The Pullman car service was entirely a product of the railways. When trains did not afford the luxury of sleeping between sheets, Mr. Pullman came along, offered to furnish cars, collect tolls, and pay the railways for hauling them. This method is just about as old as the Canadian Confederation. One of the most curious sidelights on the origin of what is regarded as an entirely American innovation is furnished by the story of the Prince of Wales’ tour in Canada in 1860. The first car to carry sleeping accommodation was built at Brantford for the Prince of Wales. From it Pullman got the ideas which he evolved into the Pullman system. Pullman built his cars, charged the railways a rental for them, and himself took the special revenue earned by the sleeping accommodation. He obtained practically a monopoly on this continent, and the Grand Trunk remained like other roads, after the Canadian Pacific and the Canadian Northern owned and operated their own sleeping cars. The practice of farming out certain services was the fruit of conditions. It is virtually the same as was followed by Lord Northcliffe in many of his secondary publications in London. He farmed their advertising out to advertising agents. The railways farmed out to express companies the swifter-than-freight carriage of goods; and to the Pullman Company the night comfort of passengers. But the fast freight line game was in a different category from these present-day services. It was regarded as legitimate business then; if a revival of it were attempted now it would be given another name. It grew from the hoary notion that it was all right to give private favours at the public expense. If a concern brought a large amount of traffic, it got a better rate than its smaller competitor. That notion of the proprieties opened the door to the fast freight line, which wasn’t a railway at all, but an inside track which had no honest business to be there. A group of men who happened to be high-up railway officials organized a company called, say, the Minnehaha Fast Freight Line. The company got preferential rates on all the freight it turned in. The company labeled its cars and went out after business. It charged the shipper the same rates as the railways did, but promised him more rapid delivery. The railways gave preference to the so-called fast freight, though they got less revenue from it, pound for pound, than they received from the freight they pushed aside for it.