cences and the gasoline tax. It was announced by the Chairman of the legislation Committee, Edwin Loftus, K.C., that an effort was being made to have compulsory liability insurance for the protection of people injured in automobile accidents and Hon. W. R. Clubb, Minister of Public Works, stated that sign posts with the buffalo crest of Manitoba would be erected on 550 miles of roadway in 1927. Col. A. E. Gray, A. M. Dobbs, A. E. Boyle, H. R. Eade and A. English were elected to the Executive for two years.

In Ontario, the Ontario Motor League with Headquarters in Toronto, was an aggressive agency in the interests of motorists. Its affairs were ably reviewed by the retiring President, S. M. Kenney, at the Annual Meeting in Toronto on Mar. 7,1927. During 1926, membership reached the highest figure on record and subscriptions to the Special Service showed a 100 per cent. increase over 1925. The League's financial position was well maintained. Since the spring of 1926 nearly 250 service stations had been appointed covering all roads in the lower part of the Province and about 40,000 miles were within scope of the Service. The Touring Department was doing valuable work in supplying information and facilitating the passing of cars through the Customs. Road sign work had been continued on the customary scale and accident prevention work had been actively prosecuted. The Ontario Bus Owners' Association became affiliated with the O.M.L. in 1926, bringing all branches of road transport into the councils of the League. Representations had been made to the Minister of Railways and Canals on the subject of accidents at railway-highway crossings, with a view to the adoption of means to reduce the hazard. Hon. G. S. Henry, Minister of Public Works and Highways for Ontario and Major W. S. Gilbraith, Manager of the Detroit Automobile Club, were speakers at the annual dinner. C. L. Burton was elected President, J. Allan Ross, 1st Vice-President; R. A. Stapells, 2nd Vice-President: Elmer West, Sault Ste. Marie, 3rd Vice-President and Dr. P. E. Doolittle, 4th Vice-President. W. G. Robertson was Secretary-Treasurer.

An important step for the motorists of Alberta was taken on Mar. 1, 1927, when the Calgary Automobile Club decided at its Annual Meeting to unite with the Edmonton Club in order to form a provincial association. The Edmonton Club was operating as the Alberta Motor Association. At its Annual Meeting on May 17 delegates from Calgary were present and two divisions were formed with headquarters in Edmonton and Calgary respectively. Charles H. Grant, K.C., Edmonton, was elected President; A. B. McKay, Calgary, 1st Vice-President; Frank Barnhouse, Edmonton, 2nd Vice-President, and John Blue, Edmonton, Secretary-Treasurer.

The Motor Bus and Truck. The year 1926 witnessed further expansion in the use of motor buses and trucks in Canada. At a dinner of the Ontario Bus Owners' Association in Hamilton on Feb. 8, 1926, Hon. G. S. Henry, Minister of Public Works and Highways for Ontario, stated that there were then 91 bus lines operating in the Province, with a total of 210 licensed buses. Out of 1645 miles of provincial highway, 1417 miles were being served by licensed bus operators, the total bus miles per month being 179,225. In addition 595 miles of country highways were served by motor buses, with 99,446 bus miles per month. Buses, he stated, had first been licensed in June, 1924.

The competition had been and was causing concern to the steam and electric traction companies. At the meetings of the House of Commons Committee on National Railways and Shipping on June 4 and 9, the subject came up for discussion. At that time Sir Henry Thornton attributed the decrease in short haul traffic on the railways very largely to motor bus competition, but added that there were two things which somewhat affected this competition in Canada, the long and comparatively severe winters and the general state of the roads. He informed the Committee that a C.N.R. committee was studying the situation, the Committee being composed of R. A. C. Henry, Director, Bureau of Economics, chairman; G. T. Bell, Executive Assistant to the Vice-President in charge of Traffic and D. Crombie, Chief of Transportation.

The increasing use of motor trucks in the haulage of freight led to a demand for more stringent regulation of the operations of these carriers and on Oct. 25 a meeting was held in the offices of the Ontario Highway Department, Toronto,

to discuss truck regulation in all its phases. This was attended by representatives of the steam and electric railways, the Canadian Manufacturers' Association, the Toronto Board of Trade, the Hamilton Chamber of Commerce, the Border Cities Chamber of Commerce, the traffic managers of several large industries and the truck owners. In a statement issued after the meeting the Highways Department, after explaining that the discussion had been informal and that the meeting was largely of a preliminary nature, enumerated the following conclusions:-that there was a field for the truck; that the electric and steam lines must also be given consideration in connection with any arrangements which might be made; that the trucks should be considered largely as common carriers and should be operated under government permits; that there should be a limit to truck loads; that the truck owner should be required to protect the shipper; that the truck operator should furnish a uniform bill of lading, properly endorsed; that the Government would be justified in collecting fees from the truck companies for use of the highways and that there should be regulations framed which would have a tendency to protect shippers.

