export trade. There exist opportunities for 

 much development yet, which in the aggressive- 

 ness Canadian manufacturers are exhibiting will 

 doubtless be seized. Sufficient advantage was 

 never taken of the peculiar quality and flavor of 

 Canadian chocolates, and the maple sugar 

 industry up to quite recently was permitted to 

 wane because its delicious product was not 

 known abroad. These matters are being 

 remedied, and the industry is likely to become a 

 more important one to Canada. 



Twenty Minutes of Railroading 



The President of the Ameritan Railway 

 Association, R. H. Aishton, having been request- 

 ed to make a twenty-minute address on "The 

 Railroad Situation" before the Academy of 

 Political Science at the Hotel Astor, New York, 

 conceived the brilliant idea of occupying his 

 time by telling his auditors just what American 

 railroads were doing while he talked what they 

 did, what they earned, what they spent in the 

 course of twenty minutes. The yearly figures, 

 Mr. Aishton noted, are too large to understand 

 without strain. To say that the first-class roads 

 of the United States moved 306 billion tons of 

 revenue freight one mile in the year 1921 is 

 somewhat confusing, whereas the figures for 

 twenty minutes are down among the thousands, 

 and quite within our comprehension. "Let us," 

 said Mr. Aishton, "get down to something we 

 can all understand without undue mental 

 strain." 



He went on, as quoted in The Railway 

 Review (Chicago): 



"I have been allotted twenty minutes. During that 

 twenty minutes the energy developed by the railroads is 

 equivalent to moving a train consisting of a locomotive 

 with ten freight cars, carrying 311 tons of revenue-paying 

 freight, with two more freight cars containing 38 tons of 

 company freight that doesn't produce revenue, with two 

 passenger cars, containing 38 paying passengers, together 

 with the employees necessary to operate the train, with 

 the necessary postal, baggage and express cars, and a 

 little red caboose, a distance of 37,500 miles, or once and 

 one-half times around the earth at its greatest circumfer- 

 ence. 



Comparison of Earnings and Expenditures 



"What do they get for performing this service ? The 

 year 1914 is taken for comparison, because it marked the 

 start of the European War, the beginning of all our 

 troubles: 



"In 1914 every 20 minutes the gross earnings were 

 $115,347. 



"In 1921 every 20 minutes the gross earnings were 

 $209,874. An increase of 82 per cent. 



"In 1914 every 20 minutes the operating expenses were 

 $83,844. 



"In 1921 every 20 minutes the operating expenses were 

 $173,652. An increase of 107 per cent. 



"In 1914 the payroll for 20 minutes, $50,888. 



"In 1921 the payroll for 20 minutes, $106,579. An 

 increase of 109 per cent. 



"The above indicate what's the matter, and beyond all 

 that consider this also: 



"In 1914 every 20 minutes there was paid in taxes, 



"In 1921 every 20 minutes there was paid in taxes, 

 $10,526. An increase of 104 per cent. 



"In 1914 every 20 minutes the net railway operating 

 income (which is the amount left after payment of expenses 

 and taxes) was $25,158. 



"In 1920 it practically disappeared, being only $822. 



"In 1921, however, with an increase of 3,091 millions in 

 investment over 1914, the net operating income every 20 

 minutes was $22,755. 



"In other words, whereas the book value increased 18 

 per cent, between 1914 and 1921, the net railway operating 

 income earned on the investment thus increased actually 

 decreased 9.5 per cent. 



"What are the railroads doing to bring about economy 

 and efficiency ? 



"In 1921, although the times were depressed, as was the 

 case in 1914 : 



"They handled 7.7 per cent more revenue ton miles 

 than they did in 1914. 



"They handled 8.0 per cent, more passenger miles. 



"They did it, however, with 10.6 per cent less train 

 miles, and the train mile is what creates expense. There 

 must have been economy and efficiency manifested there, 

 surely. 



"In 1920, with a large business, as compared with 1914, 

 with a light business. 



"There was an increase of 44 per cent in revenue freight 

 ton miles. 



"There was an increase of about 36 per cent in revenue 

 passenger miles. 



"Yet this was accomplished with the same train miles, 

 practically, as 1914. As a matter of fact, it was 300 miles 

 less every twenty minutes than in 1914. Truly a notable 

 record!" 



Every railroad, Mr. Aishton went on to say, 

 has been and is making the strongest individual 

 efforts, through its own organization of experts, 

 to develop new methods of efficiency and 

 economy. No industry in the country has any 

 more complete check on the minutest details of 

 their operations, or has competitive initiative 

 developed to a higher degree, than the trans- 

 portation companies. 



From Coast to Coast 



By Right Hon. Viscount Northcliffe 



C.P.R. Just three initials, which most of us 

 have learnt during the past twenty years or so 

 to regard with the same indifference as G.W.R., 

 G.E.R., or G.N.R. Just a big railway which, we 

 are told, runs from the Atlantic to the Pacific, a 

 journey of over 3,600 miles. 



We read about Canpac shares in our morning 

 papers, we see beautiful models of great steamers 

 in the Cockspur Street offices of the Company, 

 and we hear enthusiastic descriptions of the 

 gorgeous scenery through which this three-letter 

 railway runs. To most of us who have not 

 crossed from sea to sea by this marvel of marvels, 

 there is perhaps not a very great difference 

 between C.P.R., P.L.M., and the other big 

 railways of the world an appeal to the romantic, 

 which lies buried somewhere in the staidest 

 Britisher, not very much more powerful. 



The fact remains that there are few journeys 

 more full of romance, of beauty, of adventure 

 than the run we are making this week between 



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