href="@public@vhost@g@gutenberg@html@files@30509@[email protected]#img-110" class="pginternal" tag="{http://www.w3.org/1999/xhtml}a">SIR GEORGE SIMPSON
     From a print in the John Ross Robertson Collection,
     Toronto Public Library

        "         110 SIR SANDFORD FLEMING
     From a photograph by Topley.         "         114 FLEMING ROUTE AND THE TRANS-CONTINENTALS (Map)         "         118

RAILWAYS OF CANADA, 1880 (Map)	"         130
LORD STRATHCONA      From a photograph by Lafayette, London.	"         134
LORD MOUNT STEPHEN      From a photograph by Wood and Henry, Dufftown.      By courtesy of Sir William Van Horne.	"         140
SIR WILLIAM CORNELIUS VAN HORNE      From a photograph by Notman.	"         148
RAILWAYS OF CANADA, 1896 (Map)	"         180
CANADIAN NORTHERN RAILWAY, 1914 (Map)	"         194
CHARLES MELVILLE HAYS      From a photograph by Notman.	"         200
GRAND TRUNK SYSTEM, 1914 (Map)	"         218
CANADIAN PACIFIC RAILWAY, 1914 (Map)	"         224
GREAT NORTHERN RAILWAY, 1914 (Map)	"         230
RAILWAYS OF CANADA, 1914 (Map)	"         238

CHAPTER I

THE COMING OF THE RAILWAY

The Coming of the Railway—The Iron Road—The New Power—Engine and Rail—The Work of the Railway

On the morning of October 6, 1829, there began at Rainhill, in England, a contest without parallel in either sport or industry. There were four entries:

Braithwaite and Ericsson's Novelty.
Timothy Hackworth's Sans-pareil.
Stephenson and Booth's Rocket.
Burstall's Perseverance.

These were neither race-horses nor stagecoaches, but rival types of the newly invented steam locomotive. To win the £500 prize offered, the successful engine, if weighing six tons, must be able to draw a load of twenty tons at ten miles an hour, and to cover at least seventy miles a day. Little wonder that an eminent Liverpool merchant declared that only a parcel of charlatans could have devised such a test, and wagered that if a locomotive ever went ten miles an hour, he would eat a stewed engine-wheel for breakfast!

The contest had come about as the only solution of a deadlock between the stubborn directors of the Liverpool and Manchester Railway, or tramway, then under construction, and their still more stubborn engineer, one George Stephenson. The railway was nearly completed, and the essential question of the motive power to be used had not yet been decided. The most conservative authorities thought it best to stick to the horse; others favoured the use of stationary steam-engines, placed every mile or two along the route, and hauling the cars from one station to the next by long ropes; Stephenson, with a few backers, urged a trial of the locomotive. True, on the Stockton and Darlington Railway, the first successful public line ever built, opened four years before, a Travelling Engine, built by the same dogged engineer, had hauled a train of some forty light carriages nearly nine miles in sixty-five minutes, and had even beaten a stage-coach, running on the highway alongside, by a hundred yards in the twelve miles from Darlington to Stockton. But even here the locomotive was only used to haul freight; passengers were still carried in old stage-coaches, which were mounted on special wheels to fit the rails, and were drawn by horses. The best practical engineers in England, when called into consultation, inspected the Stockton road, and then advised the perplexed directors to instal twenty-one stationary engines along the thirty-one miles of track, rather than to experiment with the new Travelling Engine.

'What can be more palpably absurd and ridiculous,' the Quarterly Review had declared in 1825, 'than the prospect held out of locomotives travelling twice as fast as stage-coaches! We should as soon expect the people of Woolwich to suffer themselves to be fired off upon one of Congreve's ricochet rockets as trust themselves to the mercy of such a machine, going at such a rate.' And the Quarterly was not alone in its scepticism. The directors of the new railway had found great difficulty in obtaining a charter from parliament—a difficulty registered in a bill for parliamentary costs reaching £27,000, or over