Peeps at Many Lands: Canada

by J. T. Bealby

The Canadian engine, which is a big, heavy thing, generally painted black, so that it has not the smart look of an English railway locomotive, carries a huge acetylene lamp fixed high up on the front of the funnel, and with this it can light up the track for many yards in front of it as it puffs along at night. When it wants to give a warning, it does not whistle in the shrill way an English railway locomotive does: it gives out an ear-splitting, hoarse, hollow-sounding scream or roar that can be heard a long way off, and also rings the big "chapel" bell. And when it is entering a station, it keeps on clanging its bell until it comes to a dead standstill at the platform.

The through trains on the transcontinental railways carry three classes of passengers—colonist, tourist, and first-class, or "Pullman," as they are called, from the name of the great American firm which long made the Pullman or palace cars for all the railways in America. Those who travel by the latter live as luxuriously as if they were at an hotel; a dining-car accompanies them in which a full-course dinner is served; there are libraries, shower-baths, even barber's shops, on some of these trains, and each train is fitted with observation-cars with glass sides, from which one can view the scenery at fifty miles an hour. Besides this, the railways maintain fine hotels at all the places of interest, just as is done at home.

The conductor of the train not only does what the guard on an English train does, but he also performs the duties of ticket-examiner and booking- or ticket-clerk as well. Whilst the train is still travelling he walks through the cars, one after the other, and examines and punches the passengers' tickets; and if a passenger has not got a ticket, the conductor will give him one and take the money for it. This saves the railway company the expense of having ticket-collectors at every station. Another reason why the conductor performs these duties is that at many of the small stations there is no station-master and no booking-clerk. Except in certain of the largest towns, there are no porters at the railway-stations. In consequence of this, railway-travellers generally carry only a small portmanteau or valise in their hands. The general name for a handbag, portmanteau, or valise is "grip." Before setting out on a journey the traveller hands his heavy baggage over to the "baggage-master," who ties a strong cardboard label to it bearing a number and a letter of the alphabet and the name of the town the traveller is going to, and at the same time he gives a similar piece of cardboard, bearing exactly the same number and the same letter and the name of the town, to the passenger. When the passenger reaches the town he is going to, he goes to the baggage-office and presents his cardboard ticket, and the official gives up to him the trunk or box which bears the corresponding number and letter. This is called "checking baggage through."

The passenger coaches, known as "cars," on the Canadian railways are very different from the passenger carriages in England. You do not enter at doors in the sides, but you climb up to a platform at the end and enter from the platform. A gangway runs through the middle of the car from the one end to the other. In this way, even when the engine is running at full speed, you are able to travel all through the train, crossing from one car to the other by means of the platforms at the end of each. On each side of the gangway of the car are the seats, facing each other, and affording room for four passengers in each recess. At night the seats can be pulled out until they meet one another, and in that way they make a bed, on which the porter places mattresses and bedclothes and around which he hangs curtains. About one-half of the passengers generally sleep, however, above the heads of those who lie on the seats. High up, all along the sides of each gangway, there are big, broad shelves, which can be let down at night, and pushed up again out of the way in the daytime. It is on these shelves that many of the passengers sleep. Each "shelf" will hold two people.

At each end of each car there are dressing and washing rooms, and on emigrant sleeping-cars a recess holds a small stove for cooking. In the early morning, on an emigrant or colonist train, quite a crowd of people gather round the door of their little dressing-room, waiting their turns to get in, for the room is very tiny, and will not hold more than three persons at a time, especially when one is a man trying to shave without cutting his chin, for very often the cars shake and rattle, and even lurch and jump. Every man comes in his shirt-sleeves, and carries his towel and hair-brush, his soap or his comb; and whilst they stand about waiting their turns, there is generally a good deal of good-natured gossiping and jesting, especially if the train shakes much, and they stumble against one another. On a Pullman, or first-class sleeping-car, however, the accommodation is much better, and one can wash and dress almost as comfortably as in a good hotel.

Nearly all Canadians are great travellers. The large towns are mostly situated wide apart, and to get from the one to the other you generally have to make long journeys. In all countries railways are important features; but in Canada, owing to the vast distances and the way in which the population live scattered over the immense territory, the railways are of especial importance. Frequently the railway is the first pioneer in opening up a district for settlement, being built to reach a wealthy mine or a petroleum-field, and as the railway penetrates mile after mile into the unoccupied valley, little towns spring up alongside it. In this way the hoarse bray of the railway-engine awakens the sleeping echoes of mountain glen or river valley before the sound of the settler's axe is heard or the smoke of the emigrant's camp-fire seen. The two biggest railways in Canada are the Canadian Pacific Railroad, known in short form as the C.P.R., and the Grand Trunk Pacific Railroad, or the G.T.R. Both these form a link, and a very important link, in the route between England on the one side and Japan, China, and Australia on the other.

In the Rocky Mountains and in the other ranges the gradients on the railways are necessarily very steep, one at the Kicking Horse Pass (so called from the figure of a great horse which can be seen in the rock on the side of the mountain) is 6 in 100. In rainy weather, and in the spring, when the frost loosens the soil, huge boulders may come sliding down and cover the track. As the track curves in all directions (near Glacier one can see four tracks side by side as it loops round to climb the mountain-side), it would be impossible for the engineer to see these obstructions in time to save his train, so the track is patrolled constantly by men night and day. On the steep gradients there are switches which lead off from the main line and run up the mountain-side, so that a train rushing down the slope and running up on to one of these tracks soon loses its impetus and slows down. These traps are used to stop the train when there is danger ahead, the patrol opens the switch, which automatically sets a signal, so that the engineer knows what is coming, and the train loses its force up the steep switch instead of plunging into the abyss below. As you lie in your berth at night and watch the great shining spot of the searchlight on the front of the engine as it lights up mountain, crag, and deep defile 1,000 yards ahead, the clear whistle rings out in the night; anxiously you count one, two, three, four, and sink back relieved. "All right on the main line!" and you know that the lonely patrol man is faithful in the humble task on which the life of hundreds may depend.

In many parts of Canada the snowfall is very heavy, and causes the railways constant trouble, for if the wind blows it soon piles up, so that the trains cannot force their way through it. Of course it would take too long to shovel it out by hand, so gigantic snow-ploughs are used. These are pushed ahead of the engine, and send the snow flying to the fences on both sides of the track. Where it is very deep and frozen hard, a "rotatory low" is used, with a large boring machine attached to the front of it to cut its way into the drifts, and often from two to four engines may be needed to force it through the deepest cuts. In the mountain districts, where the track is exposed to snow slides, the tracks are covered by great sheds of strong timber, over which the white avalanche can slide into the cañon below.