and capacity is the dredge Port Nelson?
3.	What was the cost of delivering the same from the point of purchase or construction to Port Nelson?
4.	Was the same built or purchased by tender and contract?


Francis Cochrane: (a)	Poison Ironworks, Limited.
(b)	$272,184.02, which includes spare parts and some special equipment for towing to Port Nelson.
2.	24-in. suction dredge, steel hull, 180 feet long, 44 feet beam, depth at side 11 feet; main engines, 14-in., 22-in., 36-in. x 21-in.; main boilers (2), 13-in. x 11 ft. 9 in.; discharge pipes and necessary pontoon 3,000 feet long. Dredge equipped with machine shops, wrecking pumps, etc., for general service at Port Nelson.
3.	The steamers which towed the dredge to Port Nelson also carried coal, of which 206 tons were unloaded at Port Nelson, also some supplies utilized in the towing, such as timber in bulkheads, cables, etc., were purchased with a view to their subsequent use in connection with the terminal work and left at Nelson. Further, the hull of the stern wheel tug and some plant were loaded on the dredge, thus saving the freight charges otherwise necessitated by their transportation.
In view of the above circumstances it is not possible to give a precise answer; it is estimated that the cost of towing the dredge from Montreal to Port Nelson and placing her in winter quarters was $29,457.79.
4.	By tender and contract.


HUDSON BAY FISHERIES.
Mr. A. K. MACLEAN:: 1.	Was any person employed by the Government of Canada during the year 1913 to make a survey or report of the fishery resources of Hudson bay ? If. so, whom and what is his occupation?
2.	Did such person have any experience in, or qualification for, such work? If so, what experience or qualification?
3.	By whom was he recommended to the Government, what remuneration did he receive and what were his exact duties?
4.	Did he perform any service whatever for such remuneration? If so, what?
5.	Did he make any report to the Government upon the fisheries of Hudson bay? If so, is the same available to the House?


Mr. HAZEN:: 1.	Yes, to make a preliminary survey. Professor J. B. McCarthy, M.A., MSc., of University of King's College. Professor cf Science.
2.	He was well qualified on account of his scientific training.

3.	The * department being aware of his scientific qualifications, asked him if he would undertake the investigation. $200 per month. To procure sufficient preliminary information regarding the fishes, and food of fishes in the bay to enable an intelligent decision to be reached as to the desirability of this year sending a vessel to the bay to make a thorough fisheries survey thereof.
4.	Yes. He went on the Beothie to Hudson bay, and gained such information as the conditions permitted.
5.	He did not make a report regarding the fisheries of Hudson bay itself, as the conditions were such that he could not carry
'on investigations when sailing across it.


BATHURST HARBOUR DREDGING.
Mr. TURGEON:: 1.	What was the quantity by cubic yards of dredging done by dredge Saint Dawrence in Bathurst harbour, both on the outside bar and inside bar during the months of July, August, September and October, 1913?


Mr. ROGERS:: July, 17,400 cubic yards; August, 21,200 cubic yards; September, 13,200 cubic yards; October, 11,200 cubic yards.


Mr. TURGEON:: 1.	What is the quantity in cubic yards of dredging done in Bathurst harbour by the contractors during the season of 1913?


Robert Rogers: 226,080 cubic yards.


Mr. TURGEON:: 1.	Why was the dredge Kestigouclie taken away from Bathurst harbour last July and August?
2.	Where was said dredge operating during those months?


Mr. ROGERS:: 1.	Material at Bathurst proved to be difficult for this dredge, and she was replaced by the bucket ladder dredge St. Lawrence.
2.	On urgent work on The Horseshoe and The Lump, Miramichi Bay, July 18 to August 27, and on Restigouche river August 29 to November 4.


BATHURST PUBLIC WORKS.
Mr. TURGEON:: 1.	Who is the local foreman in charge of public Works at breakwater of Shippegan Gully, Gloucester county, N.B.?


Robert Rogers: Sam. G. Robichaud.
[Mr. Hazen. 1


CUSTOMS OFFICERS, GLOUCESTER. X. B.
Mr. TURGEON:: Did the sub-collectors of customs at Lameque (Shippegan) and Tracadie, Gloucester county. N. B., obtain permission from the Minister of Customs to offer as candidates in the municipal election in Gloucester county in October, 1913?


John Dowsley Reid: No.


FISHERIES ADVISORY BOARD.
Mr. A. K. MACLEAN:: Wbat amount has been paid to date to Gideon A. Hemeon as a member of the Fisheries Advisory Board, for allowance and for expenses, respectively?


Mr. HAZEN:: Allowance, $220; expenses, $202.80.


Alexander Kenneth Maclean: What amount has been paid to date to W. C. Smith of Lunenburg, N.S., as a member of the Fisheries Advisory Board, for allowances and for expenses, respectively?


John Douglas Hazen: Allowance, $210; expenses, $185.70.


Mr. W. A. CHISHOLM:: 1.	Who are the members of the Fisheries Advisory Board, and what are their home addresses.
2.	What salaries do they receive, respectively, if any?
3.	What amounts have been paid to each member of the board, for travelling and other expenses?


Mr. HAZEN:: 1.	C. H. B. Longworth, Charlottetown, P.E.I.; H. B. Short, Digby, N.S.; Gideon Hemeon, Arnold, N.S.; W. C. Smith, Lunenburg, N.S.; Andrew King, Halifax.
N.S.; F. T. B. Young, Caraquet, N.B.; Andrew B. Carson, Rexton, N.B.; P. P. Russell, St. Andrews, N.B.; Azade Ar-seneault, Grindstone, M.I.; D. R. Reid, Selkirk, Manitoba; John E. Sinclair, Prince Albert, Sask.; C. D. Melvill, Edmonton, Alta.; D. M. McIntyre, Victoria, B.C.; F. H. Cunningham, Chief Inspector of Fisheries, New Westminster. B.C.; the Deputy Minister of Marine and Fisheries, chairman, Ottawa; the Deputy Minister of Naval Service, Ottawa; the Superintendent of Fisheries, Ottawa, the Commissioner of Fisheries, Ottawa; the Assistant to the Superintendent of Fisheries, Ottawa; the Expert in the Curing and Handling of Fish, Ottawa.
2.	No salary, but the outside members receive an allowance of $10 per day, and travelling expenses when attending the meetings of the board, or the committees thereof.
3.	C. H. Longworth, $224.56; H. B. Short, $225.90; Gideon Hemeon, $202.80;

Captain W. C. Smith, $185.70; F. T. B. Young, $191.21; A. B. Carson, $129.80; p. P. Russell, $154.10; Azade Arseneault, $151.85; D. F. Reid, $199.50; J. E. Sinclair, $288.75; C. D. Melvill, $359.40; D. M. McIntyre, $475.


SHELBURNE COUNTY FISHERIES.
Alexander Kenneth Maclean: What amount was paid to George T. Walls, fishery overseer, Shelburne county, N. S., In the years 1912 and 1913 respectively, for salary or allowances, travelling fees or mileage, and other disbursements?


John Douglas Hazen: 1912, wages, $50; expenses, $150. 1913, wages, $150; expenses, $1,502.83.


Alexander Kenneth Maclean: What amount was paid during the years 1912 and 1913 respectively, to the following fishery guardians in the county of Shelburne, N.S.; George Loughwest, Lockport; Bertram O. Bower, Upper Ohio; Sydney Smith, Jordan Falls; Fred Poole, East Jordan, and H. C. Dash, Louis Head, for salary and allowances, travelling fees or mileage, and other disbursements?


John Douglas Hazen: George Loughwest, nil; B.
O.	Bower, nil. Sydney Smith, 1912, wages, $30; 1913, wages, $30. Fred. Poole, 1912, nil; 1913, wages, $16.67. H. C. Dash, 1912, wages, $59; 1913, wages, $119.55.


FENIAN RAID BOUNTIES.
John Howard Sinclair: Prior to December 31, 1913, how many veterans applied to the Department of Militia and Defence for a bounty under the provisions of the Fenian Raid Volunteer Bounty Act, and how many of said veterans were paid such bounty prior to said date?


Mr. HUGHES:: 1. Prior to December 31, 1913, 34,050 veterans applied to the Department of Militia and Defence for a bounty under the provisions of The Fenian Raid Volunteer Bounty Act.
2.	To be answered by Department of Finance.


Mr. BOIVIN:: 1.	How many Fenian Raid Veterans have received the Government Grant of $100 provided for by law?
2.	How many requests have been refused?
3.	How many requests are still under consideration?


Mr. HUGHES:: 1.	I would ask that the first question stand, inasmuch as the answer is not ready and belongs to another department.
2.	3,405.	.	if ilHlj3.	14,337.	f'S i'll!


John Howard Sinclair: Has the Government considered the advisability of amending the Fenian Raid Volunteer Bounty Act, so as to make ProY*-sion for the payment of the bounty to the widows of veterans who departed this life prior to Anril. 1912?


James Joseph Hughes: The Act will be amended, if necessary, to meet every case not settled yet.


POULSEN WIRELESS STATIONS.
Rodolphe Lemieux: [DOT]
1.	What progress has been made in connection with tlie proposed establishment of the
Poulsen wireless?	__
2.	Have any stations been built in Canada.
If so, where?


Mr. PELLETIER:: 1.	The whole thing is well under way.
2.	A station is being built in Newcastle, N.B.


GREAT LAKES NAVIGATION.
Rodolphe Lemieux: Is it tlie intention of the Government to appoint a commission to investigate the tions of lake navigation?


John Douglas Hazen: Soon after the. disaster which occurred on the Great Lakes in the month of November last, steps were taken to ascertain if it was the intention of the United States, whose shipping had sustained greater loss and damage than Canada's, to appoint any commission of investigation and inquiry, aud it was learned that there was no such intention. The Department of Marine believed that any inquiry, to be effective, should be international in its character; and in view of this, and of the further fact that it was informed that it was the intention of a member of tlie House at the present session to move for a parliamentary committee of inauiry, it was not decided that the appointment of a commission was desirable or necessary.
The following Canadian vessels, which were stranded during the storm on the Great Lakes during the month of November, were the subject of investigation by the Wreck Commissioner:
SS. Turret Chief, owned by the Canadian Lake and Ocean Navigation Co., Ltd., of Montreal; stranded on Keweenaw I'0hit, U.S.A., in lake Superior, at 4 a.m., 8th November, 1913, and still remains there Crew all saved. Formal investigation held November 21 at Kingston. Master censured by court.

SS. Acadian, owned by the Canadian Interlake Line, Limited, Toronto; stranded on shoals near Sulphur island, Thunder bay, U.S.A., in lake Huron, at 4.20 p.m., November 9, 1913. Crew all saved. Towed off November 19, and is now undergoing repairs. Formal investigation held in Toronto, January 30, 1914. Finding not yet rendered.
These two appear to be the only Canadian vessels whose crew's were saved, and direct evidence as to casualty obtainable.


PARCEL, POST.
*Mr. LEMIEUX:: 1.	What progress has been made towards the establishment of parcel post?
2.	Have the rates been fixed? If so, what are they?
3.	What additional compensation, if any, is to be paid to the railway companies? v


Mr. PELLETIER:: 1.	The progress made is such that parcel post will be an accomplished fact on February 10
2.	The rates have been fixed and are contained in the regulations of which they form a part. The Postmaster General laid these regulations on the table of the Etouse a few days ago.
3.	The department at the same time has succeeded in settling the question of the transportation of parcel post with the railway companies, and the other long outstanding and difficult question of the general increase, over which the railway companies have been so keen and insistent for a number of years. The demand of the railway companies in this respect was for an increase of about $4,000,000, and moreover, for compensation in connection with parcel post, but the whole matter has been settled by the adoption of a car mile instead of a track mile basis, and the Accounting branch of the Post Office Depart-partment estimates that this increase will be about $786,000 for 1914-15. No special or additional compensation will be paid to the railway companies on account of parcel post.


ROYAL SOCIETY OF CANADA.
Rodolphe Lemieux: Is it the intention of the Government to erect a public building for the Royal Society of Canada?


Robert Rogers: A petition was presented by the Royal Society to the Minister of Public Works asking that accommodation should be provided for it in the new depart-
mental buildings on Wellington street. The matter is under consideration.


KITSILANO INDIAN RESERVE.
Mr. OLIVER:: 1.	Has the Kitsilano Indian Reserve in British Columbia been acquired by the Dominion Government?
2.	If so, at what price and on what terms has it been acquired?
3.	To whom has the price, if any, been paid?
4.	What disposition does the Government intend to make of the land in the reserve, if it has acquired such land?


Mr. ROCHE:: 1.	No.
2,	3 and 4 answered by No. 1.
ORIENTAlL immigration.


Mr. OLIVER:: Is the order in prohibiting the entry of skilled or unskilled labourers at certain British Columbia ports so administered as to prevent the entry of Chinese and Japanese labourers?


Mr. ROCHE:: The regulation contained in P. C. 2642 was made under the authority of subsection 3, of section 38, of the Immigration Act, 9-10 Edward VII, and applies to Chinese immigration only in so far as it is not inconsistent with the provisions of Chapter 95, R.S.C., 1906, as amended by Chapter 14, 7-8 Edward VII. In view of the existing agreement with Japan, and in order to give the Japanese authorities an opportunity to advise their subjects of the change in regulations,, immigration officials at Vancouver and Victoria were notified not to enforce provisions against Japanese sailing before December 27, 1913.


Frank Oliver: Why were certain Hindus recently admitted to Canada on an order of Chief Justice Hunter, instead of being excluded under the authority-vested in the Minister of the Interior by section 23, of the Immigration Act?


William Roche: The Hindus referred to were not admitted by order of Chief Justice Hunter, but the proceedings taken to exclude them failed, because, upon a writ of Habeas Corpus, the Honourable Chief Justice held that Orders in Council 920 and 926, under which it was sought to exclude such Hindus, were not authorized by the Immigration Act, and consequently that the provisions of section 23 of said Act did not apply to proceedings under said Orders in Council, the same not being proceedings under the authority and in accordance with

the provisions of said Act, In view of this decision, new Orders in Council have been passed to overcome the objections.


IMMIGRATION REGULATIONS.
Mr. OLIVER:: 1.	At what date of the year 1913, were the provisions of Order in Council No. 924, dated May 9, 1910, and requiring immigrants to have in their actual or personal possession on their arrival in Canada the sum of twenty-five dollars ($25.00) suspended or relaxed?
2.	For what period was such suspension or relaxation continued?
3.	In what terms was notice of such suspension or relaxation conveyed to the officers of the department?


William Roche: [DOT]
1.	Between the first day of April and the last day of September, 1913.
2.	The concession was withdrawn on the 3rd of May, 1913, so far as it concerned railroad and general labourers going to the province of British Columbia. It was also withdrawn on the 28th of May, as touching all labour going to Manitoba, Saskatchewan, Alberta and British Columbia, and on the 6th of June the relaxation of P. C. 924 was entirely withdrawn as touching immigrants arriving on and after the 30th of that month.
3.	In two circular letters, dated the 12th of March, 1913, reading:
(a)	The Superintendent of Immigration hereby gives notice that the money qualification will be waived this year, between the 1st April and last day of September, in favour of persons coming from Great Britain or Ireland, to assured permanent employment in Canada, who have in their possession a card of consent signed by any of the regular Departmental Agents in Great Britain or Ireland, and who pass the medical examination and have the means of reaching their employment.
This concession will be construed strictly by port agents as applying exclusively to natives or citizens of Great Britain and Ireland.
(b)	The Superintendent of Immigration hereby gives notice to all concerned that between the 1st of April, proximo, and the last day of September, this year, railroad and general labourers will be admitted to Canada without money qualification, if coming to assured permanent employment, provided they are natives or citizens of Great Britain, or Ireland, or if natives or citizens of some other European country, provided they come by a continuous Journey from that country, and provided also:
(1)	'They pass the usual medical examination at port of landing.
(2)	Have documentary or other sufficient evidence of definite employment to go to.
(3)	Have the means of reaching place of employment in Canada, and,
(4)	They are not persons of Asiatic origin. The above concessions will cease without
further notice on the last day of September, 1913.


IMMIGRATION STATISTICS.
Mr. OLIVER:: 1.	What number of immigrants from the British Isles arrived during each of the calendar years 1911, 1912, 1913?
2.	What number of immigrants from the continent of Europe arrived in Canada during each of the calendar years 1911, 1912 and 1913?
3.	What number of immigrants from the United [DOT] States arrived in Canada during each of the calendar years 1911, 1912 and 1913?
4.	What number of people left Canada as immigrants to the United States during the calendar years 1911, 1912 and 1913?


Mr. ROCHE:: 1.	1911, 144,076; 1912, 145,859; 1913, 156,984.
2.	1911, 75,184; 1912, 109,802; 1913, 146,135.
3.	1911, 131,114; 1912, 140,143; 1913, 115,751.
4.	No figures available.


Frank Oliver: How many Chinese immigrants arrived in Canada during each of the calendar years 1911, 1912 and 1913?


William Roche: 1911		 6,817
1912		 7,146
11 month3 of	1913	 5,988
Complete returns for December, 1913, not yet available.


Frank Oliver: How many Japanese immigrants arrived in Canada during each of the calendar years 1911, 1912 and 1913?


William Roche: 1911		 727
1912		 675
1913		 886
Mr.- OLIVER:
How many Hindu immigrants arrived in Canada during each of the calendar years 1911, 1912 and 1913?


William Roche: 1911		 14
1912		 5
1913		 88


EMPLOYMENT OF JOSHUA FLETCHER.
Frank Oliver: Is Joshua Fletcher in the employ of the Department of the Interior in the Grand Prairie Land Agency.


William Roche: Yes.


CANADIAN OFFICE IN LONDON.
[Stage Direction]
"'Mr. LEMIEUX:
Has the Government leased or purchased any site in London, England, with a view to transfer the Canadian office from its present site at 17 Victoria street?
Robert Laird Borden: The Government have
not purchased or leased any such site in London.


GEORGIAN BAT CANAL.
Rodolphe Lemieux: Has the Government received a copy of the following resolution passed on Friday, December 26, 1913, at 8 p.m., by the Executive Board of the Cliambre de Commerce, of Montreal?
Your commission has apprised itself of all that has been said, written and made since twenty years by the Chamber and outside of it on the Georgian Bay canal question, since fifty years, that this question has been before the public, and, after deliberation, it recommends the adoption of the following resolution. It also recommends that copies of this resolution be forwarded to all public bodies, commercial and municipal, in order to obtain their help and adherence, and, thereby, assume the success of energetical, powerful and decisive pressure on the Government.
Whereas, the necessity of the construction of Georgian Bay canal is now so well acknowledged by all, that further arguments in its favour are now useless.
2.	Whereas, the federal Government has already obtained all the necessary information as regards its possibility, its cost and the results which would be brought by the fulfilling of this great national enterprise,
3.	Whereas, the leaders of the different governments at Ottawa have declared themselves in favour of the project
4.	Whereas, at its last session, the Government announced that the canal would not be built until a new commission be appointed to ascertain the commercial results of the scheme, which commission was to make a report at the next session of Parliament
Whereas, the session is now at hand, and this commission has not yet been appointed;
Be it resolved, that the Chambre de Commerce du district de Montreal reiterates with energy its demand on the federal Government for the construction of the Georgian Bay canal within the shortest delay, and assurances of its building at the impending session.
6. That the Chambre de Commerce du district de Montreal protests with all its might against all measures which would entail delay in the realization of this great national project.
Humbly submitted,
A P. Frigon,
President of Special Commission.


Robert Laird Borden: Yes.


THE STEFANSSON EXPEDITION.
Mr. OLIVER:: 1.	When was the steamer Karaluk last heard from?
2.	Where was she at that time?
3.	What was her condition then?

4.	When was Mr. V. Stefansson last heard from?
5.	Where was he then?
6.	What was his condition at that time?
7.	What were his intentions then?
S.	What steps were taken to satisfy the Government that the reports of unfitness of the Karaluk for the work of the expedition, circulated before her departure for the Arctic, were unfounded ?


