The work was done by contract by a noted builder of big things—railways, canals, wharves, etc.—Mr. J. W. Stewart. Perhaps he is better known to thousands as General “Jack” Stewart, who left his business in Canada and served during the Great War as the builder in France and Flanders of the light railways up to the battle front, which had much to do with the victory of the allies. Stewart had a strenuous time building the Connaught tunnel, Mr. George Bury, then Western Vice-President of the Company, giving active co-operation and being often on the ground. To recapitulate in some measure the significant things about this tunnel, in which the world’s records for such work were several times exceeded, one can say generally that the building of it is another evidence that the Canadian Pacific Railway will not consider cost in its efforts to eliminate grades, snow troubles or anything else which stands in the way of the efficiency and safe operation of the road. Though the tunnel was opened for traffic about seven years ago, the Company has kept on making such improvements as preclude all danger from loosened rock or such like. With that in view a large number of expert workmen have been kept in the tunnel in regular shifts, and these men are now completing the fine work of lining the whole tunnel, roof, sides and all, with concrete, in such a way that nothing more can be thought of to make the great “bore” through the MacDonald Mountain safe, secure and scientifically sound. The original contract cost has thus been steadily increased for some years, though the tunnel was safe for traffic when it was opened, until it is probably within the limit to say that this great engineering feat has cost the Company close to ten millions. Just what some of the early critics of the cost of the Canadian Pacific, who thought a bonus from the Government of twenty-five millions in addition to a grant of land was excessive, would think of a case like this, must be left to some one with vivid imagination to say. In this single instance we find the Company, after expending an immense sum on crossing through the Rogers Pass in early construction days, building then nearly five miles of expensive snowsheds and having everything in running order, abandoning the whole thing, and at a cost of nearly ten millions more, going on to make their line more useful and more safe. No doubt the early engineers in the 80’s saw that some such tunnel might be possible, but the railway was then battling for life and could not spend nearly half its total cash bonus on a space of five miles in a road that would measure three thousand miles or so across Canada.