New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-09
Needless Duplication
In Conada's System.

The Dominion's recent railway situa-
ton is the result of premature dupli-
cation, and even triplication, Of lines
IN territory from which paying traffic
cannot be expected for years. As
result Canada has one mile of railway
to every 2l0 people, compared with one
mile to every 400 in the United States.
and with population of less than one
twelfth that of the United States Can
ada has one-siXth as much railway
mileage. The Canadian Pacific Rail-
way, of course, has been richly sue
cessful. Of the Canadian Northern
and the Grand Trunk railways it NAV
be said in a general way that the for
mer had promising prospects in West
tern Canada, while the latters lines
were well placed and moderately sue
cessful in Ontario and Quebec. But
when both aspired to the status of
transcontinentals they overreached
themselves. Following the majority
recommendation of the Drayton-Ac
worth Smith Commission. appointed in
1916 to consider the whole Canadian
railroad problem, the Dominion gov
eminent has purchased the sharehold-
ers' equity in the Canadian Northern
and has linked that road with the In
tercolonial and the National Transcon-
tlnental railways, all under a central
ized management of bushes men, who
are ding the lines into what NAV
oil e. i 1.
dian Pacific Railway system. The Do
mnion government now owns and.
through the directorate of the Cana
dian Government Railways, as the pub
lie ownership system is designated.
operates $4,000 miles of railway ont
of total of $4,000 miles in Canada.
and $4,000 miles of telegraph lines. and
1T also will operate forty-eight ves-
sells, which are now under construction
on government account for the Allan
tic, Pacific and Great Lakes services.
So far the Grand Trunk Railway has
escaped the rationslizers, but it can
hardly be for long. The Grand Trunk
Railway refused to fulfil its agreement
to take over the National Transconti-
mental Railway between Moncton. N.
B., and Winnipeg, a line built bv the
government at great expense, and part
y for political purposes. Then the
burden of the Grand Trunk Pacific
proved too heavy. When the war closed
the financial markets to Canadian com
merclal securities. the Grand Trunk
Paclnc Company could not finance il,
n
government. The dependence became
chrome and the company attempted to
escape by leaving the Grand Trunk
Pacihc upon the hands of the country
Purchase by the government of the
Grand Trunk lines and their incornora-
ton IN the Canadian National Rail
ways system would open up interesting
posslDiiltles and ,tford ample scope for
those conJecturally inclined. Can the
government organization beat out
the Canadian Pacific Railway? VIII
the Federal and provincial authorities
cooperate with the public ownership
road IN promoting settlement of the
lands contiguous &c the Canadian
Northern and Grand Trunk Pacific
mes! "ill the Dominion's immigra-
tion Offices abroad all be in effect colo
nization agencies for the Canadian
government railways? The probability
OF offlcial immigration efforts diverting
business to the public ownership rail.
way system may be increased if the
Cunard Steamship Line carries out its
pre-wa contract with the Canadien
Northern Railway and now cooperate,
with the Canadian National Railways
The effect Of such government policy
would be TO use public taxes, to which
the Canadian Pacific Railways con-
tributes heavily, TO support competi-
ton with the latter road and 70 ;+s
detriment. In this connection it Ia in