The rapid development of motor transportation in Canada was further indicated in a Report issued early in 1927 by the Ontario Highways Department, giving details of bus and truck traffic for 1924, 1925 and 1926. In 1914, only 2 buses a day were observed on all the highways together; by 1922 the number had grown to 63. In the Summer of 1924, 75 were in operation; in the Summer of 1925, 95 and in the Summer of 1926, 150. The daily average number of trucks using the highways was 27 in 1914; 585 in 1922; 931 in the Summer of 1924; 1,466 in the Summer of 1925 and 1,636 in the Summer of 1926. Addressing the Ontario Good Roads Association about this time, J. P. Bickell, Registrar of Motor Vehicles, stated that there were in Ontario 106 operators, with 340 buses, covering 132 different routes. The total mileage of the bus routes was 2,314 miles on provincial highways and 786 on county and township roads and the routes ranged in length from 11⁄2 to 140 miles.

The Ontario Bus Owners' Association, which had been formed in 1924, continued throughout 1926 to look after the interests of its members in connection with legislation and other matters bearing on bus operation. It held its second Annual Meeting in Hamilton on Dec. 14. In his address, C. C. Kamm, President, declared that the Association's activities had placed the business of bus operation on a much higher plane than it had occupied previously. He referred to the success of the Association in preventing the passing of legislation which would have permitted towns and cities to tax bus operation and reviewed relations with the Department of Highways, which had been cordial throughout. E. Forsythe, United Bus Lines Limited, Hamilton, was elected President and J. L. Grightman, Highway King Bus Line, Dundas, Vice-President, with P. Smye, Hamilton, and C. Cooper, Ford, directors. George D. Campbell, Toronto, was Secretary-Treasurer.

Aviation in Canada. With the increasing use of commercial aeroplanes in other countries, their application to Canada's transportation needs received more attention in 1926-27. A Report issued during the Summer of 1927 by the Department of National Defence gave much valuable information on the subject. This showed that there was in 1926 a great increase in all branches of civil aviation. The number of flights made rose from 3,171 in 1925 to 4,755 in 1926, and the hours flown from 4,091 to 5,860. The number of passengers carried was 631,715, as compared with 446,648, and freight traffic increased from 592,220 to 724,721 pounds. Canada had in 1926, 34 licensed civil air harbours, 44 licensed aircraft and 103 licensed civil air personnel. The Report listed the following companies as operating in 1926: Canadian Airways Limited (formed in 1926 to take over the Dominion Aerial Exploration Co., with main office in Three Rivers; J. V. Elliott Air Service; Fairchild Aerial Surveys Co. (of Canada) Limited (formed in 1922, with headquarters at Grand Mère, Que.); Fairchild Air Transport Co. Limited, Haileybury, Ont.; Northern Syndicate, Limited; Pacific Airways Limited; Patricia Airways and Exploration Limited (formed in 1926 to operate from Sioux Lookout to Red and Woman Lakes); Western Canada Airways Limited (formed in 1926 to take over Central Canada Airways, with head office in Winnipeg); Brooks and Weymouth of Canada, Limited; Bert

McConnell, Ford, Ont.; W. A. Straith, Winnipeg and R. G. Trenholme, Windsor, Ont. The Ontario Government also operated an extensive service in forestry work in Northern Ontario.

During the season of 1926 over 36,000 square miles of mineralized areas were photographed by aeroplane, constituting a world's record for such mapping. The work was done by the Topographical Survey, Department of the Interior, with the co-operation of the Royal Canadian Air Force. The first aerial map of a mineral field to be issued was of The Pas district in Northern Manitoba, which was made in 1925. Photographs were next taken of the Rice Lake and Red Lake districts. Then in 1926 additional map sheets of the country east and southeast of the Red Lake area were taken, as well as 5,650 square miles in the Rouyn District.

On May 10, 1926, what was stated by The Gazette, Montreal, to be the first commercial aeroplane to be constructed in Canada for a commercial company was launched by Canadian Vickers Limited, Montreal. It was built for the Fairchild Aerial Surveys Limited, Grand Mère, and was specially designed for forestry patrol and protection, aerial photography and reconnaisance. Another noteworthy incident of 1926 was the successful completion of the first seaplane flight ever made across Canada. This was accomplished by Squadron Leader A. Earl Godfrey of the Headquarters Staff, Royal Canadian Air Force, who left Montreal on Sept. 11 and arrived in Vancouver on Sept. 19. The trip was seriously delayed because of bad weather.