John Douglas Hazen: 1,	2, 3, 4, 5, 6 and 7. The last report from Mr. V. Stefansson was dated from Point Barrow, October 30. He stated that the Karaluk which had been supposed to be frozen in for the winter, had drifted out with the ice pack on September 23. The ship was then in good condition. Mr. Stefansson intended to proceed east and explore the MacKenzie delta, Banks land and possibly Prince Patrick island.
8.	Before recommending the purchase of this vessel, Mr. Stefansson had her inspected by Captain Pedersen, a whaling captain of experience, and by shipping inspectors, and stated that she was the best vessel available for the expedition.
On leaving Victoria Mr. Stefansson stated that the vessel had been extremely well repaired and outfitted, and that in the opinion of Captain Bartlett, who was familiar with Peary's equipment, and of Mr. Murray, who was familiar with Shackleton's, the expedition was equipped in more detail than either of the above. Mr. Stefansson's opinion was that the expedition was extremely well equipped for the work before it.


HOMESTEAD AND PRE-EMPTION ENTRIES.
Mr. OLIVER:: 1.	How many homestead entries were granted during each of the calendar years 1911, 1912, and 1913 in the three prairie provinces?
2.	How many pre-emption entries were granted during each of the calendar years 1911, 1912 and 1913?


Mr. ROCHE:: 1.	1911, 38,585; 1912, 35,226; 1913, 29,640. The returns from Peace river and Grand Prairie for the week ending December 31,. 1913, have not yet been received.
2.	1911, 10,583; 1912, 8,947; 1913, 6,483.


INTERCOLONIAL RAILWAY-CAP.
Mr. REID (Restigouche) :: 1.	What are the rental and other charges on cars and equipment of the Canadian Pacific railwaf in the service of the Intercolonial railway or handled by the latter railway?
2.	What are the rates or rental charges on passenger, baggage, dining, sleeping and express cars, and on freight and refrigerator cars and other cars, if any?

3.	What amount was paid to the Canadian Pacific Railway Company by the Intercolonial railway for the handling of Canadian Pacific railway passenger, dining, sleeping, express and baggage car service over the Intercolonial railway line between St. John and Halifax, during the period between April 1, 1913, and January 1, 1914?


Mr. COCHRANE:: 1.	On cars moved on the regular trains
and steamship specials between St. John and Halifax, by an agreement entered into in 1890 between the Canadian Pacific Railway Company and the Intercolonial railway, the Intercolonial railway hauls the passenger trains of the Canadian Pacific railway between St. John and Halifax, and collects the whole of the passenger earnings of such trains between those points, allowing the Canadian Pacific railway the following rates:	Sleeping cars, no charge;
dining cars, 60 per cent of 3c.; first-class cars, 60 per cent of 3c.; second-class cars, 60 per cent of 2c.; baggage cars, 60 per cent of 2c.; mail and express cars, 60 per cent of 2c.
2.	On cars hired by the Intercolonial
for its use and in the earnings from which the Canadian Pacific railway does not participate, the rate is:	First-class cars, according to seating capacity, $5, $7 or $8 per day; second-class, $5 per day; express and all mail cars, according to length, $3, $4 or $5 per day; the rate on all freight, box, refrigerator, flat, stock or tank cars is 45c. per day.
3.	The amount paid the Canadian Pacific railway during period from April 1, 1913, to January 1, 1914, is $18,516.55.


INTERCOLONIAL RAILWAY BRANCH LINES.
Mr. EMMERSON:: 1.	Is it the intention of the Government to introduce any legislation during the present session relating to the acquisition of branch lines connecting with the Intercolonial railway ?
2.	Does the Government, or the Department of Railways and Canals, propose to take any action, now or in the near future, with a view to securing by purchase or lease any one, or any of the branch lines connecting with the Intercolonial railway? If so, which of said branch lines?
3.	Are any negotiations now pending in that direction? If so, in relation to which particular railway or railways?


Mr. COCHRANE:: 1.	In view of the action of the Senate at the last session, it is not considered that the introduction of such legislation during the present session would be of any use.
2 and 3. Answered by No. 1.


John Howard Sinclair: Does the Government intend to provide for the construction of a branch line of the Intercolonial railway into Guysborough County, Nova Scotia, during the present session?


Francis Cochrane: The matter is under
consideration.


Mr. MARCIL:: 1.	Has any progress been made since last session towards the acquisition by the Government of the Quebec, Oriental and Atlantic, Quebec and Lake Superior railways, as feeders and branch lines of the Intercolonial railway? If so, what is it?
2.	If not, can any explanation be given, and what is it?


Mr. COCHRANE:: 1.	No.
2.	On account of the measure for the acquiring of such lines having been defeated by the Senate at the last session.


LETTER BOXES IN SOUTH BRUCE.
Mr. KYTE:: 1.	What is the population of the village of Chesley, South Riding of Bruce?
2.	Have letter boxes been placed on the streets of Chesley by the Post Office Department? If so, how many and on what date were they placed there?


Mr. PELLETIER:: 1.	When the last census was taken, the population was 1,734.
2.	Six street letter boxes were erected in Chesley on the 17th October, 1913.


Mr. KYTE:: 1.	What is the population of the town of Walkerton, South Riding of Bruce?
2.	Have letter boxes been placed on the streets? If so, how many and on what date were they so placed?


Mr. PELLETIER:: 1.	The last census gives, the population of Walkerton, in the ISouth Riding of Bruce, as 2,601.
2.	On the 30th April, 1913, seventeen street letter boxes were erected in Walkerton.


EGANVILLE POST OFFICE.
Mr. GRAHAM:: Has the Government fully decided to erect the Eganville post office on the north side of the river in that village?


Robert Rogers: Yes.
H. P. DUCHEMIN.	m


John Howard Sinclair: Why has the order of the House passed on the 29th day of January, 1913, calling for



papers relating to H. P. Duchemin, not been complied with?


Mr. PEELEY:: The papers in answer to this order were brought down in the House of Commons by the Secretary of State, on the 22nd January, 1914.


ST. PETER'S RESERVE.
Mr. OLIVER:: 1.	Have patents been issued by the Indian Department to all the purchasers of lands on the St. Peter's Indian reserve. Manitoba?
2.	If any have not been issued, who are the several purchasers affected?
3.	If patents have not been issued, what is the reason?


Mr. ROCHE:: 1.	No.
2.	H. Kolurznick, J. A. Dyma, The Selkirk and Northern Land Company, John Swerthen, The Western Trust Co., W. Kosack, A. B. Funk, W. McCorrister, F. W. Kooker, Wm. Rird, Chas. Bird and J. Cessford, H. Sable, L. J. Sohalme, Peter Bear, H. Moortignowich, O. S. Jones.
3.	It is not at present considered advisable to issue patents to lands on the St. Peter's reserve.


DRILL HALL AT EDMONTON.
Mr. OLIVER:: 1.	(a) Has a contract been let for the construction of a drill hall at Edmonton? (b) If so, what is the amount of the contract, and (c) who is the contractor?
2.	When is the building to be commenced, and when completed?
3.	Has the city of Edmonton donated a suitable site?


Mr. ROGERS:: 1.	(a) Yes; (b) $286,000, and for additional concrete, if required, $15 a cubic yard; (c) P. Lyall & Sons, Construction Company.
2.	Contractor may start operations immediately; building to be completed by 8th January, 1916.
3.	Yes.


ATHABASKA LANDING-FORT MCMURRAY TELEGRAPH.
Mr. OLIVER:: 1.	To what distance and to what point has the proposed telegraph line between Athabaska Landing and Fort McMurray been completed?
2.	Between what points is the line in operation?
3.	When was construction commence^.
4.	What amount has been expended on construction to date?
Mr. loGERS:
1. Line completed to Duncan's Creek, 57 miles, beyond which point the right-of-way has been cleared for a further distance of 42
	.
miles to a point 20 miles south of Pelican Rapids.
2.	No offices yet established on the line.
3.	June 5, 1912.
4.	$27,004.43.


MAIL BAG LOCK.
*Mr. LEMIEUX:: 1.	Has any mail lock been patented since the 19th of March, 1913?
2.	If so, under what number?
.3. Who are the patentees?


Mr. BURRELL:: 1.	Yes.
2.	No. 151,043.
3.	Mr. F. W. Carling.	.


BREAKWATER, LITTLE RIVER EAST.
*Mr. LEMIEUX:: 1.	Is it the intention of the Government to build a breakwater at Little River East, county of GaspA?
2.	Have any tenders been received for same?
3.	If so, from whom and what is the amount of the tender in each case?
4.	Has any contract been awarded? If so, to whom?


Robert Rogers: 1 and 2. Tenders have been received for the construction of this breakwater, and are now under consideration.
3 and 4. As the contract has not yet been awarded, it is not customary to give this information.


QUEBEC QUARANTINE INSPECTORS.
*Mr. LEMIEUX:: 1.	How many medical inspectors have been appointed in connection with the quarantine immigration offices at the port of Quebec since the 1st of October, 1911?
2.	What are the names and salaries respectively?
3.	How many were employed during the
year 1910?	.


Mr. ROCHE:: 1.	Eleven medical immigration inspectors.
2.	Dr. Jos Dobbin, $600 per annum; Dr. Arthur Leclerc, $500 per annum; Dr. J. P. DeBlois, $500 per annum; Dr. Albert Jobin, $500 per annum; Dr. Albert Drouin, $500 per annum; Dr. V. Martin, $500 per annum; Dr. W. Verge, $500 per annum; Dr. Emile Dupont, $600 per annum; Dr. J. L. Gilbert, $600 per annum; Dr. Pierre Lagueux, $600 per annum; Dr. J. E. Grondin, $600 per annum.
3.	Five.
, MARGAREE HARBOUR.


Mr. A. W. CHISHOLM:: 1. What amounts have been spent by the Government of Canada on harbour improve-

ments at Mai'garee harbour, Inverness county, N.S., since 1872?
2.	"What amounts have been spent on repairs to piers and wharfs at this harbour?


Robert Rogers: Dredging, $6,805.93; construction and improvements, $54,101.79; repairs, $7,857.79; total, $68,765.51.


PORT HOOD PUBLIC WHARF.
Mr. A. W. CHISHOLM:: What amounts have been .spent] by the Federal Government in building and repairing
the public wharf at Port Hood, Inverness county, N.S.?


Robert Rogers: Construction, $52,695.07;
repairs, $17,477.14; total, $70,172.21.


GUYSBOROUGH PUBLIC WHARFS.
John Howard Sinclair: What is the gross amount expended by the Government on public wharfs of all kinds in the county of Guysborough, N.S., since October 11, 1911, excluding all expenditures provided for in estimates submitted to Parliament prior to October, 1911?


Robert Rogers: $10,733.84, as follows:
Burying island, $50; Cole harbour, $1.31; Cunningham's point, $508.42; Drum Head, $492.94; Ecum Secum, $687.65; Melford, $7,702.38; Middle Country Harbour, $21; Milford Haven, $315.05; Port Beckerton, $450.44; St. Mary's river, $504.65; total, $10,733.84.


AID TO RAILWAYS.
Mr. SINCLAIR:: 1.	What is the gross amount of railway subsidies authorized by Parliament since the present Administration came into power?
2.	Since October, 1911, what amount has been loaned or advanced by the Government to railway companies?
3.	Since October, 1911, what is the gross amount of liability assumed by the Government in guaranteeing the bonds or securities of railway companies?
4.	What is the amount paid by the Government up to December 31, 1913, in connection with survey or construction of the Hudson Bay railway and terminals?


Francis Cochrane: Subsidies authorized
by chapter 48, the Railway Subsidies Act, 1912, sections 2 and 3; and chapter 9, 1912, section 2. (Copies of acts attached.)


WOODEN RAILWAY CARS.
[Stage Direction]
*Mr. EMlMERSON:
%
1.	Does the Government or the Department of Railways and Canals contemplate discontinuing the construction or purchase of freight or passenger cars constructed of wood, and to substitute therefor cars constructed of steel?
2.	Is the matter under consideration?
23i	[DOT]
Mr. COCHRANE:: 1.	The department has not decided to discontinue the building or buying of ears constructed of wood.
2.	Answered by No. 1.


NEW WESTMINSTER POSTMASTERSHIP.
*Mr. MURPHY:: 1.	Has Postmaster J. W. McDonald of New Westminster, B.C., been removed from office?
2.	If so, was an investigation held?
3.	If no investigation was held, what were the reasons for the postmaster's dismissal?
4.	Who has been appointed to succeed him?


Louis-Philippe Pelletier: The New Westminster post office was lately made a city office, and, consequently, new appointments had to be made by Order in Council. On recommendation of the member representing the constituency, Mr. D. J. McQuarrie was appointed postmaster.


TECHNICAL EDUCATION.
*Mr. MURPHY:: 1.	Is it the intention of the Government to
give effect to the recommendations contained in the report of the Technical Education Commission?	*
2.	If so, will action to that end be taken at the present session of Parliament?


Mr. CROTHERS:: 1.	The latter parts of the report were delivered to the printer about the 12th day of January, 1914, and assurances have been received that printed copies of the complete report will be available about the 10th of February, 1914.
2.	The intention of the Government will be announced in due course.


EXTERNAL AFFAIRS-LEGAL ADVISER.
*Mr. MURPHY:: 1.	Has a legal adviser been appointed by the Government for the Department of External Affairs?
2.	If so, what was the date of his appointment, and what are the duties and salary attaching to the position?
3.	Under what section of the Civil Service Act was the appointment made?


Mr. BORDEN:: 1.	Yes.
2.	Date, April 15, 1913; duties, considering and reporting upon the legal aspects of questions coming before the department; salary, $3,000.
3.	Under sections 21 and 33 of the Civil
Service Amendment Act, 1908.	,


Sir WILFRID LAURIER:: Would my
right hon. friend object to stating who the appointee is, though that question is not included in the notice?


Robert Laird Borden: Mr. L. C. Christie.


Mr. MURPHY:: Of Ottawa?


Robert Laird Borden: He is a native of Nova
Scotia. He had a university education at one of the universities in Nova Scotia- Acadia, I think. He is a graduate in law of the University of Harvard. He had some experience in a law office in the United States, and, I think, about three years in the Department of Justice of the United States.


Mr. MURPHY:: 1.	Has the attention of the Government been directed to the published reports of a speech alleged to have been delivered by the Hon. Geo. E. Foster, Minister of Trade and Commerce, at Smith's Falls, Ontario, on December 9, 1913, in which the honourable gentleman is reported to have said.-
' The Lord 'knows we jhave had enougji commissions. They are as plentiful as blackberries. Commissions are wandering around the country wasting good ink and paper preparing reports which are laid on shelves and nothing done with them.'
2.	How many commissions have been appointed since December 9, 1913, and what duties have been assigned to each?
3.	Who are the members of the respective commissions appointed since the said date?


Robert Laird Borden: 1 and 2. On the 20th December, 1913, John McDougald, Commissioner of Customs, Charles C. James, Agricultural Commissioner, and Robert H. Coats, Chief Statistician Department of Labour, were directed to make an inquiry into the increase in the cost of living in Canada and into the causes which occasion or contribute to such result. On the 22nd day January, 1914, Mr. J. U. Vincent, Assistant Deputy Minister Inland Revenue, was appointed a member of the Board so constituted.
3.	With the exception of the said Board no Commissions have been appointed since the 9th December, 1913. Copies of the Orders in Council above mentioned and of a letter written by the Prime Minister to the Chairman of the said Board, together with his reply, are as follows:-
'Upon a memorandum from the Prime Minister setting forth that representations have been made to the Government by the governing bodies of several of the cities of Canada and by other representative bodies and persons asking that an investigation be made into the increase in the cost of living in Canada and into the causes which have occasioned or contributed to such result;
' The Prime Minister reports that having conferred with the Minister of Customs, the Minister of Agriculture, and the Minister of Labour, he has been informed by them that

such an investigation in the first instance might be made by permanent officials of the Government, and that they recommend that John McDougald, Esquire, Commissioner of Customs, Charles C. James, Esquire, Agricultural Commissioner, and Robert H. Coats, Chief Statistician of the Department of Labour, should conduct such inquiry and report thereon as soon as possible.
' The Prime Minister, therefore, recommends that such an investigation be made forthwith and that the Minister of Customs, the Minister of Agriculture and the Minister of Labour be authorized to instruct the said officials to enter upon such investigation and to co-operate for that purpose, employing and utilizing all information which may be available In the several departments of the Government and obtaining such further data and information as may be necessary or useful for the purposes aforesaid, and that the said officials report upon the matters aforesaid with the least possible delay.
The Prime Minister further recommends that John McDougald, Esquire, act as convener and Chairman of the Board so constituted.
' The committee concur in the foregoing and submit the same for approval.
Rodolphe Boudreau,
Clerk of the Privy Council.
' The Committee of the Privy Council, on the recommendation of the Right Honourable the Prime Minister, advise that Joseph Ulric Vincent, Assistant Deputy Minister of Inland Revenue, be appointed a member of the board authorized to be constituted by the Order In Council of the 20th December, 1913, for the purpose of inquiring into and reporting upon the increase in the cost of living in Canada and the causes which have contributed to or caused the increase.
Rodolphe Boudreau, Clerk of the Privy Council.'
Ottawa, January 8, 1914.
Sir,-In connection with the investigation which is being carried on by yourself and by Messrs. C. C. James, C.M.G., and R. H. Coats, I desire to inform you that in case you and your colleagues in the inquiry should find it desirable or convenient to be invested with power to subpoena witnesses to examine them on oath or affirmation and to send for persons, papers and records, the necessary Order in Council for that purpose will be passed and submitted for the approval of His Royal Highness the Governor General, xr, In addition to the powers alluded to, you should find it convenient or desirable to be invested with any other powers within the scope and meaning of the Enquiries Act and the amendments thereto, the Government will be glad to have your suggestions and will give immediate consideration and attention thereto.
Yours faithfully,
(Sgd.) R. L. Borden. John McDougald, Esq., C.M.G.,
Chairman of Commisison to
Investigate the High Cost of Living,
Ottawa.	0
Board of Inquiry into Cost of Living,
Regal Building, Ottawa, Canada,
January 12, 1914.
Sir,-I have the honour to acknowledge the receipt of your letter of the 8th instant regarding additional powers in connection with the

investigation into the cost of living if found desirable or convenient by the Board of Inquiry.
In reply I am to state that your letter has been placed before the members of the Board for their information.
I have the honour to be, sir,
Your obedient servant,
(Sgd.) John McDougald. Right Hon. R. I,. Borden, P.C., K.C.,
Prime Minister,
Ottawa, Ont.


Mr. VERVILLE:: 1.	Has the Government passed an Order in Council to the effect of preventing or prohibiting labourers or artisans from being imported or from entering British Columbia?
2.	If so, at whose request was the Order in Council passed and for how long?
3.	Is it the intention of the Government to pass a similar Order in Council to apply to all the other provinces? If not, why not?


Mr. ROCHE:: 1.	At certain ports yes.
2.	Recommended by the Minister of the Interior.
3.	The policy of the Government will be announced in due course.


Mr. VERVILLE:: 1.	Is the Government aware that contractors doing work for the Department of Public Works in Montreal are not paying the wages specified in the fair wages clauses?
2.	Has any representations been made in that respect? If so, by whom and when?
3.	Has the question been settled? If so, when?


Mr. CROTHERS:: 1.	Complaint has been made to thg Department of Labour regarding rates of wages paid on two contracts of the Department of Public Works in the city of Montreal, as follows:-(1) structural steel workers employed on the customs examining warehouse building; and (2) carpenters employed on postal station ' F.'
2.	Both of the foregoing complaints were
made through the Montreal Building Trades Council, the former in November and the latter on December 29.	.
3.	Both complaints have been investigated by the Department of Labour, and are now in process of adjustment.


Mr. BUCHANAN:: 1.	Has the Minister of Interior been requested to cancel the payments due on preemptions in Alberta?
2.	If so, what action has the minister taken or does he intend to take on the matter?


Mr. ROCHE:: 1.	Yes.
2.	This matter is under consideration at the present time.


Mr. BUCHANAN:: 1.	Has any lease been made of the Blood Indian reserve in. Alberta for grazing purposes? If so, to whom?
2.	Was a request made on behalf of any farmers for the privilege of leasing this reserve for grazing purposes? If so, what action has been taken on this request?


Mr. ROCHE:: 1.	The former lease to the Donald McEwan Company has been extended temporarily.
2.	Yes. No definite action has been decided upon with reference to grazing privileges for this reserve.


Mr. BUCHANAN:: 1.	Is the Government aware that it is proposed to pipe natural gas out of the province of Alberta into the province of Saskatchewan?
2.	Is the control of the natural gas resources of Alberta possessed by the Dominion Government?
3.	Has the Government been asked to prevent the piping of natural gas out of Alberta, in order to conserve the supply?
4.	What action does the Government purpose taking to meet the requests from Alberta?


