"Under the terms on which the railways were taken over for the period of the war the Government guaranteed to the proprietors of the railways that their net revenue should be the same as in 1913, except when the net receipts for the first half of 1914 were less than the first half of 1913; in that case the sum payable was to be reduced in the same proportion. The entire Government traffic—men and freight—was to be carried without any direct charge being made for it or any accounts rendered. This plan was considered satisfactory by both sides. In the majority of cases there had been a reduction of earnings in the first half of 1914 over the previous half-year, and companies were contemplating a still further reduction. The interests of their shareholders being assured, they were able to devote themselves to the work of economical and efficient distribution, quite apart from the usual financial problems. The one weak side of this agreement was that it made no allowance to cover increased interest payments on account of new investments and new capital expenditure since the war began. This point was afterward met by an arrangement that the government should pay interest at 4 per cent. on all new capital invested by the railways since August 4, 1914, on new lines, branches, terminals, equipment, or other facilities put into use since January 1, 1913.
"The conclusion of the financial agreement between the Government and the companies automatically brought about a great economy in the system of railway accounts. The reports of the companies were cut down to a bare minimum, and in many cases even these reduced reports were not sent to the shareholders unless they specially asked for them."
RAILWAY NATIONALIZATION IN CANADA
A definite proposal to nationalize the railway systems of the Dominion of Canada was made during the war. Canada has nearly one-sixth of the railway mileage of the United States, although it has less than one-fourteenth of the population. Canada has three trans-continental systems. There is sufficient trade in the Dominion for two good systems. A royal commission appointed to inquire into the subject reported that the net returns of the railways were so low as to prove that more railways had been built than could be justified on commercial grounds. Large subsidies had been granted by the Government. In the case of the Grand Trunk Pacific this public subsidy amounted to nearly two-thirds of the total investment; in the case of the Canadian Northern to nearly three-quarters. The Canadian Pacific was reported as the strongest railway in Canada, economically built and well managed. The other companies, such as the Canadian Northern and the Grand Trunk Pacific, were facing heavy annual deficits.
Copyright Underwood & Underwood
Walker D. Hines
He succeeded William McAdoo as Director-General of Railroads after the signing of the armistice.
The commissioners recommended heroic measures. They did not consider that operation by a Minister directly responsible to Parliament would be in the public interest. It would not secure better service nor lower rates. What the commissioners did recommend was to transfer the three companies to a new body, a board of trustees to be incorporated as the Dominion Railway Company and that the Canadian Northern, the Canadian Pacific and the Grand Trunk Pacific be transferred to this body. The Government-owned Intercolonial and Transcontinental Railways stretching from Halifax to Winnipeg were to be transferred to the Dominion Company. Under the scheme worked out by the commission, the Government would assume responsibility to the Dominion Railway Company for the interest on existing securities of the transferred companies. As to the composition of the board of trustees, the commissioner recommended that they be five; three railway members, one member selected on the ground of business and financial experience and one as especially possessing the confidence of the railway employees. The commissioners laid stress on the importance of the board being non-political, permanent and self-perpetuating, and in this connection pointed to the experience of the Australian state railways.