By Frank Leonard

In one thousand mistakes, Frank Leonard seems to be at why the 'Road of 1000 Wonders' didn't dwell as much as the expectancies forecast by way of corporation president Charles M. Hays and different senior managers. not just used to be the railway equipped via a carefully settled area, which generated little fast site visitors, yet its monetary problems have been additionally compounded through the various errors made through managers in any respect degrees: for instance, their failure to reply correctly to labour shortages prompted severe delays and avoided the corporate from proving Prince Rupert as a good replacement harbour ahead of international battle I broke out. For this ebook, Frank Leonard had entry to a wealth of unique records, between them the GTP criminal division records, offering him with insights into the selections that shaped the root for rules in townsites and on Indian reserves. 1000 errors is a provocative account of 1 of the best disasters in Canadian entrepreneurial historical past. Richly particular and carefully documented, it makes a massive contribution to the fields of railway and enterprise background, in addition to to the learn of the heritage of northern British Columbia.

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G. Tatlow, his finance minister. That both Hays and Morse now acknowledged the reversionary right McBride thought excellent since he believed the provincial case might 'be suspended for many years to come' if the matter went to the courts. As well as one-quarter of the new parcel, the government would obtain a windfall of some $30,000 as acknowledgment of reversionary interest. 92 While this was a good bargain indeed, the members of McBride's cabinet at home decided that they could extract even more.

50 Though Liberal Senate leader William Templeman turned away the question with a reference to CPR construction on the west end without such a stipulation, McBride was adamant. 51 When the amended contract came before the Senate, the Conservatives tried again. This time they proposed an amendment specifically requiring Pacific construction. It was left to Templeman to express the company's position: 'If you build a road from Port Simpson to the Rocky Mountains, that road by itself will not do much good.

57 Thus, General Manager Frank Morse travelled to Victoria early in 1905 not only to commit the company to establish its terminus, but also to compel the government to grant another land subsidy. Evidently, the evolution of provincial policy concerning railway land grants over four years and three ministries did not persuade the GTP management to modify significantly its original demands. While the company no longer demanded 20,000 acres, the land grant in the Canadian Northern agreement repudiated by the government in 1902, Morse now submitted two draft bills calling for the government to grant 15,000 acres per mile of construction as well as a 200-foot right-of-way.

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