Mr. ROCHE:: 1.	Representations have been made to the department that such action is proposed.
2.	Yes, under vacant lands of the Crown and under lands which have been disposed of but in connection with which the mines, minerals and mining rights have been reserved to the Crown.
3.	Yes.
4.	There is nothing in the Dominion Lands Act or in the regulations which have been framed thereunder which would appear to empower the Minister of the Interior to prohibit the piping of natural gas from Alberta to Saskatchewan.


Mr. MARCIL:: 1.	Has any action been taken by the Minister of Agriculture towards the establishment of an experimental farm or station or stations in Bonaventure county?
2.	If so, what has been that action? If not, why not?


Mr. BURRELL:: -
1.	No.
2.	The work of experimental farms is continually being expanded, and though it is

impossible to meet all the requests that are brought before him, the minister is giving these matters his best consideration.


Mr. MARCIL:: 1.	Does the Government intend paying the claims against the Baie des Chaleurs railway, the Atlantic and Lake Superior railway and the Quebec Oriental railway, reported favourable by the commissioner, Arthur Plante, Esq. ?
2.	When may such payments be expected, and what will they amount to?
3.	If any such payments are not to be made, why not?


Francis Cochrane: The matter is under
consideration.
fraserville harbour.


Mr. GAUVREAU:: 1.	Has the Department of Railways entered into a Anal understanding with the Public Works as to the improvements needed at Fraserville harbour?
2.	If so, when are the works to be started?


Mr. COCHRANE:: 1.	Yes.
2.	Plans and specifications are being completed after which tenders will be invited.


[Stage Direction]
* Mr. MURPHY:
1.	Who are the representatives of Canada at the International Conference on Safety of Life at Sea?
2.	What is the date of the Order in Council appointing them?
Mr. HAZEN:: 1.	Alexander Johnston, Deputy Minister of Marine and Fisheries.
2.	Order in Council is dated October 11, 1913.


Mr. LAW:: 1.	Did the Hon. Minister of Marine and Fisheries receive a message of congratulation from His Royal Highness, the Governor General, relating to the rescue of pas-engers and crew of the wrecked steamship Cobequid?
2.	If so, was this message telegraphed to the Press by the lion.[DOT]Minister of Marine and Fisheries, or by any one acting for the department.
3.	What are the names of the newspapers, if any, to which this congratulatory message was transmitted?
4.	Was the'fight on the buoy that marks Trinity Lodge, where the Royal mail steamer was wrecked, in commission at the time of the disaster ?
5.	If not, for how many days had this light been out of commission prior to the date of the disaster?

6.	Where was the Dominion Government Str. Lansdowne at the time the light was out?
7.	Were any changes made in the personnel of the officers or crew of the Lansdowne about the time of the wreck of the Cobequid? If so, what changes were made, and what are the names of the officers or crew so changed?


Mr. HAZEN:: 1.	Yes.
2 and 3. Yes, by the minister's private secretary, who handed a copy of the sa ne to a representative of the Press Gallery, who understood that it would be given to the newspapers generally.
3.	Answered by No. 2.
4.	No.
5.	The agent of the Department of Marine
and Fisheries at St. John was advised on the 7th January, and on the 8th January, it was advertised in St. John, Halifax, Yarmouth and Digby newspapers. Shipping Federation, of Montreal, was also notified and immediate action taken to restore the light.	'[DOT]	.6.	At St. John.	[DOT]7.	Yes. Mr. N. A. Withers, second officer of Lansdowne was promoted to chief officer of Aberdeen. Mr. Brickley, third officer of Aberdeen, promoted to second officer of Lansdowne.


Mr. BOULAY:: What amounts have been paid to the Quebec Government during the years 1912 and 1913 in virtue of the Bill for aid to agriculture, passed by the federal Government?


Martin Burrell: 1912, $69,741.20; 1913,
$69,741.20; total, $139,482.40.
Mr, E. LAPOINTE:
1.	Has the Government appointed officers with instructions to supervise the distribution and management of the federal subsidy intended for the provinces for agriculture?
2.	If so, what are the names of these officers and the provinces for which they have been appointed?
3.	Prior to granting to the provinces of a special subsidy for agriculture purposes, has the Government ordered an investigation or study, or caused information to be taken by one of their officers as to the situation and the agricultural wants in each of the provinces?
4.	If so, has such officer sent in a report?
5.	What parties have been consulted in each of the provinces?


Mr. BURRELL:: 1.	Yes.
2.	Dr. C. C. James generally, assisted by Mr. Chapais for the province of Quebec.
3.	Dr. C. C. James was appointed for the purpose.
4.	He reported to the Minister of Agriculture.

5.	The provincial departments of agriculture and the various agricultural educational authorities.


Mr. LEMIEUX:: 1.	What amount of money has been spent by the Federal Government since 1896 for the universal or international exhibitions which have been held the world over?
2.	What amount has the federal Government decided to spend for the San Francisco Exhibition?


Mr. BURRELL:: 1.	$2,129,132.05.
2.	This Government has decided to spend in connection with the Panama-Pacific International Exposition to be held in San Francisco a sum sufficiently large to insure a creditable representation of the resources and products of the Dominion and to that end Parliament will be asked during the present session to vote a substantial sum to be spent during the fiscal year 1914-15. The total amount to be spent cannot be decided until further information can be obtained as to the conditions to be met at San Francisco.


Sir WILFRID LAURIER:: 1.	Who was the representative of the Government of Canada at the Seventh International Purity Congress at Minneapolis, 7th to 12th November, 1913?
2.	Has he made a report to the Government?


Mr. BORDEN:: 1.	The Reverend William McDonald, David Allison, Esquire, and Lt-.-Col. A. P. Sherwood, C.M.G.
2.	No formal report has been received, but a letter was received from one of the Commissioners and another of the Commissioners made an oral report to myself. It is expected-that a formal report will be made later.


Wilfrid Laurier: L Who are the members of the British Columbia Better Terms Commission, and when were they appointed?
2.	Who is the Secretary?
3.	Has the Commission had any sittings? If tso, when and where?
4.	Are the sittings of the Commission public or private?
5.	Have they made any report?
6.	What is the detailed expenditure to date?


Mr. BORDEN:: 1.	The members of the Commission are Zebulon Aytoun Lash, of the -city of Toronto, one of His Majesty's Counsel learned
in the law, on behalf of the Government of British Columbia; Ernest Victor Bodwell, of the city of Victoria, one of His Majesty's Counsel, learned in the law. The Order in Council which established the Commission was passed on the 1st of February, 1913. The Order in Council which appointed the two gentlemen above mentioned was passed on the 26th March, 1913.
2.	Fred Cook, of the city of Ottawa, has been appointed secretary.
3.	The two members of the Commission so appointed had a meeting for the purpose of determining upon the third commissioner, but -they were unable to agree and a statement to that effect has been sent to the Right Hon. the Secretary of State for the Colonies.
4.	No instructions have been given to the Commission with regard to this matter. It is assumed that the meetings at which evidence is given and arguments are made would be open to the public, but that matter will be left to the determination of the Commissioners themselves.
5.	No.
6.	An advance of $1,500 for salary and incidental expenses has been made to the secretary, but there have been no other disbursements up to the present time.


Mr. A. K. MACLEAN:: 1.	Has the commission created to investigate the matter of the claims of the province of British Columbia for increased or additional provincial subsidies yet begun its woFk?
2.	If so, is its report or findings available, and when will it be submitted to Parliament?


Mr. BORDEN:: 1.	The first question has already been answered by the reply given to question 107.
2.	The commission has not yet made any findings or report except the report that the two commissioners .already appointed had been unable to agree upon the third commissioner. Therefore, no findings and no report are available.


Mr. E. LAPOINTE:: 1.	Has Alphonse Pelletier, food inspector, at Ste. Perpetue, ftiade any report since his appointment? If so, when?
2.	What is his salary?


Mr. NANTEL:: 1.	No reports have been made, but he has done duty in connection with the collection of food samples in December, 1912, July, 1913, November, 1913, January, 1914, which are the duties of his office.
2.	$300 per annum.


*Mr. E. LAPOINTE:: 1.	Has Joseph Dupont, excise officer at St. Roch des Aulnaies, made any report since his appointment? If so, when?
2.	What is his salary?


Mr. NANTEL:: 1.	Yes. Three, May 28, 1913, October 28, 1913, November 28, 1913. No seizures. He is a preventive officer.
2.	$200 per annum.
,ST. ANNE EXPERIMENTAL STATION.


Mr. E. LAPOINTE:: 1.	Has the Government secured new grounds for the extension of the Experimental Station at Ste Anne de la Pocatifire?
2.	If so, what is the area of those grounds, from whom have they heen bought and what is the purchase price?


Mr. BURRELL:: 1.	Yes.
2.	Area of grounds between 125 and 135 arpents. Land bought from Messrs. Prudent Martin, Alphonse Sirois and Emile Hudon dit Beaulieu. Purchase pr;ce $10,800.


Mr. GRAHAM:: 1.	What amount has been paid out by the Government to assist in removing level crossings, or eliminating the danger therefrom?
2.	Is it the intention of the Government to amend the statute relating thereto?


Mr. COCHRANE:: 1.	Amount paid out to January 1, 1914, $60,991.22.
2.	No.


Mr. DELISLE:: 1.	What amount was placed in the Estimates of 1911-1912 for the erection of a post office at St. Casimir, Portneuf, Que.?
2.	Is it the intention of the Government, or of the Minister of Public Works, to grant the petition of the citizens of St. Casimir towards the construction of said post office?


Mr. REID:: 1.	$5,000.
2.	This question will be answered when the Estimates are laid flfefore Parliament.


Mr. GAUVREAU:: 1.	Was Joseph Collin employed as superintendent of the works on the wharf at L'Isle Verte, Temiscouata, in 1912 and 1913? If so, for how many days in each of these years?
2.	What was his salary or wages per day?
3.	What total amount did he receive in 1912 and 1913?

4.	Has he supplied the Department of Public Works with lumber or other material?
5.	If so, for what amounts during 1912 and 1913 respectively?


John Dowsley Reid: .
1.	Yes. In season of 1912, 77f days. In 1913, 79 days.
2.	In 1912, $2.75 per diem; in 1913, $3.
3.	In 1912, $212.24; in 1913, $237.
4.	No.
5.	Answered by No. 4.


Mr. GAUVREAU:: Is it the intention of the Minister of Militia, together with the Public Works Department, to erect a drill hall at Fraserville, Temiscouata, Que., now that the 20th Battery has been organized in that place?


John Dowsley Reid: Under consideration.


Mr. GRAHAM:: 1.	Who is the contractor for the Transcontinental Railway shops at St. Malo, Que.?
2.	On what date was the Order in Council passed?
3.	On what date was the work commenced?-


Mr. COCHRANE:: 1.	Mr. Joseph Gosselin, of Levis, Que.
2.	October 8, 1913.
3.	September 17, 1913.
GRAND iTRUNK PACIFIC ARBITRATION?


Mr. GRAHAM:: 1.	Was Sir William White appointed sole arbitrator to adjust certain differences between the Government, or the Transcontinental Railway Commission, and the Grand Trunk Pacific Railway Company?
2.	If so, what was the date of his appointment?
3.	What were the matters submitted to the arbitration and award Of Sir William White?
4.	On what date did he make the award, and what were its terms?
5.	Have the terms of the award been carried out?
6.	If not, in what respect and for what reason have they not been carried out?


Francis Cochrane: The following information was supplied by the Transcontinental Railway Commission:
1.	Yes.
2.	December 11, 1912.
3.	(Par. 1). What is a fair rental for the use of that portion of the eastern division between Winnipeg and Lake Superior Junction, exclusive of the shops hereinafter mentioned, until the eastern division is completed sufficient for operation, within the intent and meaning of the Agreement and Acts hereinafter mentioned, with a ferry at Quebec ? (Par. 2). Are the shops at Transcona and repair shops at

divisional points, or any of them, to be regarded as a portion of the eastern division, within the intent and meaning of the Agreements of July 29, 1903, and of February 18, 1904, and Acts confirming same ? (Par. 3). If not, what is the proper rental for the use of such shops, or any of them, by the Grand Trunk Pacific Railway Company for any railway purposes they may desire, until the eastern division is completed sufficient for operation. (Par. 4). Or, if the arbitrator determines that the said shops, or any of them, are to be regarded as a portion of the said eastern division under said Acts, what is a fair rental for the use of that portion of the said railway between Winnipeg and Lake Superior Junction, inclusive of the said shops, or such of them as he finds are a portion the eastern division and inclusive of the right to the said company to use such shops for the purposes of the said eastern and western divisions of the said railway.
4.	(a). February 28, 1913-date of award. Terms are as follows: (b) Par. 1. Keeping in view the advantage that will accrue to the Grand Trunk Pacific Railway Company in acquiring business for its line of railway from Lake Superior Junction to Fort William and for its system west of Winnipeg from the use of the line between Winnipeg and Lake Superior Junction until the completion of the eastern division, and the advantages that will accrue to the said company in handling its construction material by that channel, and also keeping in view the amount of lake and rail business as compared to all rail business, I award, order and determine that a fair rental for the use of that portion of the eastern division between Winnipeg and Lake Superior Junction, exclusive of the shops at Transcona and repair shops at divisional points until the said eastern division is completed, sufficient for operation within the intent and meaning of the agreements of July 29, 1903, and February 18, 1904, and Acts confirming them which are referred to in the said memorandum of agreement of December 20, 1912, with a ferry at Quebec, is a sum equal to two per cent per annum upon the cost of construction of said portion of the eastern division; the said cost to be ascertained in the manner defined in paragraphs 15 and 16 of said agreement of July 29, 1903, and to include the cost of the items referred to in said paragraphs, but excluding and excepting the cost of construction in like manner of the said shops at Transcona and repair shops at
divisional points and of the lands required or used for said shops. In addition to the said two per cent, the Grand Trunk Pacific Railway Company until the said eastern division is completed as aforesaid, will at its own expense maintain and operate said portion of the eastern division and pay all charges for working expenditure as defined by paragraph 14 of the said agreement of July 29, 1903. Par. 2. With respect to the shops at Transcona, considering their location and the circumstances under which they were produced and furnished, and the specifications and interpreting the said agreements and Acts, in the light ot modern railway practice, and considering the contemplated use of the said eastern division by other railways, I award, order and determine that the said shops are to be regarded as and are a portion of the said eastern division within the intent and' meaning of the said agreements of July 29, 1903, and February 18, 1904, and Acts confirming the same. I further award, order and determine that all repair shops at divisional points are to be regarded as and are a portion of said eastern division within the intent and meaning of said agreements of July 29, 1903, and February 18,	1904,	of the Acts confirming the
same. I consider these are a material part of the railway and necessary for its proper and efficient operation. (Par. 3). In view of my award upon the second question submitted, the third question does not require a finding. (Par. 4.) The capacity and appointment of the Transcona shops are much beyond the needs of the line from Winnipeg to Lake Superior Junction, and no doubt in the interval before completion of the eastern division, and it may be for some time thereafter, the Grand Trunk Pacific Railway Company will avail itself for economic reasons of the use of these shops and outworks to take care of its power, rolling stock, tools and other equipment and materials used upon the line from Lake Superior Junction to Fort William and upon the western division, and upon such other lines or branches as it may construct from the eastern division. I award, order and determine that a fair rental for the use of that portion of the said railway between Winnipeg and Lake Superior Junction, inclusive of the shops at Transcona and repair shops at divisional points, and inclusive of the right of the Grand Trunk Pacific Railway Company to use such shops for the purposes of said eastern and: western divisions of said railway, is a sum-

equal to two per centum per annum upon the cost of construction of said portion of the said eastern division, to be ascertained in the manner defined in said paragraphs 15 and 16, including therein such cost of *construction of the repair shops at divisional points on said portion, and excluding therefrom such cost of construction of the shops at Transcona, and in addition to the said two per cent, a sum equivalent to ten per cent of the actual cost of all work done at said Transcona shops upon locomotives, cars, rolling stock supplied for the operation of the said eastern division, and upon the plant, tools and materials entering into or used in the operation or maintenance of the said eastern division, and a further sum equivalent to twelve and one-half per cent of the actual cost of the total work done at or of the output of the said Transcona shops, other than for said eastern envision. Such cost of work is to include the cost of all labour and service, the wages of the shops' superintendent, and all the staff supervising the Transcona shops and its outworks, and also of all material and supplies used in said shops. In addition to- the said percentages, the Grand Trunk Pacific Railway Company, until the said eastern division is completed as aforesaid, will, at its own expense, maintain and operate said portion of the eastern division, including said shops at Transcona and at divisional points, and pay all charges for working expenditure, as defined by paragraph 14 of the said agreement of the 29th of July, 1903.
5 and 6.-The terms of the award as being carried out, but lease to be entered into has [DOT]not yet been executed.


Mr. PROULX:: 1.	Has the Department of Public Works ac

quired all the land in the city of Vancouver
required for a Drill Hall site?
2.	What portion of block 43 in D. L. 2S4 A of the said city of Vancouver has been acquired and what are the names of the different parties from whom the properties in this block were purchased, and what was the price paid to each party ?
3.	How many lots in the said block are not yet acquired, and what steps have been taken .by the Department to expropriate the same?


Mr. REID:: 1.	Yes.
2.	Lots 9, 10, 11 and 12, Mrs. Campbell, $16,500; part lot 19, Mrs. Bennest, $5,100; lot 17, James McKay, $6,500; part lots 13, 14, 15 and 16, C. Grossman, $6,787; part lots 19 and 20, Mrs. Ireland, $4,200; part lot 20,
f Mr. Cochrane. ]
Mrs. Bellamy, $6,787; part lots 13, 14, 15 and 16, John McLeod, $7,150; lot 18, James Kerr, $7,000; lots 1, 2, 3, 4, 5, 6, 7, 8, 21, 22, 23 and 24, Mrs. McSpadden, $122,700.
3.	One property to be expropriated.


*Mr. EMMERSON:: 1.	Did the Intercolonial Railway management, or the Department of Railways and Canals, engage a diver to examine the foundations of the French River bridge on the Short Line, so called, in Nova Scotia? If so, what was the necessity of such engagement, and what was his name and residence?
2.	If the services of a diver were secured in connection with that bridge, what salary was paid, what was the amount of expenses incident to his engagement, and what was the total cost of such examination?
3.	Is not the foundation of one of the piers
of said bridge dry at low water, and is not the top of the old coffer dam of the other out of water?	.
4.	Did the diver have to wait for high water in order to get under and at the bottom of foundations?
5.	Was it not possible and more feasible, to have an examination made by an engineer at low tide?
6.	Was the matter under the control and supervision of the new bridge engineer; what is the name of the bridge engineer now in the employment of the Intercolonial railway; when was he engaged, and at what salary; was he in the employment of any particular railway corporation when his services were engaged by the Intercolonial Railway management? If so, what railway; what was his last employment in the services of a railway corporation, what particular railway corporation, and what was his citizenship at the time of his employment?
7.	Has any one been employed as a general consulting engineer of the Intercolonial railway engineering staff? If so, when, whom, at what salary and what was his age at the time of his employment?


Mr. COCHRANE:: 
Mr. BOIVIN:: 1.	Is the Government aware that tuberculosis is reported to exist in many herds of dairy cattle throughout the country, and especially in the Eastern Townships?
2.	Has the Government appointed any veterinary inspectors for the purpose of ascertaining the existence of the said disease?
3.	Does the Government pay an indemnity to the owners of cattle destroyed, owing to their being affected with tuberculosis?
4.	If so, what is the amount of said indemnity?
5.	Is the Government authorized by law to do so?
6.	If not, does the Government intend to introduce legislation for that purpose during the present session?


Mr. BURRELL:: 1.	Yes, but not especially in the Eastern Townships.
2.	The Government has appointed veterinary inspectors for the purpose of carrying out the provisions of the Animal Contagious Diseases Act and the regulations thereunder, respecting infectious or contagious diseases generally affecting animals.
3.	No.
4.	Answered by 3.
5.	The Government has discretionary powers in the. premises.
6.	Answered by 5.	[DOT]


Mr. BOIVIN:: 
Mr. BOIVIN:: 1.	Has the Government received a request from the Granby Board of Trade for the installation of street letter boxes for the collection of mail on the streets of Granby, Quebec?
2.	If so, does the Government intend to grant the said request?
3.	When will the boxes be installed?


Mr. PELLETIER:: 1. Yes.
2 and 3. The matter is still under inquiry by the officers of the department.