Towards the close of the year it became known that the Canadian Post Office Department was giving attention to the question of establishing an air mail service in Canada. Hon. P. J. Veniot, Postmaster-General, stated at Bathurst, N.B., on Dec. 22, that a fair trial would likely be given to the carrying of mails by aeroplane, probably on a small scale at first, but, if conditions and results warranted it, the system would be extended. Parliament at its 1927 Session voted $75,000 for a test and on May 12 it was stated in an Ottawa despatch that beginning Sept. 1st, the Canadian Air Force would carry European mails from Father Point to Quebec City, reducing the time of delivery by several hours. In the meantime, early in 1927 the Department of National Defence had sent a letter to cities and towns in various parts of Canada, asking them if they were in favour of establishing aeroplane landing fields to take care of developments expected within the next few years. On Mar. 6 it was reported by the Ottawa correspondent of The Globe, Toronto, that the suggestion had been very favourably received and that several places were taking action. The growing importance of air services was emphasized on Mar. 18 by Major-General J. H. MacBrien, Chief of Staff, of the Canadian Army, in a lecture delivered at the Military Institute, Toronto. "The country which neglects civil aviation," he said, "will be handicapped for years to come," and he proceeded to outline plans for aviation in Canada. The Air Service estimates passed about this time by Parliament aggregated $3,892,293, of which $1,669,694 was for military training and operation and $2,222,593 for civil aviation. Purchase of a flight of four modern fighting planes to replace obsolete war type aircraft was provided for, while estimates covering civil aviation were mainly for forest protection and survey services for other Government departments.

Early in May, Major G. H. Scott, who had piloted the airship R-34 across the Atlantic and back in 1919, arrived in Canada, accompanied by A. R. Gibbs, another British expert, to act as advisers to the Government in connection with the establishment of facilities for the operation of an airship service between Great Britain and the Dominion. On May 4 they were viewing sites in the vicinity of Ottawa for the location of a mooring mast and on May 7 were guests at a luncheon tendered by the officers of the Department of National Defence and officers of the permanent and non-permanent active militia and the air force. At this time Major Scott told of plans for the establishment of a service between different parts of the Empire by huge airships, declaring that the development of commercial rigid airship services throughout the British Empire would do more to unite the Empire permanently than any other endeavour, because it would largely eliminate the element of time. Hon. J. L. Ralston, Minister of National Defence, who presided, announced that authority had been given for the pur

chase in Great Britain of the head for the mooring mast to be erected in Canada. The fabrication for the mast itself could probably be manufactured in Canada. on specifications to be furnished by the British experts. During the following week inspections were made of numerous sites in Eastern Canada, but on June 6, Hon. Mr. Ralston stated that no announcement as to the location of the mast was to be expected for some time. The experts returned to England from Montreal on June 24.

Canadian
Shipping

Affairs in

1926; the Navigation Companies, etc.

The 1926 season of navigation on the St. Lawrence was late in opening. It was not until Apr. 25 that the first Atlantic liner, the Cunard, S. S. Aurania reached Quebec, while the first ship from Overseas to enter the port of Montreal, the S. S. Manchester Regiment, did not dock until May 3. The season was also early in closing, due to the formation of ice in the River at an unusually early date. The last inbound ship reached Montreal on Dec. 3 and on Dec. 6 the authorities advised all vessels intending to descend the River to leave at once. Ice breakers and tugs were kept busy maintaining an open channel, but even with this assistance the last outbound freighter had difficulty reaching Quebec, and on Dec. 23 the final convoy sailed from the latter point. Meanwhile a record number of ships wintered in Montreal.

Steamship companies represented in the North Atlantic Passenger Conference carried 1,090,588 passengers in 1926, an increase of 82,412, over 1925. Of these 224,216 were carried to and from Canadian Atlantic ports and 866,372 to and from United States ports. Westbound traffic to Canada consisted of 165,609 passengers, as against 117,914 in 1925, while eastbound traffic fell from 61,495 to 58,607.

There were remaining on the register books of the Dominion of Canada at Dec. 31, 1926, 3,351 sailing ships of a gross tonnage of 532,908 and net tonnage of 504,717, and 4,842 steamships of a gross tonnage of 1,267,594, and net tonnage of 844,218.

Important to Canadian shipping interests in 1926-27 was the completion of arrangements for implementing the provision contained in the Canada-West Indies trade agreement of 1925 relative to an improved steamship service between Canada and the Islands. Under the terms of the agreement the Government of Canada was to see that a fortnightly mail and passenger service was established "as soon as possible or within 15 months of the ratification of this agreement." Early in 1926 the Government, through the Department of Trade and Commerce, invited tenders for the Service but without satisfactory result. It was stated that both the Royal Mail Steam Packet Co., who had for many years operated a subsidized service to the Eastern Group of Islands, and the Canadian Government Merchant Marine, who were running a regular service to the Western group, had submitted offers, both of which had been rejected. The R.M.S.P. Co., thereupon announced the discontinuance in July of their fortnightly service between Halifax, Bermuda, Windward Islands and Demerara and the substitution of a monthly service. Though the Canadian Government Merchant Marine put on a monthly freight service in July, this step, together with the delay in providing the new and improved service, gave rise to much complaint in the West Indies.

