The last-named gentleman is indirectly responsible for the following record of an incident in the early life of a great undertaking: “A train on which he happened to be travelling to Dauphin ran over a heifer and broke her leg. On the train also were a couple of butchers on their way to a construction camp at the then terminus of the line. Mr. Hanna stopped the train, had the butchers kill and dress the heifer, whose carcase, thirteen minutes after the accident, was loaded in the baggage car, and was presently sold to the contractors. The hide was sent to Winnipeg, the farmer’s claim was paid in full, and a profit of four dollars and sixty-five cents included in the first balance-sheet of the railway.” During the past fourteen years the Canadian Northern has grown at the rate of a mile a day. To the east, the Manitoba capital was linked with Port Arthur, and of the 1909 crops the Canadian Northern carried over 37,000,000 bushels to the head of navigation. The expansion of the system in the plains is proceeding upon a plan destined to result in five principal lines running east and west of Winnipeg, with certain north-westerly deflections that will feed the new Hudson Bay route. The Canadian Northern, indeed is now opening up an acreage of land no less fertile, and more extensive, than that which has given Manitoba and Southern Saskatchewan their pre-eminence in wheat-growing. The British Columbia Government guaranteed bonds up to £7,000 per mile to secure the expansion of the Canadian Northern from Alberta to the Pacific coast. On the passing last year of the sanctioning Act, construction was promptly started from the mouth of the Fraser River at New Westminster, so that, as provided by the statute, British Columbia shall receive its second direct communication with the Prairie Provinces in the year 1914—the year of the proposed World’s Fair at Winnipeg. The Canadian Northern Pacific will ascend the Fraser River cañon to the Thompson River, which it will follow to Kamloops. Thence it is to strike north-westerly through the valley of the North Thompson, reaching Edmonton by way of the Yellowhead Pass, which is the easiest route through the Rocky Mountains. From Edmonton the track is already advancing to meet the British Columbia section. Deflecting from Fort Frances, two hundred miles east of Winnipeg, the Canadian Northern has entry to Duluth, the principal United States port on the Great Lakes; and therefore the Pacific extension will afford connection between Puget Sound and Duluth on a mileage almost identical with that of the Northern Pacific—the pioneer railway across the north-western States—with the advantage that, whereas the Northern Pacific has to climb three summits (of which the highest is nearly 6,000 feet), the Canadian Northern Pacific has to climb only one summit (a mere matter of 3,700 feet).