Mr. BOIVIN:: 1.	Is Mr. Edward Doonan, of Montreal, in the employ of the Department of Agriculture?
2.	If not, when was he dismissed?
3.	At whose request was he dismissed?
4.	What salary did he receive?
5.	By whom was he replaced?
6 What salary is paid to his successor?


Mr. BURRELL:: 1.	No.	.
2.	His term of engagement as a cargo inspector being for the season of navigation only, expired on November 30, 1911, and he has not been employed since that date.
3.	Answered by No. 2.
4.	$100 per month.
5.	Mr. Doonan has not been replaced by any one in particular. He was one of several employed as cargo inspectors at Montreal.
6.	The salaries paid to cargo inspectors at Montreal in 1912 was $90 per month. In 1913 the salary was increased to $110 per month.


Mr. BOIVIN:: 1.	Is Mr. Robert Blackwood, of West Shefford, Quebec, in the employment of the Department of Agriculture?
2.	If not, when was he dismissed?
3.	At whose request was he dismissed?
4.	What salary did he receive?

5.	By whom was he replaced?
6.	What salary is paid to his successor?


Martin Burrell: *
1.	No.
2.	Resigned 15th June, 1912.
3.	Answered by No. 2.
4.	$1,000 per annum.
5.	Mr. S. Riendeau.
6.	$1,000 per annum.


Mr. BOIVIN:: 1.	Is Mr. L. P. Bernard, of Granby, Quebec, in the employ of the Government?
2.	If so, in what capacity?
3.	What are his duties?
4.	What salary does he receive?
5.	Has he been authorized or requested to do organization work for the Conservative party?


Martin Burrell: So far as, the Department of Agriculture is concerned:
1.	Yes.
2.	Inspector of dairy products and lecturer at agricultural meetings.
3.	Answered by No. 2.
4.	$100 per month.
5.	No.


Mr. SINCLAIR:: 1.	Have recent tenders been opened for supplying ice for the Intercolonial railway at Mul-grave, N.S. ?	,
2.	If so, has the contract been awarded, and to whom ?
3.	What are the names of all parties who tendered and the amount of each tender?


Mr. COCHRANE:: 1.	Yes.
2.	Yes. To S. W. Hagerty, Mulgrave, N.S.
3.	S. W. Hagerty, Mulgrave, N.S., 84 cents per ton, delivered and packed in the ice-house at Mulgrave.
J. A. Cesale, Mulgrave, N.S., $1 per ton, delivered at Mulgrave.
E. L. Hadley, Mulgrave, N.S., $1.25 per ton, delivered at ice-house, Mulgrave.
J. W. Taggart, Piedmont, N.S., 42 cents per ton, delivered on cars, Piedmont and Dewers Mills. Cost to the railway for hauling and storing in ice-house at Mulgrave 55 cents, total 97 cents.
James Dunlop, Leitches Creek, C.B., 65 cents per ton, on cars, Dunlop Siding, C B. Cost to the railway for hauling to and storing in ice-house at Mulgrave 60 cents, total $1.25.

C. H. McIntyre, McIntyre's Lake, C.B., 50 cents, on cars at McIntyre Lake, C.B.; cost to the railway for hauling to and storing in ice-house at Mulgrave 42 cents, total 92 cents.


*Mr. GAUVREAU:: 1.	Have tenders been recently called for the supplying of ice to the Intercolonial railway at Rivi6re du Loup, Ouelle and Rimouski?
2.	If so, has the contract been awarded, and to whom?
3.	What are the names of all the tenderers and what is the amount of each tender?


Mr. COCHRANE:: 1.	Yes, for Riviere du Loup and Riviere Ouelle wharf, but not for Rimouski, as there is no ice-house there now.
2.	Yes, for Riviere du Loup and Riviere Quelle wharf, to Frs. Meunier, of Riviere du Loup.
3.	For 1,170 tons more or less at Rivifere du Loup:
J. A. Boulay, Sayabec, P.Q., $1.05, delivery not stated.
Frs. Meunier, Riviere du Loup, 60 cents, delivered and stored in ice-house.
J. A. Pelletier, Riviere du Loup, P.Q., 64J cents, delivered and stored in ice-house.
Eighty tons, more or less, at Riviere Ouelle wharf.
Frs. Meunier, Riviere du Loup, P.Q., 60 cents, stored in ice-house; the railway to carry ice free, also necessary men for storing from Riviere du Loup to Riviere Ouelle wharf.
J. A. Pelletier, Riviere du Loup, P.Q., 69i cents, on cars at Riviere du Loup.
Alfred Dionne, J. P. Hudon, Rivifere Ouelle, P.Q., $2.10, delivered and stored in ice-house, or $1.50 stored in ice-house. Railway to carry ice free of charge from Letellier station to Rivi&re Ouelle wharf.


Mr. SINCLAIR:: 1.	What is the length of the proposed Hudson bay rdflway from Le Pas to Port Nelson?
2.	How many miles have been contracted for?
3.	How many miles have been completed between Le Pas and Port Nelson?


Mr. COCHRANE:: 1.	418J miles.
2.	Le Pas to Thicket Portage, 185-5 miles; Thicket Portage to Split Lake Junction, 68 miles; Split Lake Junction to Port Nelson, 165 miles; total, 418-5 miles.

3.	86 miles of steel laid; 56 miles surfaced; 137 miles of grading fairly completed, with the exception of a few cuts at miles 110, 121 and 133, and some cross-laying.


George Perry Graham: Is the bridge across the Saskatchewan at Pas Mission completed? If so, at what date was it so completed ?


Francis Cochrane: The bridge at Pas
Mission has been in operation since the middle of July, 1913, but the swing span has not been adjusted to the satisfaction of the engineer.


John Howard Sinclair: Will the Government make provision during the present session for the extension of the breakwater at New Harbour, Guysborough county, N.S.?


Robert Rogers: It is not customary to give such information until the Estimates are laid before Parliament.


Mr. MICHAUD:: 1.	Did the Subsidy Act of 1910 provide a subsidy for a line of railway from Grand Falls, N.B., to St. John?
2.	In the Subsidy Act of 1913, was that portion of the line from Andover to Grand Falls omitted?
3.	If so, what was the reason for dropping the subsidy to this portion of the line?


Mr. COCHRANE:: 1.	Subsidy Act of 1910 did provide for a subsidy from Grand Falls to St. John, N.B.
2.	Subsidy Act of 1913 provided for a subsidy from Andover to St. John, N.B., only.
3.	There is no settled policy that the railway will not be extended to Grand Falls.


Mr. A. K. MACLEAN:: 1.	What position does Mr. Peter Fielding of Windsor, N.S., hold in the service of the Government?
2.	What salary is he paid therefor?


Mr. ROCHE:: 1.	Domiuion Government immigration agent.
2.	$1,800 per annum.


Mr. BUCHANAN:: 1.	By whom are the coal lands in 28-19, 27-17 and 28-18 West of the Fourth Meridian held?
2.	Have they been opened for entry? If so, when?


Mr. ROCHE:: 1.	The Crown, the Rosedale Coal and Clay Products Co., Ltd., Noble William Clarke, John N. Murray and William Murray, and as far as the Department of the Interior is aware, the Canadian Pacific Railway Company and the Hudson Bay Company.
2.	The available lands in these townships were opened for entry in 1904.


Mr. DEVLIN:: 1.	Is the Government aware that at Confederation Nova Scotia was promised an Ontario market for her coal?
2.	Has Nova Scotia ever had such market?
3.	If not, was it due to lack of transportation facilities?


Mr. BORDEN:: 1. There is no official record on the subject.
2 and 3. The Government is informed that a certain amount of Nova Scotia coal is sold in Ontario, the character and value of the market thus afforded being limited by conditions which vary to a certain extent from year to year.


Mr. DEVLIN:: 1.	What was the total traffic of the Canadian Canal System for the years 1911, 1912 and 1913?
2.	How was the traffic divided?


Mr. COCHRANE:: 1. 1911, 38,030,353; 1912, 47,587,245; 1913, 52,053,913.

1911.
2.-Sault Ste. Marie..
Welland	
St. Lawrence	
Chambly	
St. Peters	
Murray	
Ottawa River Canals
Rideau	
Trent Valley	
St. Andrews	
United States,
27,774,128
1,241,149
1,041.847
155,983
4,048
7,802
12,489
Canadian.
3,177,581
1,296,480
2,063,861
443,846
75,298
159,409
312,269
159,738
57,290
47,135
Total.
30,951,709
2,537,629
3,105,708
599,829
75,298
163,457
320,071
172,227
57,290
47,135
1912.
30,237,446
____________
7,792,907
38,030,353-
Sault Ste. Marie....
Welland	
St. Lawrence	
Chambly	
St. Peters	
Murray	
Ottawa River Canals
Rideau	
Trent Valley	
St Andrews	
35,579,293
1,298,799
1,137,045
170,713
2,561
8,835
13,170
4,090,362
1,553,116
2,340,143
447,702
74,509
167,520
383,515
146,963
77,150
95,449
38,669,655
2,851,915
3,477,188
618,415
74,809
170,081
392,350
160,133
77,150
95,419
38,210,716
9,376,529
47,587,245
1913.
Sault Ste. Marie..
Welland	
St. Lawrence	
Chambly	
St. Peters	
Murray	
Ottawa River Canals
Rideau	
Trent Valley	
St. Andrews	
37,744,590 1,477,308 1,465,408 196,8C1
18,481
6,973
13,477
4,954,734
2,093,406
2,837,019
358,801
71,514
162,095
358,465
157,746
55,800
81,295
42,699,324
3,570,714
4,302,427
555,602
71,514
180,576
365,438
171,223
55.800
81,295
40,923,038
11,130,875
52,053,913


Mr. DEMERS:: 1.	Has the rural mall delivery been established in the parish of Ste. Brigide, County of St. Johns and Iberville?
2.	Have tenders been advertised for the conveyance of that mail, or for part thereof? .
3.	Has a tender been sent in for such conveyance by Mr. Israel or Mr. Isaie Deslauriers?
4.	Has this gentleman been recommended by any one for the awarding of the said conveyance?
5.	If so, what is the name of the recommending party?


Mr. PELLETIER:: 1.	Three rural mail routes have been established in Ste. Brigide parish.
2.	Tenders were invited for three routes.
3.	Israel Deslaurier tendered for the Ste. Brigide Rural Route No. 3.
4 and 5. Mr. Deslaurier was recommended by Dr. Piekel and Mr. F. H. A. Giroux of Sweetsburg, by Dr. Sabourin of St. Jean and Mr. J. E. Lareau of Village Richelieu, but

as a lower offer than his was received, the department was obliged to accept it.


Mr. DEMERS:: 1.	Has the contract for the conveyance of mail in the town of St. Johns, secured by Joseph Barsalou, been cancelled?
2.	Did anybody ask for such cancellation?
3.	If so, what is the name of the petitioners?
4.	Has a subsequent contract been awarded for that conveyance? If so, to whom?
5.	Does he pursue the fulfilment of his contract? If not, why not, and who is the actual contractor?


Louis-Philippe Pelletier: Joseph Barsalou asked to be released from his contract because he was an invalid and unable to do the work. Tenders were invited and a contract awarded to Auguste Hebert who replaced Barsalou as the actual contractor on the 1st October, 1913.


Mr. DEMERS:: 1. Has the rural mail delivery been established at St. Alexandre, County of St. Johns and Iberville?

2.	Who sent in the petition of the citizens of St. Alexandre, asking for the establishment of rural post in the above mentioned parish?


Mr. PELLETIER:: 1.	Yes.
2.	The question of establishing rural mail delivery routes from St. Alexandre was taken up at the personal request of Mr. J. E. Lareau. Petitions for this service were subsequently received at the department through Mr. Joseph Demers, M.P.


Mr. DEMERS:: 1.	What expenses have been incurred by the establishing of the rural postal delivery routes in St. Johns and Iberville?
2.	Have any persons outside of the regular officers of the Post Office Department been em-employed in that county for that purpose?
3.	If so, what are the names of those persons and the amounts paid to each of them for their services?
4.	What is the amount of travelling expenses incurred by those persons, by railway, cab or otherwise?
5.	Has the Government paid any accounts for cab expenses in connection with the establishing of said routes?
6.	If so, to whom were those payments made?
7.	Were these accounts sent in in detail?


Mr. PELLETIER:: 1.	The ordinary living and moving expenses incurred by the Departmental Field Officers engaged in laying out the routes.
2.	No.
3.	4, 5, 6 and 7. Answered by No. 2.


Mr. DEMERS:: 1.	How many Post Offices, if any, have been closed owing to the establishment of the rural mail delivery routes, in the County of St. John and Iberville?
2.	What are the names of those offices?


Mr. PELLETIER:: 1. 16.
2.	Belle Vallee, Dieppe, Grand Bois, Henrysburg, Henrysburg Centre, Honore-ville, Lacroix, McCarthy, Menard Corner, Menardville, Odelltown, Rang des Dusseau, Roxham, St. Bernard Sud, Ste. Brigide Station, Versailles.


*Mr. GAUVREAU:: 1. Has the Government taken cognizance of an article published in L' Action Sociale of Quebec, on the 19 th instant, which reads as follows:
' The French Canadians of the province of Ontario have strong hopes that the urgent appointment of Senator Cox's successor will give to the Government the opportunity of living up to the express promise made just a few months ago, that of appointing to the first vacant seat in the Upper House a second representative of
their race, to which they are entitled by right.'
2. Has the Government or any of its members, as herein stated, promised to appoint a second senator of French Canadian race for province of Ontario?


Robert Laird Borden: The answer to both
questions is in the negative.


Mr. MARCIL:: 1. Has the attention of the Government been' called to an extract in Les Cloches de Saint Boniface, the organ of His Grace the Archbishop of St. Boniface, Manitoba, in its last issue, headed 4 The last word of the School Commission of Winnipeg,' of which the following is an extract:-
4 We said in our edition of November last,, that the letter addressed on the 14th of October last, by the Winnipeg School Board to Dr:. McKenty, chairman of the committee entrusted' with the interests of the Catholics of the city, was nothing but a means of palliating a refusal. Such was the case. When the question came up of stating precisely the principal points of the litigation, the chairman of the committee appointed by the Catholics gave, on the 5th of December, the following answer:
" To the chairman and members of the School , Board of Winnipeg.
" Gentlemen:
"The committee representing the petitioners acknowledge the receipt of your letter of the 14th of October, which was carefully examined. In our petition, we said that 'Your petitioners are in the same position as to incompetency as they were during several years, in conditions similar to those existing in Winnipeg, their coreligionists of Nova Scotia and New Brunswick, but, a few years past, the Public School Commissions of both these provinces did, what your petitioners are anxious should be done by you here, and that since twenty years such arrangement has given satisfaction to both sides.
44 That quotation is the principal part of our petition. It is equivalent to a demand of having our schools rented and administered in the same way as public schools for our Catholic children are conducted, and of having for those schools, Catholic professors, bearing diplomas, without paying attention to their costume.
44 Yours truly,
" James McKenty.' '*
" On the 29th, the School Board, through the secretary answered as follows, and this was to be the last word:
" 41 received your letter of the 5th inst., and submitted it to the board. In answer to your communication I was instructed to thank you, in the name of the board, about your plain and explicit statement re the petition of the Roman Catholic taxpayers and to bring to your knowledge the decision of said board, which acting as a public body entrusted with the administration of the schools, according to the law governing the public schools, and in conformity of its legal adviser, to the effect that it cannot agree with the requests contained in the petition as interpreted.by you, as your actual confirmation proves it.' "
4 As it can be seen, such refusal, indefinitely allowing of a crying injustice, which has lasted since 1890, to continue, was not justified. The

board hides itself behind the law, as its legal adviser, Mr. J. H. Munson, thought fit to understand it, when it does not even allude to a contrary interpretation made by a no less eminent lawyer, Mr. A. J. Andrews, at the request of the Minister of Education, interpretation which was the very basis of the new step * entered into by the Catholic committee.'
(Les Cloches, 15th September, P. 403.)
The School Board will, as in the past, and what we say about Winnipeg applies to all mixed centres where the Protestants are masters of the school boards, to collect the regular taxes from the Catholics and even the tax [DOT]established for their school houses intended for rthe instruction of the children of the majority. What would the same men say, should the Catholic majority try to oppress the minority [DOT] of the province of Quebec? Would they not be the first in denouncing such an injustice? Why two different weights and measures? It has besides to be noticed that the Catholics -of Winnipeg were only asking a minimum of their rights. They were ready to facilitate an agreement, to accept the general management of the Public School Board, its inspection, its programme and books, provided the Catholic pupils were educated together by Catholic schoolmasters, either belonging to the clergy -or not, bearing due diplomas, and that their schools were only rented, in view of the future. Everything is refused, even such minimum.'
2.	Are the facts alleged in said article true, -to the knowledge of the Government?
3.	If so, does the Government intend taking any action, or has any action been taken by it or by any of its members, towards obtaining remedy for such state of affairs, by conference, conciliation, concession, or otherwise, with the Manitoba Government, or any of its members? If so, what has been such action and what has been the result?
4.	If no action has been taken, why not?
5.	If there is any correspondence in the matter, will the Government lay it on the table of the House if it is moved for?


Mr. BORDEN:: 1.	No.
2.	The Government has nS knowledge as to the truth of the alleged article.
3 and 4. The -action of 'the Government in -such matters is limited by the provisions of the Constitutional Act.
5.	There is no correspondence on the subject.


*Mr. BOYER:: 1.	What are the amounts of money paid -Py the Departments of Militia and Public Works to Messrs. Chevrier et Fr&res, general merchants, of Rigaud, since 1911?
2.	What is the nature of such bills?


Mr. HUGHES:: 1.	April 24, 1913, $6.75.
2.	Repairs to heating system Rigaud armoury; account dated March 13, 1913. (This payment made to E. Chevrier, Rigaud.)


Mr. BOYER:: What was the revenue from each of the wharfs at Rigaud, Hudson, Vaudreuil and Ste. Anne de Bellevue for the years 1911, 1912, 1913.	,


John Douglas Hazen: 1911-12	1912-13	1913-14$	$	$Iludeon	61.80	71.64	46.23Rigaud	50.00	61 89	45.99Ste. Anne de Bellevue.	207.80	256.05	132.35Vaudreuil 	73.08	41.88
PAYMENTS TO Mr. J. C. BERGERON.


Gustave Benjamin Boyer: What was the amount of fees and travelling expenses in detail of the inquiring commissioner, J. C. Bergeron, relating to the investigations held in the cases of the postmasters of Pointe Fortune, Vaudreuil, St. Lazare, Rocque Brune, Mont Oscar, and Isle Perrot-Nord?


Louis-Philippe Pelletier: Name of Office.	Fees.	Travelling
		expenses.
	$	$
Pte. Fortune	15.00	11.60Mont Oscar	15.00	8.60Isle Perrot Nord....	15.00	7.10St. Lazare	15.00	5.20Vaudreuil Station	15.00	6.80
Investigation held at Vaudreuil station, possibly the Vaudreuil mentioned in the above question.


Mr. LAW:: 1.	How long was the lightship Lurcher out of commission in the year 1913 for her annual overhauling?
2.	Has the Government considered the advisability of providing a relief lightship for the Lurcher?


Mr. HAZEN:: 1.	From October 1 to November 22 (53 days).
2.	Yes. When the new lightship, now under construction for Halifax, is in commission, the Anticosti lightship will be available as a relief both for the Halifax and the Lurcher lightships. The Anticosti lightship is available for service elsewhere for about five months in each year, and is

being employed during these five winter months off Halifax. It is intended to have the Halifax and Lurcher lightships repaired each year when the Anticosti is available to replace them.


Mr. OLIVER:: 1.	What Is the frequency of the mail service between Edson and Grand Prairie?
2.	What is the cost per year?
3.	What is the name of the company or person holding the contract?
4.	When was it awarded?
5.	When did the service under the present contract begin?


Mr. PELLETIER:: 1.	Two trips each way every week.
2.	The service is paid for by the trip. For each trip from Edson to Grand Prairie and return the department pays $299.50 in summer and $274.50 in winter.
3.	4, 5. The former contractors having asked to be released and an offer at a lower price than the department was paying having been received, a temporary agreement was entered into with Messrs. Cay-wood and Robb dating from 5th December, 1913, at the prices given in answer No. 2.