Action was, however, being taken by the Government. On Dec. 16, Hon. James Malcolm, the new Minister of Trade and Commerce, announced that it had been decided to invite tenders again. While the result was still unsatisfactory, on Feb. 2, 1927, the Minister stated that the Government had reached the conclusion that it would be best to entrust the fulfilment of that part of the agreement providing for steamship services to the management of the Canadian National Railways as best fitted to perform the services advantageously and economically. Legislation to put this plan into effect was introduced in Parliament on Mar. 10. It provided for the creation of the Canadian National (West Indies) Steamships Limited. The new Company, whose stock would be entirely owned by the Government, were empowered to contract for the construction of

ships or to purchase, charter or refit ships necessary for the service. Bonds or other securities up to an aggregate of $10,000,000 and guaranteed by the Government might be issued. During the course of the legislation through Parliament certain discussion arose as to where the ships required would be built, a strong plea being put forward that all should be built in Canada. In order to start the new service two freight boats of the Canadian Government Merchant Marine, Canadian Skirmisher and Canadian Pathfinder, were converted into threeclass passenger ships, the former sailing from Halifax on May 20.

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With the coal strike in Britain affecting supplies and prices, not only were the numbers of ships available for handling grain and other cargoes reduced during the Summer of 1926 but shipping companies found it necessary to raise rates. On Sept. 23 steamship lines represented in the Canadian Trans-Atlantic Conference announced a general advance of 15 per cent. on commodities dealt with under the jurisdiction of the Conference and consigned from Canadian ports to the United Kingdom. Reasons given for the advance were the increasing cost of coal and the necessity for ships to take fuel aboard in this country for the round trip, thus reducing the amount of their cargo-carrying space. Dec. 1, increases were extended to commodities destined to the continent, while on Jan. 1st, 1927 a new series of rates became effective to the United Kingdom. Two commodities particularly hit by these new rates were honey and bacon and the Federal Department of Agriculture at once took steps to obtain some relief. The next rate change was announced on Feb. 22, when ocean rates on cattle were cut from $20 to $15 per head by the Canadian Government Merchant Marine and the Reford Line. A sub-committee of the Imperial Shipping Committee having, at the request of the Minister of Agriculture, made an inquiry into the carrying of Canadian cattle to the United Kingdom, issued a report on the subject which was published on Mar. 19, 1927. It made several suggestions for economies and recommended (1) that facilities should once more be provided for landing cattle at London, Hull, and possibly other ports and (2) that the British and Canadian governments should consult with regard to the regulations governing the shipment and landing of Canadian cattle with a view, if possible, to the removal of impediments which contribute to an increase in the cost of carrying Canadian cattle.

The Shipping Federation of Canada, of which R. W. Reford was President, reviewed shipping affairs in 1926 at its Annual Meeting on Feb. 9, 1927, in Montreal. The combined tonnage of liners and tramps entered in the Federation for the season had been 1,431,930 gross tons, an increase of 49,443 over 1925. Of the total, 700,432 gross tons represented liner tonnage, a decrease of 20,146, and 731,498 gross tons represented tramp tonnage, an increase of 69,589. Canadian registered tonnage amounted to 140,231 gross tons, an increase of 6,148. In his annual address, Mr. Reford referred with satisfaction to the decrease in the number of shipping casualities on the St. Lawrence; to the effective service of the ice-breakers of the Department of Marine; to the satisfactory labour conditions that had existed in 1926 and to the announcement that the north channel below Quebec would be opened for navigation on June 1st. He deprecated the continued abstraction of water by the Chicago Drainage Canal and expressed appreciation of the good work done by the Great Lakes-St. Lawrence Conservation Association. Mr. Reford was re-elected President; Col. W. I. Gear, Vice-President and E. W. Foulds, Treasurer. On Mar. 4, 1927, it was announced that A. L. W. MacCallum, who had been since 1918 with the Canadian Marconi Co., as marine and radio sales manager, had been appointed manager and secretary in succession to the late Thomas Robb.

Operations of the Canadian Pacific Steamships Limited on both Atlantic and Pacific showed a gratifying improvement in 1926. An increased number of passengers were carried particularly in westbound third class traffic and economies in operation were effected by close scrutiny of fuel and establishment charges. Net earnings from ocean and coastal steamship lines amounted to $2,053,882. This was somewhat less than in 1925 but was due entirely to the inclusion in 1925 accounts of a refund of excess profits duties by the British Government. Contracts were let during the year for two new passenger vessels of the Montcalm type and five freight vessels for delivery in 1928. A contract was also let for a new steamer for service between Vancouver and Nanaimo.