Mr. BOURASSA:: 1 How many rural mail delivery routes have been established in the county of L4vis?
2.	In what parishes of Lfivis county have those rural delivery routes been established?
3.	From what post offices do these routes originate?
4.	How many post offices, if any, have been closed owing to the establishment of the said rural mail delivery routes?
5.	What are the names of the said offices?
6.	What provision has been made by the Government to supply the needs of the former patrons of the said offices who do not reside upon or near the new rural mail delivery routes?


Mr. PELLETIER:: 1.	Two.
2.	(a) St. Nicholas; (b) St. Etienne de Lauzon.
3.	(a) St. Nicholas Station No. 1; (b) Craig Road Station No. 1.
4.	None.
5 and 6. Answered by No. 4. EXPERIMENTAL FARM IN LEVIS COUNTY.


Mr. BOURASSA:: 1.	Has the Minister of Agriculture taken any means of establishing an experimental farm in the county of Lfivis?
2.	If so, what means has he taken, and in what parish of Lfivis county does the Government intend to establish such experimental farm?
3.	If no means has been taken why not?


Mr. BURRELL:: 1.	No.
2.	Answered by No. 1.
3.	The work of experimental farms is continually being expanded, and though it is impossible to meet all the requests that are brought before him, the minister is giving these matters his best consideration.


Mr. DEMERS:: 1.	Will the Government distribute, this year, seed grains to the farmers who will ask for them?
2.	If so, what is the proper way to get them?
3.	Has the Department of Agriculture published a notice to that effect? If so, in what papers?


Martin Burrell: I. A distribution of samples of superior sorts of seed grain, including spring wheat, oats and barley, is now being made to applicants who have written for the same in good time in accordance with a notice sent to the newspapers of the country early in November last.
2.	Those desiring a sample have been expected to apply to the Dominion Cerealist, Experimental Farm, Ottawa, in accordance with the regulations, not later than January 31.
3.	A circular letter from the Director of Experimental Farms announcing this seed distribution and the regulations governing it, was mailed to every journal on a list believed to contain the names of all the newspapers published in Canada.


Mr. PROULX:: 1.	Did the*Department of Militia and Defence issue a warrant to the Department of Finance for the payment of $100 to Ambrose Potts of the township of west Hawkesbury in the county of Prescott, one of the Fenian Raid veterans? If so, when will the sum be paid to him?
2.	If the said warrant has not been issued is it the intention of the Department of Militia and Defence to issue one? If not, why not?


James Joseph Hughes: A warrant was issued to the Department of Finance for the payment of $100 to Ambrose Potts, Hawkesbury, Ont., on January 22, 1913.


Rodolphe Lemieux: '
1.	Has Wm. C, Leslie, of Grindstone, Magdalen Islands, been dismissed as postmaster?
2.	If so, at whose request and for what cause?


Mr. PELLETIER:: 1. Yes.



2. For political partisanship, by direction of the Postmaster General.


Mr. OLIVER:: 1.	When was Mr. T.arivit'-re appointed as land agent at Grouard?
2.	When was he dismissed?
3.	What was the cause of his dismissal?


Mr. CODERRE:: _
1.	March I, 1912.
2.	November 1. 1913.
3.	For not carrying out instructions from Head Office.


John Howard Sinclair: How many employees in the various fish
hatcheries throughout the Dominion have been discharged or dismissed since the present administration came into power?


John Douglas Hazen: Sixteen.


Mr. GAUVREAU:: 1.	Is the Minister of Railways aware that twenty-three employees on the Intercolonial railway at Riviere du Loup have been dismissed at the beginning of this month, without any notice whatever, as alleged, prior to such dismissal?
2.	If so, why have those employees been dismissed, after having started to work, as reported ?
3.	Are such dismissals only temporary? If so, when does the department intend taking them back?


Mr. COCHRANE:: 1.	The minister is aware that a number of employees on the Intercolonial railway, at Riviere du Loup, were laid off owing to slackness of work.
2.	Answered by No. 1.
3.	These employees were laid off on account of the slackness of work, and should they be required they will be given employment.


Mr. SINCLAIR:: 1.	Has J. R. Laing, postmaster at Liscombe, been dismissed?
2.	If so, on whose complaint was such dismissal made, and what was the complaint first laid against this postmaster?
3.	Was the usual form or affidavit denying partisanship conduct sent him to be signed?
4.	il so, did he sign and return same?
5.	Was an investigation ordered?
6.	Was any investigation held?
7.	What was the expense of the investigation?
8.	Who was acting as assistant of the said postmaster at the date of his dismissal? [DOT]


Mr. PELLETIER:: 
Mr. H. R. EMMERSON moved:: For a copy of memorandum of agreement between the Canadian Government railways and the Canadian Pacific Railway Company, covering the transportation of freight and passengers between Halifax and St. John over the Intercolonial railway, in connection with the Canadian Pacific and Allan Line steamships, carrying British mails, making Halifax the terminal port; also of all agreements, Orders in Council, petitions, memorials, regulations or orders of the Department of Railways and Canals, or of any officer or officers of the Intercolonial railway ; of letters or other correspondence, interviews with the Prime Minister and other member or members of the Government, and representations to the Prime Minister, or other member or members of the Government, in any manner relating to the said memorandum of agreement; and of all telegrams and letters received by the Government, or any member thereof, or sent by them, either in reply or otherwise; also of all letters, telegrams, representations or other documents relating to the said agreement or in any way connected therewith, received by F. P. Gutelius, the general manager of the Intercolonial railway, from the Canadian Pacific railway, or from any corporation, persons or body, or sent by him, in reply thereto or otherwise, to the said Canadian Pacific railway or to any other corporation, body or person.


Robert Laird Borden: I do not know what the hon. member means by asking for a return of the interviews.


Henry Robert Emmerson: I suppose that might be designated as a hearing. There was a hearing by the Prime Minister and a committee of council given to representatives of the city of St. John, and that is what I want to get.


Robert Laird Borden: I do not think any notes were taken of any interviews. I am afraid that all my hon. friend can get as to that is what has already appeared in the press.


Henry Robert Emmerson: I will have to be
satisfied with what there is. I do not suppose the Prime Minister has a detectaphone in his department.


Robert Laird Borden: I am afraid we are not supplied with that instrument.


[Stage Direction]
Motion agreed to.
Rodolphe Lemieux: For a return showing a tabulated statement at the number of rural mail delivery routes opened since 1911, including the number of boxes used; also the new mail delivery contracts necessitated by the establishment of said routes in each county.
[Mr. Carvell.1


Louis-Philippe Pelletier: I would ask the hon. member to restrict the papers to those already not moved for.


Rodolphe Lemieux: Very well.


Louis-Philippe Pelletier: We have had in the past several of these motions for different counties, and the information would be duplicated if this motion were not restricted.
Mr. LEMIEuX: Mr. Bolduc, the officer in charge, can prepare a general statement. I do not want details; I want the lump sum, the number of boxes, etc.


Louis-Philippe Pelletier: Mr. Bolduc will be the judge as to what is required.


[Stage Direction]
Motion agreed to.
At six o'clock the House took recess.
The House resumed at eight o'clock.
John Howard Sinclair: That in the opinion of this House, the question of improved means of transportation for fresh fish between the Maritime provinces and the United States should receive the early attention of the Government.
He said: Mr. Speaker, my purpose in moving this resolution is to interest the Government, if I can, and to induce them to take steps to improve the facilities for the transportation of fresh fish between the Maritime provinces and the markets of the United States. The part of the Maritime provinces in which I am specially interested is possibly the part that most needs those facilities at present, I refer to eastern Nova Scotia. The fishermen are not here asking for any favours. The fishermen, so far as I know, never get any favours, and they do not expect any. The fisherman is accustomed to hard work; he gets up early, he has long hours, and he is exposed to all kinds of weather. If hon. gentlemen, sitting in their cushioned seats in this comfortable Chamber, could see a fisherman in my constituency on one of these January mornings when the thermometer is hovering about zero, ten or twenty miles from land, tossed in his dory on the white caps, attending to his trawls, the spray freezing on his boat and clothing, liable at any minute to encounter a blizzard and be driven out to sea, if hon. gentlemen understood the risk the fisherman endures and the hardships he undergoes in making a living for himself and his family, they would be willing to support any reasonable proposal that would

give him a better price for his products and make his lot somewhat easier.
I need not refer to the importance of our great fishing industry; that will be conceded. By reference to the report laid on the table a few days ago by the Minister of Marine, we find that this industry last year employed 88,308 persons. Of this number, 65,081 were engaged in fishing and 23,327 were workers in canneries and other subsidiary employments connected with fishing. The vessels employed numbered 1,669. The boats engaged numbered 34,501. The market value of the catch last year amounted, according to the report, to $33,389,464. In Nova Scotia the industry has not been expanding of late years. For several years it has simply been marking time and making little or no progress. Last year it actually went back. As a matter of fact, the fishing industry in the Maritime provinces has never had a fair chance. It has been carried on under very great disadvantages, the chief of these being the distance from the market and the lack of transportation facilities. Up to a few months ago we were shut out of the market of the United States by a heavy tariff, and for many years we were practically shut out of the markets of Montreal, Toronto and the Canadian cities by the distance we were from them and the heavy express charges. Of late years this has been partly overcome. The Department of Marine and Fisheries is assisting in the transportation of fish in Canada, and doing so with excellent re- , suits. This assistance commenced under the late Administration in the year 1909, and it has been continued by the present Administration. Prior to this, the express rate from Mulgrave and Haliiax to Montreal was $1.50 per hundred pounds. At the same time the rate from Portland and Boston to Montreal was about 80 cents. You can see that this was a very heavy handicap on the fishermen of the Maritime provinces. In 1909, under the Administration of the late Government, an agreement was made with the railways and the express companies that has been of immense advantage to the trade in the Maritime provinces. The terms of this agreement between the Government and the express companies were: The department arranged to have the railway place at the disposal of the shippers a cold storage car on two days each week, which car would be hauled by fast freight to Montreal. To enable this to be done, the department guaranteed that the earnings on these cars would be at
least two-thirds those on a minimum carload of 20,000 pounds, at carload lot rates from the point of starting to destination, plus $4 per car for icing. The department arranged with the express companies to accept responsibility for one-third of the ordinary express rates on all shipments of fresh and mildly cured fish, including shell fish, from the Atlantic coast as far west as the eastern boundary of Manitoba, and from the Pacific coast as far east as the said boundary. This service has proved a great boon to the trade. While it cost the department a considerable amount annually for the first few years, it is now being taken advantage of to such an extent that it is practically self-sustaining. In this way we have developed a good home market for fresh fish caught in the Maritime provinces. But a new situation has arisen owing to the Wilson tariff, which has opened up to the people of the Maritime provinces the great market of the United States. We have only to look at the map of the Maritime provinces to see the proximity to the New England States, with their teeming population, and cheap water carriage and open navigation the whole year round. If our fisheries are ever to become a great industry, we must exploit this market in the United States. The Boston market, in addition to its proximity to the Maritime provinces, has the advantage of being a much larger market than anything we have in Canada. I am told by dealers who have experience in the fishing business that if two or three carloads were sent to Montreal for sale on the same day it would practically break the market, but you could put three or four times that amount on the Boston market and it would have no such effect, because Boston is such a large distributing centre. The ruling prices in Boston are also much higher than the prices in the Maritime provinces. This is shown very clearly by comparing the prices quoted from day to day on the Boston market with the prices that the fishermen are receiving on the coast of my own constituency.


Mr. BRADBURY:: How do the Boston
prices compare with Montreal prices?


John Howard Sinclair: I am discussing the
price the fisherman receives for his fish at the place where it is caught. The retail prices in Montreal, Ottawa and other Canadian cities, have always been a puzzle to me; they are so much higher than we should expect them to be. For instance a fisherman in the town of Canso gets one

and a half cents a pound for the haddock he catches at this season of the year, but you cannot buy the same pound of haddock in Ottawa for less than ten cents. That is a matter I am not able to explain. I am talking in the interests of the producer and am pointing out that the prices paid in Boston to the man who catches the fish are very much higher than the prices paid to the man who catches the fish in the province of Nova Scotia. If you look at the trade papers of the first of January, you will find that the price in Boston was $5.50 per 100 pounds of haddock while the price at Canso was only $1.50. I have a report before me-not a very recent one-taken from the Gloucester Daily Times of February 6, 1913, nearly a year ago, which illustrates the point I am making. At that time haddock was selling wholesale in Boston for $6 per 100 pounds and on certain days the price was higher, from $8 to $10 per 100 pounds. On the 7th February- quoting from the same paper-the fisherman got for his haddock landed at the wharf in Boston from $4 to $8 per 100 pounds, and for large cod from $8 to $9 per 100 pounds. Although the price varies very much in Boston it is as a rule very much higher than the price ruling in Nova Scotia. I have a third quotation from the same paper-which is the best authority we have on this question-dated the 18th of February, which shows that Boston dealers were paying $4 to $5.50 per 100 lbs. for haddock and $6 for large cod.' During all this period the fisherman at Canso was getting $1.50 for the same class of fish. As I have pointed out, this Boston market with its higher prices is open to us and the question is: have we the enterprise and the pluck to take advantage of our opportunity? Whatever views some of our people may have held about this matter during the hysterical period of 1911, there are, to-day, very few business men in the province of Nova Scotia who do not recognize that it would be a great advantage to the fishing industry of that province to have the United States market open to us. I do not think there are two opinions about that among the business men of our province to-day. I will give you the opinion of Mr. S. Y. Wilson, a prominent fish dealer who has spent all his life in the trade, and who should know as much as anybody in the constituency of Halifax, about this matter. He is also a prominent supporter of the Prime Minister. He says:
Clear-cut evidence of what 'free fish' is doing for the Nova Scotia fisherman is seen in the 
preparations taking place aboard schooners at the ports of La Havre and Lunenburg. These preparations mean that Nova Scotians are going to cut out the Gloucester men in the operation of the winter herring industry at Newfoundland. Right now even have they begun to elbow the Gloucester fleet from a fishery it has controlled for years, several craft having set out to secure cargoes.
All this has been made possible by the recent enactment of the Underwood tariff schedule, abolishing the import tax on sea food irrespective of the transportating ship's nationality.
Another prominent man, Mr. A. Hand-field Whitman of Halifax, in discussing this question in the New Year's issue of the Morning Chronicle, newspaper, siays:
The outstanding incident in 1913 in regard to the fishing industry was the removal of the duty by the United States Government. Free entry of fish into the United States must bring a tremendous development in Canada's fishing industry.
Everybody who has read the reciprocity agreement knows that it would have given us much greater benefits than we enjoy under the Wilson tariff. The reciprocity agreement would have given us practically a monopoly of the United States market, while the fisherman from abroad who shipped his salt mackerel to the United States from England, Ireland or Holland, would have to pay $2 a barrel, Canadian mackerel, under the reciprocity agreement, would have entered the United States market free of duty. The Wilson tariff does not give us that advantage because we have to compete with other nations in the American market.
The chief difficulty in taking advantage of the United States market is the want of transportation facilities. Our needs in Eastern Nova Scotia, and I am speaking now largely for my own constitutency, are twofold; in the first place, we require a branch railway in order to reach our home market, and our home market of course is not to be despised. At present we look upon it as the best market we have, and it will continue to develop as the population of the country increases. But in the constituency that I have the honour to represent we are not able to get into touch with the home market owing to the lack of railway facilities. Apart from my own constituency, and speaking for the southern coast of Nova Scotia generally, I am of opinion that a fast line of boats connecting our chief ports with the city of Boston would be of immense advantage to the fishing industry and would help to develop a very large trade with the United States. I have brought this question of branch lines to the attention of my hon. friend the Minister

of Railways and Canals several times. He has given me various answers and does not seem to be in any great hurry to deal with this question. At all events he cannot be charged with any indecent haste in regard to it. But he has been talking about it for several years. In 1912, when I asked him if he was prepared to go forward with the proposition which was inaugurated by the late Government, he informed me that he would require to have a survey made before he could say that. In 1913 he informed me that he would require to send a traffic expert down to see that country in order to find out whether the Government would be justified in spending any money on that branch line. To-day he tells me that the matter is under consideration. I do not know what has happened or what is going to be done, but it is always something in the future; it is like the little boy's complaint about his mother; it is jam to-morrow, jam the day after to-morrow, but it is never jam to-day. I would like to have this question brought to a head and have the minister deal with it. Any one who has followed the discussion in the House will remember that the late Government undertook to build certain branch lines in the province of Nova Scotia and one through this territory, and that a contract was let for the building of this line prior to the defeat of the late Government. A deposit of $50,000 was put up by the contractor, and the Sunnybrae branch was purchased from the Nova Scotia Steel Company at a cost of $100,000 to form part of the line. All of these things were done at the time this Government came into power. The same situation existed with regard to the branch line in the county of Halifax. The branch line in the county of Halifax went on and I am told that it will be completed next summer. But, the contract was cancelled in the county of Guysborough, the $50,000 deposit was paid back to the contractor and ever since that day we have been having evasive answers from the Government as to what they intend to do in reference to this branch line.
I pointed out to the minister last year that if he did undertake to build this branch line he would find sufficient traffic to justify the expenditure; that a large tourist traffic could be developed, and that along the proposed line, there are large quantities of spruce and hardwood and also quantities of pulp and pitwood for which there is a good market in the coal mines of Gape Breton. The railway would also
pass through a good agricultural country, but perhaps the greatest development would take place in connection with our fishing industry. That is what I am dealing with chiefly to-night. As a proof of the position I take in connection with the fishing industry, I would like to place before the House some statistics as to what has been done at Canso, Queensport, Half Island Cove, and places around Chedabucto bay that are now brought into connection with the railway at Poit Mulgrave by a steamboat service. These places would not be able to carry on a fresh fish business at all were it not that they have a daily connection with the Intercolonial railway at Mulgrave, and the progress that has been made by these places indicates to my mind what could be done at other points in the same part of Nova Scotia if they had the facilities to ship out the fish they catch. I have before me here the results of the traffic carried by these boats to Port Mulgrave for the past ten years. The figures are:
Year.	Tons fish Shipped.	Value.	Railway and express charges paid.
		$	$
1003	1600	112,000	16,840 001904	1700	127,500	17,680 001905	2201	116,070	23,032 061906	3154	220,780	29,063 011907	3156	220,920	27,417 701908	3372	235,900	31,644 031909	2371	191,170	26,685 551910	3431	240,100	36,022 581911	4110	308,250	45,179 111912	4238	317,850	45,730 691913	5314	398,550	60,442 21
I am giving you, Mr. Speaker, these details, to show the growth of the fishing industry at Canso, and these other two points that are served by the boats that carry traffic to the railway at Mulgrave. In addition there are certain shipments of fish and fish products from Canso by water. The figures for 1913 are as follows:
		Value.	Freights.
250	tons fish	oil.. . .$ 12,000	$1,20075	tons fish	glue . . 9,000	360350	tons fish	fertili-	zer.. .	
12,250	1,7501,100	tons fish	
77,000	5,5001,775	tons.	$110,250	$8,810
This table shows the steady growth of the fresh fish business from these points. To sum up: in the year 1903, the quantity of fresh fish shipped was 1,600 tons while in 1913, the year just passed, the quantity


John Douglas Hazen: Does my hon. friend mean three trips a week between the Maritime provinces and Boston, or does he mean three trips a week between Yarmouth and Boston?


John Howard Sinclair: I am not speaking just now for Yarmouth, because Yarmouth has pretty good facilities. I presume the hon. member for Yarmouth will tell us what is being done at that point. I am chiefly concerned now with eastern Nova Scotia.


John Douglas Hazen: I wanted to understand it my hon. friend is advocating that a direct line of steamers should be put on between Canso and the ports to which he refers, and Boston; or, that there should be a line of steamers from these ports to Yarmouth to connect with the steamers from Yarmouth to Boston.


John Howard Sinclair: I would have no objection to the system being combined with the present line of steamers. I am not undertaking to say how it ought to be done. If I can persuade the Government to give us steamboat communication between these ports and Boston, the Government will have to work out the details as to how it is best to do it. I do not want to duplicate the boats from Yarmouth to Boston, but I presume the Government would not do that unless they thought it absolutely necessary to do so. My own view is that a successful business can best be done by freight boats. The boats from Boston to Yarmouth are passenger boats. I would like to see a fast fish line in the business that would be devoted specially to carrying fish, and I do not know whether it would be wise that passengers should be included. As I have stated, this will involve the expenditure of a considerable sum of money, but in my judgment it would be justified. It would bring much better results than some of the expenditures we are now making. For instance, we are asked to vote the large sum of $340,666 to assist steam service between Canada and the West Indies and South America, and we are also asked to vote $146,000 for steam service with South Africa. I am not objecting to these subsidies, but I do say that if you could give us one-half of these sums to equip a fish-carrying service between our Atlantic ports and the American market, you will get far better results than
you will ever get out of the South American trade or out of the South African trade.
I regard this as the chance of a lifetime for the Minister of Trade and Commerce. He does not need to travel like Gulliver all over the world to find this trade; it is right at his very door staring him in the face. Look at it; we have teeming millions of people across the boundary, and they are a fish-consuming people. They must get their chief supply from Canada, either from the Pacific coast or from the Atlantic coast. We have in eastern Canada five thousand miles of coast line comprising perhaps the most valuable fisheries in the world. We have the men. There are no better men on the seven seas than there are in eastern Canada. We have the harbours; we control the bait and we control the base of supplies. In addition to all this, the richest, the biggest and the best market in the world is thrown open to us. What we have not got and never have had is proper transportation facilities. That is what we are asking for.
I regard this as a real emergency. The question will arise: will this Government take advantage of the splendid opening for which the people of Nova Scotia have been waiting and looking for the last fifty years? It is quite true that by taking advantage of this opening, there will be more truck and trade with the Yankees, but we have that now on a very large scale and it is growing larger year by year. On this question of trade with the Yankees we have an extraordinary situation in this country. If we are to adopt the Tory philosophy of 1911, that it would endanger British connection, we have at the present time our Canadian patriotism flowing across the boundary line at the rate of $2,000,000 a day for every day of ten hours during the whole of 1913. That is $200,000 an hour or $3,333.33 every minute. This is an alarming state of affairs. The hon. Minister of Finance (Mr. White) however does not appear to be taking any steps to stop it. He just sits in his cozy seat, shuts one eye and winks at the hon. Minister of Customs (Mr. Reid), and both gentlemen are laughing in their sleeves at the poor deluded devils who left our party and voted Tory in 1911, for the purpose of stopping this trade with the Yankees.
I hope that no considerations of consistency will deter the Government from taking steps in regard to the matter that I am proposing. A great American philosopher once said that consistency was the hobgoblin of little minds. Speak what you think to-day in words as hard as cannon balls.

and to-morrow speak again what you think in words as hard again, although you should contradict every word that you said to-day. That is the philosophy I would commend to my hon. friends on the other side, owing to the circumstances in which they find themselves.
My hon. friend the Minister of Trade and Commerce (Mr. Foster) would have to turn a sharp corner in order to do this, but he turned a sharp corner not long ago on the naval question and I think he is quite capable of doing so again. I hope that he will deal with the situation promptly and vigorously, and that he will do whatever is necessary to put the project on its feet. I venture to say that it will be the greatest stroke of business that my hon. friend the Minister of Trade and Commerce will ever have an opportunity of doing for the Maritime provinces. Let him do this and great results will follow. Towns will grow up all along our coasts. Our deserted shipyards will spring into life again. Thousands of our best seamen, who are now the hirelings of the nabobs of Boston and Gloucester, will return home to develop our own country; the Maritime provinces will win back their old prestige on the sea and Canada will take her rightful place as a great Maritime power. Is not that an achievement worthy of a statesman, even if he has to turn a sharp corner in order to carry it out ? I hope that my hon. friend the Minister of Trade and Commerce will measure up to the opportunity and that, when the Supplementary Estimates are tabled, he will be able to find a favourable solution.


Mr. G. W. KYTE (Richmond, N.S.):: I desire to say a word or two in support of the resolution introduced by my hon. friend the member for Guysborough (Mr. Sinclair). The Estimates that were tabled a few days ago contained various sums by way of steamship subventions for the purpose of encouraging traffic in various parts of the world. On reading over those Estimates I find that the following sums are provided for:
Steamship service between:
Annapolis and	London..	.. $	5,000
Canadian Atlantic ports and Australia and New Zealand	 140,000
Canada	and	Great Britain.	1,000,000Canada	and	Cuba	
25,000Canada	and	Newfoundland	70,000
Canada and West Indies
and South	America.. ..	340,666Canada and South	Africa..	146,000
Halifax, St. John and
Liverpool	 20,000
[Mr. Sinclair.)
Montreal, Quebec and Manchester ; St. John, Halifax
and Manchester	 35,000
St. John and Dublin and
Belfast	 7,500
St. John and Glaserow	..	..	15,000
St. John, Halifax and
London	 40,000
Canada and Australia and New Zealand, Pacific
Ocean	 180,500
Prince Rupert and Queen
Charlotte Island	 16,000
Victoria and San Francisco	3,000
This last item appears for the first time, I think, in the Estimates of a federal Government. Whatever may have been in the past, the record of the party now in power, at all events they have taken a new departure, inasmuch as they have provided a subsidy to encourage traffic between British Columbia and United States cities on the Pacific coast. We in the province of Nova Scotia are asking that the Government shall pursue a similar course in respect to the development of trade between the province of Nova Scotia and the New England states. My hon. friend from Guysborough, in the course of his observations, laid upon the table figures showing the splendid development of the fishing industry in the port of Canso, which is situated in the county which he represents. Nine miles from the town of Canso are situated the fishing centres of Arichat and Petit du Grat, in the county of Richmond, which I have the honour to represent. Their record in the development of the fishing industry is equal to the record given to this House by my hon. friend from Guysborough.
The traffic which has been developed along the lines for which the steamship subventions, which I have just quoted, have been provided, is as follows:
Canadian trade for the eight months ending
November 30, 1914:
Australia and New Zealand	$ 6,253,431
Cuba	 4,479,100
Newfoundland	 4,966,928
West Indies (Br. and
foreign)	 7,027,436
South America	  2,792,654
South Africa	- 2,952,612
United States	 416,696,316
Therefore, no matter what may be the disposition of the hon. gentlemen who now form the Government of this country, with respect to their desire to curtail or curb traffic with the United States, that traffic is increasing enormously, as my hon, friend from Guysborough has pointed out.
The people of the Maritime provinces have already benefited very considerably by the action of the United States Government in

putting fish upon the free list. What my hon. friend from Guysborough suggests is quite within the means and power of the present Government. We have a line of steamships running between the town of Port Hawkesbury and the city of Boston which are already operated during the summer months. Unfortunately, the owners of these boats, not being in the enjoyment of any subvention from the federal Government, do not feel any special obligation to develop the business except that which comes to them in the ordinary way. While these steamships take their departure from Port Hawkesbury, in Inverness county, they make no call along the coast of Nova Scotia until they come to Halifax, and from Halifax they sail direct to Boston. It would be a very desirable and commendable object if the Government would adopt a system which would induce, if not the present steamship company plying from Port Hawkesbury and Halifax to Boston, then some other steamship company, to place steamers on that route that would call not only at Port Hawkesbury but also call at Arichat and take the fish week by week that would offer for transportation along that route. The county I have the honour to represent is about in the same position as Guysborough as regards the incompleteness of its railway accommodation. We have a railway from Point Tupper to St. Peters. But it is a privately-owned road, and so, unfortunately, a shipment of fish sent over it by express must pay a double rate before reaching its destination. The acquisition of the Cape Breton railway by the Government, the extending of it to Arichat and Sydney and Louisburg, and its operation as a branch of the Intercolonial railway, would be a boon that I have endeavoured to urge upon the Government in the past. I reiterate the desirability of this project, and I hope that the plan for the acquiring o! these branch lines as feeders for the Intercolonial railway has not been abandoned, notwithstanding the fact that no intimation has been given by His Royal Highness at the opening of Parliament that would lead us to believe that the present Government intends taking up that question in the very near future. The present transportation is entirely inadequate for the people of the province of Nova Scotia as respects the important industry to which I refer. I desire to impress upon the Minister of Trade and Commerce and the Minister of Marine and Fisheries as well the absolute necessity of accepting the principle embodied in the resolution moved by the hon. member for
Guysborough and voting at an early day a sum of money to assist the transportation problems of Nova Scotia in the shipment of fresh and salt fish to Boston in the same manner as that in which they have dealt with the transportation between Victoria and the city of San Francisco.


Bowman Brown Law: The resolution brought to the attention of the House by the hon. member for Guysborough (Mr. Sinclair), to my mind, embodies one of the most important questions that this House has been called on to consider. Representing as I do the county of Yarmouth, which is the gateway between Nova Scotia and the United States, I should not be doing my duty if I did not say a word in connection with this subject. The hon. member for Guysborough has dealt with the matter in a very large and broad manner; I propose, in the few minutes which I intend to occupy, to deal with it more from a local standpoint. We have had from the port of Yarmouth for sixty years, owing to the energy and enterprise of the people of
Yarmouth, a steamboat service
9 p.m. between Yarmouth and Boston.
For many years these boats were owned by the people of Yarmouth, down to the time when the Dominion Atlantic railway absorbed the old Yarmouth Steamship Company. Afterwards this was taken over by the Canadian Pacific railway, and lately the Canadian Pacific railway has transferred the boats and steamboat sec vice to the Boston and Yarmouth Steamboat Company. Twenty or twenty-five years ago we had two ships per week from Yarmouth to Boston. We have the same to-day. But I am happy to say that the steamboat service is, at the present time, and since the coming into effect of the Wilson tariff in October last, has been inadequate to carry the fresh fish and other goods that are offered for transportation from Yarmouth to Boston. As I have said, Yarmouth is the gateway to and from the western part of Nova Scotia. There is no steamboat communication between the Maritime provinces and Boston short of St. John on the north and Halifax on the east. And in many instances fish has been sent direct from Halifax by train to connect with the boats from Yarmouth to Boston. The people of Yarmouth realized the truth of what we said when we told them, weeks and weeks before September, 1911, that to give the fishermen of the Maritime provinces entry for their fresh fish into the United States

market would bring about an era of development such as they bad never seen before. And the present state of affairs proves the truth of what we said at that time. I am glad to say that the people of Yarmouth were not hoodwinked by the excuses and arguments used by our friends on the opposite side when they said that we did not want the United States market, that the United States were composed of ninety millions of hogs and we wanted no dealings with them. I can only say that if the people of the United States are hogs, we like to deal with them. The money we get from them is clean, and it is about the only money we do get. I do not wish to speak in an offensive manner, but every dollar we get from the sale of fish to the United States we have to spend to pay for flour, feed, harness and almost everything else we use. There is nothing we can ship to Ontario, but our trade is naturally with the United States. Since the Wilson tariff came into effect there has not been a trip of these steamers when they have not been obliged to leave freight behind. I desire to read a letter which appeared in the Yarmouth Herald of the 27th of January last, which deals with the question of transportation :
Dear Sir,-Kindly allow us a short space in your valuable columns for a few remarks concerning our transportation facilities. It comes to this: Something must be done in order to make provision to have more accommodation for carrying the freight from Yarmouth to Boston.
There has not been a single trip this season that all the freight has been taken to Boston, and in a few instances there has been almost a load for the boat left on the wharf and at other stations.
Now there is one sure remedy for this, and that is to get a line of boats in opposition. Already there is a petition afloat, and is being freely signed by the shippers of all kinds of fresh and salt fish in the different localities.
Hoping that this will meet with the approval of all concerned, and thanking you, Mr. Editor, for your valuable space, we are,
Yours truly,
Shippers.
I must say I do not quite agree with the third paragraph of that letter, that the only sure remedy is in an opposition boat. I am afraid that if another boat were put on that route, we should have a very poor service indeed. I think that the proposals which I intend to make to the Government before I conclude would be very much better. In order to give you an idea of the amount of traffic carried on in fresh fish between Yarmouth and Boston I wish to read the list of
cargo of the steamer Boston, from Yarmouth, on January 24 last:
Steamer Boston had as part of her outward cargo:	232 crates live lobsters, 821 boxes
boneless cod, 300 drums dry salt eo 8 barrels salt herring, 2 barrels salt mackerel, 20 cases pickled fish, 65 packages flsh waste, 161 packages fresh fish, 130 boxes smelts, 1 box halibut, 11 barrels eels, 13 boxes finnan haddies, 80 cases canned lobsters, 10 bags hake sounds, 54 barrels clams, 2 barrels apples, 1 crate moose horns, value $18,316.
On her next trip on January 28 she carried the following cargo:
513 crates live lobsters, 129 boxes boneless cod, 550 drums dry fish, 151 cases fresh do, 139 packages smelts, 20 barrels herring, 7 cases pickled flsh, 2 barrels salt mackerel, 3 boxes finnan haddies, 24 barrels clams, 100 cases lobsters, 2 cases eggs, 85 packages junk. 12 packages hides, 5 barrels fish waste, 3 barrels turnips, 5 boxes scrap iron, value $39,651.
On the two trips she carried fish and fish products to the value of $59,000 and she left behind on the wharf at Yarmouth quite a quantity of fish which she could not carry. Something, of course, must be done. The fishermen of the province of Nova Scotia and of Canada have had very little done for them. I do not know of any means of helping them except the proposals I intend to make. They are engaged in one of the most hazardous occupations I know of. They are exposed to danger and storm and hardly a week passes without the loss by drowning of one. two, three or more of these fishermen. The boats which they use to prosecute their business are small gasoline boats and they are anxious, of course, to get off to their lobster traps in the winter; and on that coast it is no pleasure trip to go on the sea at any time during the winter season. These fishermen have not had very much done for them. I was in hopes that the people of Canada, when they had an opportunity of voting in September last, would have voted for reciprocity which would have given the greatest era of prosperity that Canada has ever seen. We are getting some of the benefits of it to-day, but of course only to a small extent. Where the Boston is making two trips a week to-day, I am positive that inside of two months they will have to make four trips a week. The Board of Trade have taken this matter up with the Steamship Company, and I understand that they have promised four trips before the first of March. I think that under the circumstances this Government should do something for the fishermen. They were promised many things in the campaign of 1911, and I am sure that the member for Queens and Shelburne (Mr. 

McCurdy) will remember many of these promises. The argument was used that a lot was to be done for the fishermen if this Government eame into power. They went iso far as to say that the fishermen of Nova Scotia would be provided with medicine free. If they wanted a box of pills or a dose of salts or anything this Government was prepared to furnish it to them; but I am sorry to say that up to the present these fishermen have suffered, I presume, untold miseries from the lack of these medicines which were promised them. I desire to say that my idea of assisting the fishermen of the western part of Nova Scotia is by the installation of cold storage on board the steamers plying between Yarmouth and Boston. The lobster, as many of you know, has to be marketed alive and is different from most any other fish. A lobster arriving in Boston dead or, as they call it, sleeping, is immediately thrown away as unfit for use. On the boats between Yarmouth and Boston there are not proper facilities for handling this fish or landing [DOT]them without much loss. By the installation of cold storage a large amount of money would be saved for the fishermen, and I believe the Government should assist the ^steamboat company in providing cold storage on board these steamers for the better facility of handling not only lobsters but -other fish which is sent to Boston.
The second point I would urge upon the Government to-day to assist the fishermen in marketing their fish would be to improve the harbour accommodation. The managers [DOT]of the Boston and Yarmouth Steamship ,Company tell me that to put another boat on the route between Yarmouth and Boston involves a very large amount of money, and, having handled ships for some years, I am quite *confident that they are right in this *statement. Larger boats could be built and run between these two ports and the service could be increased. My own opinion lis that with free entry of fish into the United States market it will not be long before two boats are required.
The third suggestion I have to make to the Government is that in order to improve the facilities between Yarmouth and Boston dredging rshould be done and our harbour should be improved. The boats which are running there to-day, making two trips per week in winter and six trips in summer, [DOT]are as large as the port of Yarmouth will accommodate, and I sincerely hope that the Government may see fit, instead of putting a large amount 25
of money in the Estimates, as they have done during the time they have been in power, and not spending it, will put a large amount in the Estimates and spend it. Our port at Yarmouth is one of the most important on the coast. It serves the counties of Digby and Annapolis, and it serves the whole south shore, all the way to Halifax. It is the port for the transportation, not only of fish, but of all other articles of produce, and I trust that the Government will see its way clear to give a large appropriation for improving and dredging the harbour of Yarmouth so that larger boats can be put on the route and that transportation companies will not have the excuse that there is not water enough in Yarmouth harbour to put on large boats. Let us put the horse before the cart and not the cart before the horse, let us not wait until the boats are ready to come and then find that there is not enough water for them to enter the harbour. Let us do the dredging first and invite the transportation companies to put on larger boats and give our fishermen and farmers proper transportation facilities, which they must have between the western part of Nova Scotia and Boston. The western part of Nova Scotia has dealt with Boston for many, many years. To-day, with the duty off fish and with the duty off our produce to a certain extent, although nothing like the same extent as it would have been under the reciprocity agreement, a trade will spring up between those ports which the boats at present on the route will be quite unable to handle.


Mr. A. A. McLEAN (Queens, P.E.I.):: I would like to make a suggestion to the Government in regard to this matter, which I think would be of advantage to the people of the western part of Canada and of Ontario. Instead of subsidizing steamers to carry this beautiful fish from [DOT]the Maritime provinces to the United States, I would suggest that the Government provide transportation facilities in connection with the Intercolonial railway so that the people of Ontario, Manitoba and the West can get the benefit of the fish taken from the eastern waters of Canada. A great number of people are engaged in the Maritime provinces to-day in fishing. The cost of transporting this fish to Ontario is very great and I think the Government instead of subsidizing steamers as suggested by the hon. gentlemen opposite, should reduce freight rates between the Maritime provinces and the West, there-



by giving western people the benefit of this fish. To-day if the people of Ontario want fish they have to get it from Portland. The United States provides facilities for shipping this fish from Portland, and why should not our own railways be utilized for distributing this fish throughout Canada? In the province from which I come, a great quantity of fish is caught, especially on the north side, but unfortunately we have no railway facilities to take that fish from the north side to the main line of the Prince Edward Island railway, but I think that within a very short time the Government will see fit to provide such facilities. I have no doubt that when the oar ferry from Prince Edward Island to the mainland is built a great impetus will be given to the fish industry, and then the people of western Canada, and especially Ontario -we in the East call Ontario West-will receive the benefit of this fish. I know the Minister of Railways is inclined if a sufficient inducement is held out, to put on fish trains from Hawkesbury and Halifax to Montreal, and I should think that these men who have been shouting for a subsidy for steamers from Yarmouth and Hawkesbury would see that it would be in their interests to work up a trade within their own country.


Alexander William Chisholm: I
desire to place myself on record as supporting the resolution of my hon. friend from Guysborough (Mr. Sinclair). I have listened with considerable interest to what my hon. friend from Queens (Mr. McLean) has said. He would intimate that the late Government did not do very much for the fish trade upon the Atlantic coast. I am of the opinion that the late Government did a great deal in that direction. My hon. friend must not forget that the late Government made certain arrangements by which cold storage cars from Atlantic ports to Montreal were placed at the disposal of eastern shippers on two days in the week and were to be hauled by fast freight. Not only that, but the late Government guaranteed the payment of one-third of the express rates from Mulgrave and Halifax to the eastern boundary of Manitoba. I think similar concessions were given to the western part of the country. My hon. friend should not forget these facts. I am quite in agreement with him that anything that can be done to help along the trade between the East and the centre and West of Canada, is an excel-

lent idea, and I would always be in favour of that. But we in the East are ambitious; we are not satisfied with one market-If there is another market offering-and a good market we know it is-have we not a perfect right to look for it? If there are a dozen markets offering I think we should try to get them. In my opinion, that is what constitutes a great nation. However, my hon. friend will not forget after this, to give credit where credit is due. I must thank my hon. friend from Guysborough for bringing up this matter in the House. I must also congratulate him and other hon. gentlemen for having given us so much information. I cannot hope in the short time at my disposal to contribute very much to this discussion. I wish, however, to refer to the fish trade as it affects my own county. The fish trade in eastern Canada previous to 1907 was at a low ebb and in anything but a satisfactory condition, and remained so until the concessions I referred to were made by the late Government. Ever since then, the trade of Montreal, Toronto and western Canada has been increasing in a very satisfactory way. That trade was formerly in the hands of our American neighbours, but we succeeded in capturing it from them, and it is now a great boon to our eastern shippers.
I desire to refer to a return I received this afternoon with regard to the Fishery Advisory Board, which to my mind is an institution calculated to greatly benefit the industry. I am sorry however, and I want to call the attention of my hon. friend from Prince Edward Island (Mr. A. A. McLean) to this, that there is not a man on that Advisory Board east of the city of Halifax. That is unfortunate, because our best fishing grounds are around the Island of Cape Breton and off the coast of Guysborough County and our biggest fish shipping ports are around the coast of the county of Guysborough and in Cape Breton Island particularly Port Hawkesbury, Port Hood. and Margaree, Grand Etang and Cheticamp. There is another defect in this board-a very serious defect to my mind-and that is the absence of real fishermen. There are eighteen members on the board and with the exception of one, I think, they are all business men. I regard that as a great mistake. I consider that one-half of the members of that board should be men engaged in the fishing industry. I take it that the duty of the board is to inform the Government as to what the fishing industry and trade really requires, and I wish to call the attention of

my hon. friend the Minister of Marine and Fisheries to that. Possibly he may revise the list. This Advisory Board could be of great help to the fishing industry, but I fear that industry will not receive the attention from the board that it would receive if we had, at least, a sprinkling of fishermen on it.
Just a word or two with regard to the American market which has been thrown open to us by the Underwood tariff. Some hon. gentlemen opposite will tell us that the Underwood tariff has opened up the markets of the United States to us and that we will get the same measure of benefit from it as we would have from reciprocity.
I do not believe that it would do this at all. The fact is we had the exclusive trade privileges under reciprocity whereas under the present American tariff we must share that privilege with all the nations of the world. I took the trouble to look up the shipments from other countries to the United States. We have competitors today in the American market with some of the mist aggressive traders in the warld in fish and fish products. We must compete particularly with three countries-Norway, Newfoundland and the United Kingdom. Of the very articles of fish that are shipped from our country into the United States, I might say that the United Kingdom sends nearly $2,000,000 worth to that country. We are in competition with Newfoundland which sends in a million dollars worth of the very same class of article of fish. We are in competition with Norway which sends a million and a half dollars worth of the same kind of fish to the United States. Under the reciprocity agreement we had an exclusive right, which we cannot hope to enjoy under the Underwood tariff. That is one reason why I believe we should get as much aid from the Government as we possibly can to enable us to cope successfully with those countries. I trust that the resolution moved by my hon. friend from Guysborough will fall upon fertile soil. I trust that it will be productive of some good result and that our means of transportation to that country will receive honest and careful consideration from this Governement.
I am particularly anxious for the reason, I suppose, that I represent here a constituency that is more in need of the improved transportation facilities for fish than any other constituency in Canada. We have one of the finest fishing counties in Canada, we 25 i	.	.
have a hundred miles of coast along the county of Inverness, fronted by the finest fishing grounds in the world, but unfortunately. we are deprived of good harbours. They are all bar harbours along that coast. We are also bound up for four or five months of the year with ice. This makes it very difficult to carry on the fishing industry as we would like to carry it on because the-industry can be carried on along this particular coast to a marvelously greater degree that it has been in the past if we can only get improved facilities for transporting our fish to the American market. I may say, as my hon. friend from Yarmouth (Mr. Law) has already said, that it is an unfortunate thing that our harbours have been neglected so very much for the last two and a half years. I am not going to refer to this particularly now as I hope to have another opportunity later on to discuss several cases in detail.
When the late Government went out of office there was at least $200,000 of public grants to be spent along that coast. Not one dollar of that money has been spent, but the saddest thing of all is that our harbours, wharfs and breakwaters along the coast are in a deplorable condition. I can say without the slightest exaggeration that at least $100,000 worth of public property along the coast of Inverness was destroyed within the last two years when an expenditure of not more than $3,000 would have save this property. The money was granted but it was never spent there. It is most unfortunate, but it is true. That is the situation we are in. We have noproper harbours and we are tied up by ice for a large section of the year.
There is only one way by which we can hope to develop our fisheries along that coast and that is by the construction of a line of railway from Orangedale on the Intercolonial to Cheticamp. I have advocated the construction of this road since I have had the honour of a seat in this House. Before the late Government went out of office I had the assurance-and I make the statement in the presence of hon. gentlemen who were members of that Government- that this line would be constructed and I am convinced had the late Government been returned to power this road would be nearing completion now. Further than that, I called the attention of the hon. Minister of Railways and Canals (Mr. Cochrane) to it. I intend to go more into detail in connection with the construction of this proposed road later on.


Mr. F. B. McCURDY (Shelburne-Queens):: I was very much pleased to hear the statement of the hon. member for Yarmouth (Mr. Law) that the steamship company which operates between Yarmouth and Boston, had given an assurance to the Yarmouth Board of Trade that they would, on March 1, put extra boats on that service to give the much desired four trips a week. It has always been somewhat of a puzzle to me why, with such a large quantity of freight-and valuable freight at that-offering at Yarmouth, the steamship company which ' undertakes to look after that business should not of their own volition supply sufficient boats to take care of the traffic which is pressing on them.
It goes without saying that every one interested in the development of the fishing industry along the southern shore ,of Nova Scotia, and I am keenly concerned in this matter, is interested in any proposition which makes for better transportation facilities for our fish to all points on which we depend for our market.
I would be the last to fail to appreciate the assistance given by the late Government towards improving transportation facilities and the safe and rapid despatch of fish and fish products to the markets. I believe that the assistance given by way of a rebate on express charges on fresh fish shipments did much towards facilitating the movement of fresh fish to the western market, but I would remind hon. gentlemen opposite that the present Government has already taken another and very important step in advance in that direction. We must all know that in order to land fish fresh on the market, we require not iced express shipments or a refrigerator freight car service, but an express refrigerator car service .
The efforts of the late Government were devoted towards shipments by express which embraced ordinary package shipment and iced shipment; the latter was not effective, because the ice often melted before the fish had travelled 100 miles on their journey, and the fish being placed on the market in poor condition made a poor advertisement for the Canadian fishing industry.
To afford further facilities and to place the trade on a better footing, the present Government has made arrangements by which regular express refrigerator service is
available, and that is a most decided advantage to the industry.
It was with surprise that I heard such an astute gentleman as the hon. member for Guysborough (Mr. Sinclair) refer to what he described as the ' hysterical campaign ' against reciprocity.
I may say that when the reciprocity campaign was launched, I had no hesitation in leaving a quiet business life and most pleasant surroundings to do what I regarded was my duty, in opposing what I then considered a * bad bargain', and I claim that subsequent developments in connection with the fishing industry and the changes which the Americans have voluntarily made in their tariff on fish, amongst other of our natural products which they purely in their own interests made, have vindicated the stand taken by the Conservative party on the reciprocity question.
The hon. member for Guysborough has admitted the value of the home market. He probably knows, as well as any of us, that prior to the time when a duty was placed on finnan haddies, bloaters, kippers and other mild-cured or cured fish, our supply for consumption in Canada came from Gloucester, Portland and Boston. He knows well that the placing of a duty on such fish, and the assistance given by way of a rebate on express charges, built up in western Canada a valuable market for Canadian fish of that class. He knows that that market is now supplied, not from Boston, Gloucester, and Portland, but from Lockeport, Digby, Halifax, Canso and other places in eastern Canada. The hon. member (Mr. Sinclair) has to-night admitted the value of that market, and he has even gone so far as to say that he considers it our best market. When the reciprocity pact was put forward, we were in effect asked insofar as the Canadian market was concerned, to revert to conditions which existed in the old days when the Canadian market for this fish was supplied from Boston, Portland and Gloucester. We were asked to admit the American fish free into the Canadian market, which, as the hon. member for Guysborough says, is our best market, and we in turn were to have our fish admitted into the Boston market, which altho a broad, is an erratic market. I repeat that the policy1 of the Conservative party with regard to reciprocity has been vindicated because we have got without cost to us as valuable concessions from the United States as we would have obtained had the reciprocity pact been confirmed by the electors and our home markets sacrificed.

Our fish is now being admitted free into the American market, whatever that is worth, and it is worth something, I admit, and we have, at the same time., retained our home market. I cannot but think that the hon. member for Guysborough (Mr. Sinclair), in his heart of hearts, knows that we are better off to-day than if his fiscal theories had been approved of in 1911 by the Canadian electors. The hon. gentleman is a man of shrewdness who can appreciate a good bargain when he sees it, and I am quite sure that the view which I have put forward will appeal to his good business judgment.
Of course, every hon. member of ""the House approves of the idea contained in the resolution: that so far as legitimate assistance can be given to encourage the fishing industry it should be given. But when we come down to ways and means hon. gentlemen opposite are as diverse in their recommendations and differ as much in their ideas as to how actually the industry can be assisted, as they differ in regard to their selection of a new trade policy. They talk of subsidizing numerous and diverse steamship routes. There is one thing that occurs to me in connection with this discussion, and it is, that although these gentlemen opposite were in power for fifteen years, if I am correctly *informed, they never initiated a precedent by subsidizing one single steamship line to develop trade between ^Canada and the United States. Fifteen years was surely long enough for them to decide upon some action, and be it Temembered that their inaction was during a period when owing to more unfavourable conditions in the fishing industry, assistance was more required than under the conditions which exist to-day.
Being in somewhat constant touch with the Department of Marine and Fisheries, I am very phased to note the great interest which the minister at the head of the department takes in the improvement of the administration of his department and the improvement of the many services connected with it.
In that regard, reference has been made to-night to the appointment of the Fisheries Advisory Board. A Shell-fish Commission has also been appointed. Accurate knowledge must precede action, and the hon. minister has been active in order to get the best suggestions possible as to what should be done in regard to the improve-

*merit of this industry. Those who are as closely in touch with the fishing industry as I have had the good fortune of being, cannot have failed to note the improvement in the enforcement of the fishery regulations under the administration of the present minister; also to the clearing out of streams, the abolition of the saw-dust nuisance and other things which tend to improve the fishing industry in its basic principles. Other phases of action will doubtless be personally touched upon by the hon. minister before this discussion closes.
One other point that I should like to emphasize is in connection with the statistics which have been placed on ' Hansard ' to-night. I wish to point out that the administration of the Marine and Fisheries service under the present minister Is apparently bearing abundant fruit, because the returns for the year 1913 given by the hon. member for Guysborough to-night show that in that year there has been the largest increase in the output of fish for any period during the last ten years.


Mr. W. F. CARROLL (South Oape Breton) :: I desire to say a few words in regard to the resolution introduced by the hon. member for Guysborough with reference to increased facilities for the transportation of fish to the United States. So far as I personally am concerned, I am much indebted to the hon. member for Guysborough, firstly for bringing this resolution before the House, secondly for the vast amount of information which he has given us. The hon. member for Shelburne and Queens (Mr. McCurdy), while he taunted members on this side of the House, who had spoken of this subject, on being bad indicators as to the way in which it should be done, resumed his geat without giving us very much light as to how it should be done. The hon. member for Shelburne and Queens should be as much interested as any member on this side of the House in getting wide markets for the Maritime provinces for the products of the sea; and if he is in a position to criticise hon. members who have spoken on their inability or incapacity to show how a better market and increased facilities could be obtained for the transportation of our fish, then he should be in a position to tell us exactly how the whole matter should be carried out. I wish to be fair with the hon. member for Shelburne and Queens, as I believe he is as much interested in this particular subject as any hon. member from the province of Nova

Scotia. I do not think, however, that he did himself justice in the way in which he approached this subject. He said that a great benefit was given to the fishing industry of the province of Nova Scotia by the killing of reciprocity, but in the same breath he told us that the free market with the United States is worth something to the [DOT]fishing industry of the province of Nova Scotia. If the United States fish market is to-day worth something to the people of Nova Scotia, it would have been worth a great deal more under reciprocity, because whereas to-day, under the Underwood tariff, we have to compete in that market with the whole world, under the reciprocity agreement we were the sole people of this world who would be allowed to send our fish into the United States market free of duty. In Newfoundland we have to compete with the greatest fishermen in the world. As -a matter of fact the people of Nova Scotia are to-day unable to compete with them. We have not got the same facilities.
We are not, however, discussing reciprocity; we are discussing a proposition which will enable the fishermen of eastern Nova Scotia to get their fish to the best market in the easiest way. So far as the county of Cape Breton is concerned, the southern portions of that county, which I have the honour to represent, is practically without railways. The fishermen along the southern shore are not in a position to send their fish to market. The hon. member for Queens P.E.I. (Mr. A. A. McLean) and the hon. member for Shelburne and Queens said that we have a great market in Canada. Undoubtedly we have a great market for fish in Canada, but what we in the eastern part of Nova Scotia are concerned with is the facilities for getting our fish to market. We do not care where the market is, whether it is in the United States, in Ontario, in Quebec, or in the West.
For the past two years resolutions have been introduced for the building of branch lines in the eastern section of Nova Scotia .as feeders for the Intercolonial railway. I supported those resolutions on the ground that they would give the southern section of my constituency the opportunity of getting our farm products and the products *of the sea to market. The Government have not given these resolutions much consideration. If they have given them any *consideration, they have not told us so, and there is nothing in the Estimates to show that they are going to assist us in this respect.
The hon. member for Guysborough has put two propositions before the Government. The first is the building of branch lines as feeders of the Intercolonial railway. That would lessen the difficulties that the fishermen in his constituency have in getting their fish to market. It would also lessen the difficulties which the fishermen in southern Cape Breton have in getting their fish to market. It will take some time however, to build railways, and the Government have not started doing so yet. They have nothing in the Estimates for that purpose, and I must say that the first proposition of the hon. member for Guysborough seems to be a dead letter at the present time. Now, so far as the product of our fisheries is concerned we have only one way of getting them to market, and that is by a line of steamboats. Although I believe that at the present time the Boston market is the very best market the Nova Scotia fishermen have, yet I am not very particular where these subsidized boats carry the fish so long as they carry them to a good market.
We have in the southern section of the island of Gape Breton very good harbours. We have Louisburg, one of the very best harbours in the world, open the year round. We have a fairly good harbour at Gaba-rouse, which is one of the most important fishing stations on the north Atlantic, and another very important fishing station at Main-a-dieu. Unfortunately the harbour there is not good; but in the summer, with a line of steamers running along that shore, they could easily take their fish out and put them aboard these steamers. With reference to the question of whether we should or should not have a direct line from the eastern section of Nova Scotia- and I would call attention to the fact that my own constituency is most easterly-to the city of Boston or the New England states, that is a matter which the Government should consider. It was suggested, I think, by the hon. Minister of Marine and Fisheries, that perhaps a line of steamers might be subsidized along the eastern shore of Nova Scotia which would connect with the Yarmouth line. From the statement of my hon. friend from Yarmouth I should think that the Yarmouth line as it at present exists, is over taxed, for he tells us that freight is being left on the wharfs at Yarmouth that these steamers cannot carry. It is sometimes considered very peculiar that we should be

losing population in the eastern part of Nova Scotia, and especially in the fishing and fanning districts of Cape Breton. We are sometimes told that it is the people's own fault, that they flock to the mine and steel works and industrial centres. That is not the case. The people of the district I represent, especially around Louisburg, Gabarouse and Main-a-dieu would never have to go into the mining industry or into the steel works if they had proper facilities for shipping their fish from their homes. The lack of such facilities has been a grievance with them for many years. They have the very best fishing grounds in the world along that 10 p.m. shore. And the prices are good, both in Canada and the United States. The only difficulty is in getting the fish to market. What is the good of taking fish from the sea if you are going to let them rot on the shore? As a result of the inadequacy, or I may say the absolute want, of facilities for transportation in that part of the country, the people are forced to leave their homes and go into the industrial centres. I desire to tell you, Mr. Speaker, and also the Minister of Trade and Commerce (Mr. Foster) who is in his seat, that, in my humble estimation that is the reason why the districts along the shore of southern Nova Scotia are becoming depopulated. And I think the hon. minister could not do a better thing ror tne province of Nova Scotia, especially the southern districts, than to subsidize, tnis session, a line of steamboats which would either connect with the boats at Yarmouth or run direct from the eastern sections of Nova Scotia to New England. Now, we aTe thankful to both Governments, the present and the late Government, for anything they have done to make the transportation of our province easier. But I say they have not done enough. The port of Yarmouth, at least, has not very much to complain of. In the first place, they have a railway running into that district, and then they have a direct line of steamers to Boston. As to our part of the country- and I say this in all seriousness, I never was more serious in my life-if something is not done to help the fishermen get the products of their labour to the market, the district from Port Hawkesbury to Glace Bay will be depopulated in a short time, and I hold that the Government-any government, either this or any other-would not wish to see that; every government 
wishes to do the best it can. But if they wish to do the best they can for that section of the country, it is their bounden duty, at this session-not letting it be further postponed-to de something to subsidize a line of steamboats to that section of the country that will give an outlet to the product of the fisheries of eastern Nova Scotia.


John Douglas Hazen: The resolution which my
hon. friend from Guysborough (Mr. Sinclair) has moved in favour of providing better transport for fresh fish between the Maritime provinces and the United States is one that, I am sure, is worthy of very careful attention on the part of the House and of the Government. It refers more particularly to matters which come within the control of my hon. friend the Minister of Trade and Commerce (Mr. Foster) and my hon. friend the Minister of Railways and Canals (Mr. Cochrane), because the means of transportation which the hon. gentleman suggests are, first the construction of branch railways in the county of Guysborough and, second, the providing of steamers for the purpose of carrying the products of the fisheries to market. The hon. Minister of Railways has not been in his place this evening, but I will call his attention to the matter,-though, perhaps it is hardly necessary to do so, for on several previous occasions I have heard the hon. member for Guysborough, when the Minister of Railways and Canals was present, pointing out what a great advantage the construction of these branch lines would be, and, among the advantages he claimed was that they would afford facilities for' the shipment of the products of the fisheries. The Minister of Trade and Commerce is in his place, and it will not be necessary to call his attention to the matter further. I was sorry that the hon. member for Guysborough did not formulate some plan or tell us in what way he would sug-test that his ideas could be carried into effect. And when I interposed and asked him if he suggested that there should be a direct line of steamers from Canso or other ports along the eastern coast of Nova Scotia to the markets, or whether he would favour a line of steamers along the coast connecting with the steamers from Yarmouth to Boston, he had not his mind thoroughly made up and would not give an opinion on the subject.


John Howard Sinclair: I would be in favour of a direct line from Nova Scotia to Boston, if it be possible to get it.


John Douglas Hazen: The hon. gentleman did
not give me that information before. He rather sidestepped the question when I asked it. We have now his opinion with regard to it. While the subject for discussion to-night was the importance of affording better transportation for the fishermen in the Maritime provinces, at the same time, it seems to me that my hon. friends opposite who have discussed the question, with scarcely an exception, while I do not in any way dispute their bona fides and desire to advance the interests of the fishermen in their constituencies, seemed even more desirous o.f making political capital against the Government than of advancing the interests of the fishermen who are their constituents. The hon. member for Guysborough (Mr. Sinclair) and the hon. member for Yarmouth (Mr. Law) have harked back to the reciprocity question of September, 1911. The hon. gentlemen are very fond of telling that they accept public opinion and how desirous they are that the public should be consulted on questions, and yet, when the public are consulted on a great question like reciprocity and give an emphatic verdict on it, the hon. gentlemen are not willing to accept the verdict of the public and come here and complain about the verdict having been given against them.


Bowman Brown Law: I accept the verdict given in the county of Yarmouth.


John Douglas Hazen: My hon. friends, both of
whom represent counties where there are large fishing industries, are entirely oblivious of the fact tjiat in the county of Lunenburg, the greatest fishing county in Nova Scotia, and the county of Queen 3-Shelburne, a great fishing county with great fishing interests, the reciprocity pact was discussed from the business and trade standpoint as thoroughly as possible, because the Liberal candidate in Queens-Shelburne was a gentleman able to discuss the question probably as well as any man in Canada, he himself had been one of the originators of the pact-they entirely forget that those two great fishing counties of the province of Nova Scotia, in no uncertain term pronounced against the reciprocity pact and in favour of the policy advocated by the Conservative party in 1911. It seems to me that in view of that it is rather absurd for the hon. gentlemen to
come to this House now and say that the fishermen of Nova Scotia were in favour of reciprocity and that the reciprocity pact was in the interests of the fishermen of Nova Scotia. The hon. member for Yarmouth who has tried to introduce some politics into the discussion by referring to the condition of Yarmouth harbour, asked why are large appropriations not made for the purpose of dredging? A very substantial appropriation is being made this year. We know the condition of Yarmouth harbour, we know that when, a few years ago, the Niobe was brought from Halifax to Yarmouth at the request of the hon. gentleman and against the wishes of the responsible official of the Naval Department in order that the officers might take part in a ball given in connection with an olcf home week, it was unable to enter the harbour and a storm coming up when she was in the roadstead she put to sea, the result being of a character which cost this country $300,000 of the people's money. Let me ask my hon. friend who drags this in now simply for political purposes, where he was during the fifteen, years the Liberal party were in power that he allowed Yarmouth harbour to remain in that condition? Why did not my hon. friend, who is a very influential supporter of the Liberal (Government, try during those fifteen years to see that Yarmouth was put in the condition in which he thinks the Conservatives should put it in the two and a half years they have been in power? My hon. friend froA Inverness suggests that the harbours in Inverness county were in a deplorable condition. They have not got into a deplorable condition in two and a half years. If they were in good condition when the Conservative party came into power they would not be in a deplorable condition now, even if they were neglected. Then let me ask my hon. friend why it was that during the fifteen years the Liberal party were in power he permitted the harbours of Inverness to get into this condition, why he did not get his friends to put them into good condition in that time.


Alexander William Chisholm: The breakwaters along our harbours at Port Hood and Margaree were destroyed owing to the storms of last year and the year before, with the knowledge of the Department of Public Works and of the engineers of the Government; and notwithstanding the fact that $200,000 had been appropriated for use in the county of Inverness, and would

have been spent in that county if the late Government had remained in power, all these wharfs were destroyed. The wharf at Port Hood, which cost $50,000, was absolutely destroyed. An appendix to a wharf was started last year under the supervision of my hon. friend. That new structure has been carried away, with the knowledge of the Government, and they never spent even a dollar to preserve the property of the Government.


John Douglas Hazen: As I understand storms
came last year which carried away wharfs and breakwaters.


Alexander William Chisholm: And the year before.


John Douglas Hazen: One would almost imagine [DOT]that the hon., gentleman held the Government responsible for having brought these storms and that the damage which resulted from the storms last year and the year before should have been repaired by this time. A moment's reflection will show the hon. gentleman how weak his argument is in that respect.
I was referring to the fact that hon. gentlemen, in discussing this question, were unable to get away from political considerations, and were dealing with it in a way to make political capital. I come down, however, to a consideration of the facts. My hon. friend from Inverness (Mr. Chisholm) said he would like to give credit to the late Government for what they have done in the way of developing trade in fish between Nova Scotia and the provinces of Quebec and Ontario. I would not for one moment detract in the slightest possible degree from any credit that might be due the Government which my hon. friend supports or anything they did in connection with the development of that industry. They arranged that fish should be taken [DOT] by fast freight in fast freight cars. That was good as far as it went, and the present -Government has taken a step far more in the public interest and a great step in advance by arranging for the fish to be taken from the Maritime provinces, in the last twelve months, in refrigerator express *cars, with results most beneficial to the .fishermen of the Maritime provinces in ^enabling them to get fish on the markets * of Ontario and the West in a very much better condition.


John Howard Sinclair: I would like to understand exactly the difference between the [plan adopted by the present Government 
and that put in force by the late Government for the carrying of these fish.


John Douglas Hazen: Under the arrangement
made by the late Administration the fish went forward by fast freight. That ' was continued, but there was an arrangement
made by which fish now goes forward by express cars.


John Howard Sinclair: I think the minister
will find that it went forward by express before-


John Douglas Hazen: -going more rapidly, going under better circumstances and delivered on the market in better condition than previously.


John Howard Sinclair: How do trains go more rapidly than under the old system? The arrangement made by the late Government provided not only for fish going forward by express cars, but for payment of one-third of the express charges, which the present Government is also doing. I want the minister to point out the difference between the plan of the former Government and the present Government in regard to express cars.


John Douglas Hazen: There is not the slightest trouble in showing the difference. Now a cold storage express refrigerator car is sent forward every Saturday attached to an express train and the Government guarantees that that car will contain a certain number of pounds of fish; if it does not contain that much the Government will pay for the deficiency, and that has proved such a very great success that in many cases there is no deficiency to be paid for at all, and we believe it will be practically self-supporting and will be no burden on the country.


John Howard Sinclair: Did not the late Government provide express cars?


John Douglas Hazen: The guarantee under the former Government was for fast freight cars not attached to express trains, and cars, not running every day, but only two or three times a week. We have provided for this car, attached to an express train, to run every Saturday.
My hon. friend from Guysborough referred to the report of the Marine and Fisheries Department this year and made some quotations. The hon. gentleman approved of what was being done by the department in regard to having fish placed on the markets of the upper provinces. I may say that the movement inaugurated by my

predecessor in office, and carried on with extensions and improvements since, has proved a great success. There has been an increasing amount of fish going forward, and at one-third of the charges prevailing under the arrangement made by the late Government. I do not want to take up the time of this House or bore it in any way, but my hon. friend from Guysborough has referred very properly to the report of the Marine and Fisheries Department, and I think it is only proper that I should place on 'Hansard' an extract from that report covering the part of the extract referred to by my hon. friend. On page 15, hon. gentlemen will find under the heading, transportation of fresh and mildly cured fish, the following statement:
The department's policy in aiding- in the stimulation and development of the trade in fresh and mildly cured fish in the interior portions of the country, by placing at the disposal of the shippers cheap rates and additional facilities and equipment, is having most gratifying results.
Prior to the time that the department undertook to assist, such markets as those in Montreal and Toronto were being very largely supplied from United States sources. The Canadian business was so small that the railways did not find it feasible to place cold storage cars, which would be hauled by fast freight, at the disposal of the shippers and the express rates were so high that successful competition with United States shippers was not found possible. This will be realized from the following: The express rate on fish from Halifax and Mulgrave is $1.50 per 100 pounds, while from Portland the rate is but 80 cents. As, however, there is an import duty of 1 cent per pound the gross rate is $1.80. The advantage of 30 cents per 100 pounds to the Canadian shipper was more than offset by the fact that at United States ports, owing to the very large number of vessels operating therefrom, a supply of fish could always be relied upon, and as the haul is short, orders could be sent up to within a few hours before the consignments were needed. Along the Canadian coast the demand for fresh fish was comparatively small and uncertain. Hence no great effort was being made by the fishermen to land fish during unfavourable weather, so that dealers could not rely on having their orders filled exactly when required, which is an absolute necessity In the carrying on of a successful business in the sale of fish.
To overcome these disadvantages and to assure, not only the Canadian market being supplied from Canadian sources, but a rapid expansion of such markets as well, the department took up the question of procuring better rates and shipping facilities. The railway and express companies did not, however, see their way clear to do more than they were doing, keeping in view the volume of the business that seemed available. The department, therefore, arranged to have the railway place at the disposal of the shippers a cold storage car on two days each week, which car would be hauled by fast freight to Montreal. To enable this to be done the department guaranteed that the earnings on these cars would be at least two-thirds those on a minimum carload lot of 20,000 pounds, at carload lot rates from the point of starting to destination, plus $4 per car for icing.
This service has proved a great boon to the trade. While it cost the department a considerable amount annually for the first few years, it is now being taken advantage of to such an extent that it is practically self-sustaining.
While a cold storage freight service is efficient for the supplying of a substantial market, such as that of Fridays, it soon became apparent that if a considerable demand for fish on other days were to be worked up, express facilities at reasonable rates must be available to the shippers.
This was done about a year ago, if my recollection is correct.
The department consequently arranged with the express companies to accept responsibility for one-third of the ordinary express rates on all shipments of fresh and mildly cured fish including shell-fish, from the Atlantic coast as far west as the eastern boundary of Manitoba, and from the Pacific coast as far east as the said boundary. This gave the shippers from Halifax or Mulgrave a rate of $1 per 100 lbs. to Montreal, and proportionately from intervening points, or an advantage to the Canadian coast dealers of at least 80 cents per 100 lbs. over the United States shipper.
With such facilities and rates the Canadian dealers did not take long to demonstrate that they could control the situation. Not only has the importation of fresh fish along the Canadian Atlantic coast been stopped from the United States, but the demand in the Canadian markets is being very rapidly expanded.
While the dealers on the Pacific coast have for several years been sending fish through to Toronto and Montreal in carload lots, on which they are given a rate of $3 per 100 lbs., the express charges in less than carload lots to the prairie provinces were so high that the working up of any large trade there seemed out of the question. The rate from Vancouver or New Westminster to Calgary is $3.50 per 100 lbs., and to Edmonton, Qu'Appelle or Winnipeg $4.50 per 100 lbs.
With the cheaper rate given owing to the departmental assistance the trade has increased wonderfully and now shipments are being sent in carload lots to quite an extent making departmental assistance unnecessary.
Then follow the .figures showing how the business from the East and West by express alone has been expanding. It is evident from the facts as they present themselves, that the department has not been at all lacking in its desire to develop the fish trade between Nova Scotia points and points in Ontario and Quebec. A further arrangement was entered into last year with the express companies and the Intercolonial railway, whereby a cold storage express car for the transportation of fish leaves Mulgrave for Montreal on Saturday of each week. Shipments for Halifax are consolidated in this car at Truro. It arrives in Montreal on Sunday night in

time to connect with the Toronto train, so that the shipments for Toronto reach there by ordinary express cars Monday morning -leaving Mulgrave on Saturday, the fish are ready for delivery in Toronto on Monday morning. In addition to that, I may say that the Fisheries Department during the year had an exhibit at the Toronto Exhibition-the first exhibit of our fisheries that was ever made there which attracted a great deal of attention, and which, in the belief of many dealers, has done a great deal to develop the business in the markets of Ontario, and of the lower provinces, and has been the cause of larger orders being given in the Maritime provinces. There has been some controversy here to-night over the Advisory Board, and I am glad to find that the general opinion of hon. gentlemen is in favour of the constitution of that Board, and that their belief is that it will be of benefit so far as the development of the fisheries of Canada is concerned. The only criticism that has been made is in regard to its personnel. My hon. friend from Inverness (Mr. Chisholm) has suggested that some member from that county should be appointed to the Board. I am sorry I cannot comply with his request, much as I would like to. There are four members on the Board from Nova Scotia at present, and while no doubt there is not a part of Nova Scotia interested in fishing that would not like to have a representative on the Board, I am quite sure my hon. friend will see how impossible it is to have every county represented. The four representatives from Nova Scotia, I believe, are gentlemen well qualified to deal with the question. There is a gentleman from Lunenburg, Mr. Smith, who thoroughly understands deep-sea fishing; Mr. Gideon A. Hemeon, of Queens and Sheldon, a practical fisherman; Mr. Short from Digby, who is thoroughly au fait with this question. Then there is a gentleman from Halifax, appointed on the recommendation of the Board of Trade of that, city, who has a special knowledge of the salt fish and dried fish industry, which centre very largely in the city of Halifax.
From St. Andrews, New Brunswick, on Passamaquoddy Bay, we have Mr. Bussell, a gentleman who is a practical fisherman himself and a fish dealer. We have a gentleman from Kent county, and we have Mr. Young from Gloucester county. Mr. Young has been in the fish business all his life, is in touch with the fishermen and he was appointed to the Advisory Board at the

request of the fishermen and those interested in the fishing industry. We have a gentleman from the Gaspe coast and these gentlemen I have named, four from Nova Scotia, four from New Brunswick, one from the Gaspe coast and one from Prince Edward Island, Mr. Longworth, constitute the eastern section of the Advisory Fisheries Board. I think it would be a very difficult matter to find any number of gentlemen with a more thorough or intimate knowledge of the fisheries of the Maritime provinces than that possessed by these gentlemen. I am glad to be able to assure this House that the permanent officers of the Fisheries Department are of the opinion that this board as constituted is of most valuable assistance in the development of the fisheries of this country and one which can give sound advice as to the line along which we should proceed and the methods which should be adopted in the development of the fisheries and of the fishing trade.
One word more about some remarks made by the hon. member for Guysborough. He referred to the subsidy granted to the West Indian line of steamships and the subsidy granted by the country to the line of steamships sailing to South Africa. It seems to me that the subsidy granted to the West Indian line of steamships is one that is very much in the interest of the fishing industry of the lower provinces, because a great deal of the freight that is carried by the West Indian line of steamships is fish exported from Halifax to the West Indies who are large consumers of fish oaught in Nova Scotia waters, cured and dried there and sent to the consumers of the West Indies. I am sure that the hon. member for Guysborough and other hon. gentlemen from Nova Scotia, knowing the importance of that service, would be among the last to suggest that the money is not properly expended or that the service is not a proper one in the public interest.


John Howard Sinclair: I did not make any such suggestions.


John Douglas Hazen: I did not say you did.


John Howard Sinclair: I simply referred to the fact.


John Douglas Hazen: I referred to the fact and I said that I believed that my hon. friend would be the last one to suggest the stopping of this service altogether.


John Howard Sinclair: I did not suggest anything of the kind.

Mr. nAZEN: What was the purpose ot my hon. friend in referring to it at all?


John Howard Sinclair: I made the statement that if the Government would give half of the amount that it was giving for the expansion of trade in South Africa and in South America, we would get better results from the trade between the Maritime provinces and the United States in connection with the fresh fish trade.


John Douglas Hazen: Am I to understand that the hon. gentleman suggests a reduction of one-half of the subsidy given by the Government to this West Indian service?
Mr. -SINCLAIR: Not at all.


John Douglas Hazen: The hon. gentleman referred to it for one purpose only, and that was that he wanted to create the impression in Nova Scotia that the Government had plenty of money to give to a service which was not very useful to the country, not nearly so useful as the one he advocated, and the subsidy which he tried to make it appear was not very useful was the subsidy granted to the West Indian steamship line. I am pointing out that this subsidy is of very great value to the fishing industry of Nova Scotia, because I think that I am correct in saying that the bulk of the freight that is carried by the West Indian steamships down to the West Indies is composed of fish caught and cured in Nova Scotia and sent down to the market of the West Indies.
As far as the South African service is concerned, perhaps I might point out that, whereas a few years ago we were sending comparatively small quantities of products to South Africa, owing to the steamship service, I find by the Trade and Navigation returns that last year we sent to South Africa $3,340,513 worth of Canadian products. They went, I think, practically altogether by this subsidized line of steamers, managed by the Elder Dempster Company, and sailing from Montreal in summer and from a Maritime province port in winter to South Africa. The business has been a growing one, and it will continue to grow. This export is made up largely of flour, agricultural implements, newspaper print and other products of Canadian workshops and farms, and that this subsidy is having good results is shown in the development of the trade of Canada and in the opening up of such markets for our manufacturers and producers of other sorts.
The Department of Marine and Fisheries has not -been idle in regard to improvement in the matter of the transportation of fresh fish between the Maritime provinces and the United States. The question has been receiving the consideration of myself and the permanent officers of the department during the past two seasons. By my direction and at my request last year an officer of the department interviewed the officers of the company operating the steamship service between Yarmouth and Boston and arrangements were then made by which the steamship company undertook the more careful and expeditious handling of fresh fish in transit between the Maritime provinces and Boston. Complaints reached the department similar to those made by one hon. gentleman here to-night, complaints that I think were well founded, that lobsters especially were being very carelessly handled, with the result that they reached the Boston market sometimes in a condition which seriously impaired their value. We had the matter investigated. We had an official of the department go down to Boston and be present at the landing of these boats and see the condition in which the fish were, and I am advised by the Deputy M in-ister and other officers in the department that the improvements that have been made have to a very considerable extent been carried out by the steamship companies, that a great deal more care in the handling of fish has been exercised, with the result that fresh lobsters are now in a much more marketable condition when they arrive in the Boston market than they were previously to these inquiries and investigations being made. I am advised by the officials of the department that as a result of the representations made arrangements have been made for more prompt deliveries at Boston on the arrival of the various steamers from Maritime province ports and that better transportation facilities are being provided. At the opening of the present fishing season I directed attention to the matter and requested that the officers of the department should give their consideration to it with the view of bringing about some further improvements. The Superintendent of Fisheries went carefully into the subject, and he has submitted a memorandum pointing out the different steps which should oe taken in order to bring about the desired improvements. These improvements involve negotiations with the Department of Trade and Commerce apd these are in progress at the present time. The steamship

line which has been referred to as running between Yarmouth and Boston operates one boat from the first of October to the first of June, making two trips a week. After that two boats are put on, which make four trips a week up to the end of July. Then a third boat is put on to the end of October. So that from the first of June to the end of October the service out of Yarmouth is a daily service. There havd been recent negotiations with the company and we hope that a second boat will be placed on the route from October to June instead of one boat as at present. There has been a very large expansion of the shipping business from Yarmouth during recent months and it is to be hoped that with that large expansion of business the steamship company will find that it will be possible to put on a daily service during the months that I have mentioned in order to carry this trade to Boston, and which, as I understand, has been fairly profitable to the company looking at it from a purely business standpoint. The other suggestion, that these boats run along the coast, connecting with the Yarmouth boats, does not find special favour with my hon. friend (Mr. Sinclair), who thinks a direct service would be better. But all these questions will have to be considered by the Department of Trade and Commerce.
I think I am absolutely correct in saying that for a period of 15 years, no subsidy has been voted by the Parliament of Canada for a line of steamers running from a Canadian port to a port in the United States, and that is a matter which is worth remembering in connection with this whole question. No subsidy has been given to the line of steamers running from St. John to Portland and Boston, or to the line running from Yarmouth to Boston and return, or from Halifax to Boston and return. However, with the extensive business consequent on the increased development of our fisheries, it would seem to me that the company itself might find it in its own interest, without any subsidy from the Dominion Parliament to put on a line of steamers running daily during the fishing season or during the season when business is most active, between Yarmouth and ports in the United States, as steamers run daily during a great part of the season between St. John and Boston.
I	agree with the hon. member for Guys-borough as to the possibility of developing the fishing industry of Canada. Up to a few years ago Nova Scotia was the premier fish-producing province of Canada. To-day, British Columbia is enormously pro-

ductive. The northern waters of that province are teeming with fish, and although up to the present the industry has been largely developed in only two varieties, the halibut and the salmon, the waters of British Columbia are filled with herring, and sole, and crabs, and other fish, the trade in which can be developed to enormous proportions. With the opening of the Grand Trunk Pacific from Prince Rupert to the East, I believe, from my own personal knowledge and observation in northern British Columbia this year, that in a few years Prince Rupert will not only be the greatest fish port on the continent of America, but probably the greatest fish port in the world. In addition to our fisheries on the eastern and western coasts, we have splendid fisheries in the immense inland lakes, where the industry is capable of great development, with resultant increase in the wealth of the country, and an added source of food supply for the people of the prairie provinces. Owing to the wanton destruction of fish in the past, we will have1 to take measures to repair the mischief that has been done, by providing for file artificial production of the fish. To a very considerable extent, measures in that direction are being taken to-day. This Parliament annually votes a large sum of money for the erection of fish hatcheries and for the maintenance of those already in existence. The Superintendent of Fisheries informs me that for the first time since we have established' fish hatcheries in Canada, they are to-day filled with eggs and are being more successfully operated now than at any time in the past. It has been demonstrated that the salmon hatcheries have done most useful work. The fishermen along the coast of St. John county, who drift out almost across to the Nova Scotia shore night after night in the prosecution of their calling, tell me that there now is no such thing as a year when they are not getting a good supply of salmon. These salmon come up the bay of Fundy, and along the coast making for the spawning grounds on the St. John and Tobique rivers, and they are being caught at points along that river where they were not caught at 15 or 20 years ago, and they are being caught in great numbers. That is a very desirable state of things, and it is due to the more perfect enforcement of the fishery laws, and due most of all to the work of the salmon hatcheries. The same thing is true as to the whitefish hatcheries on the Great Lakes, and although the results obtained from the lobster hatcheries may at the present time

be a matter of some doubt, I trust that in a few years the utility of these hatcheries will be fully demonstrated and that they may in time to come make up for the past depletion of the lobsters fisheries. I entirely agree with one hon. gentleman opposite who said that there has not been as much done for the fisheries of Canada by the Department of Marine and Fisheries as should have been done, but I can assure my hon. friend that the officials of the department to-day are doing their very utmost to promote and develop the fishing industry, and for my part I am giving them the very best assistance and support that it is within my power to give. I trust that in years to come good results will flow from the efforts now being made by the Department of Marine and Fisheries. Now that my hon. friend from Guysborough (Mr. Sinclair) has brought this matter before the House, and has had a full discussion of it, which will no doubt be of benefit, as is every discussion concerning the development of our great national ressouroes, I presume he will consent to the usual course of adjourning the debate.
On motion of Mr. Hazen, the debate was adjourned.
On motion of Mr. Rogers, the House adjourned at 10.45 p.m.
Tuesday, February 3, 1914.