A Thousand Blunders: The Grand Trunk Pacific Railway and by Frank Leonard

By Frank Leonard

In one thousand mistakes, Frank Leonard appears to be like at why the 'Road of one thousand Wonders' didn't reside as much as the expectancies forecast through corporation president Charles M. Hays and different senior managers. not just used to be the railway equipped via a carefully settled zone, which generated little fast site visitors, yet its monetary problems have been additionally compounded via the varied error made by way of managers in any respect degrees: for instance, their failure to reply accurately to labour shortages prompted critical delays and avoided the corporate from proving Prince Rupert as an efficient replacement harbour earlier than global warfare I broke out. For this ebook, Frank Leonard had entry to a wealth of unique records, between them the GTP criminal division documents, offering him with insights into the choices that shaped the root for guidelines in townsites and on Indian reserves. 1000 error is a provocative account of 1 of the best disasters in Canadian entrepreneurial historical past. Richly distinctive and carefully documented, it makes an enormous contribution to the fields of railway and enterprise historical past, in addition to to the examine of the historical past of northern British Columbia.

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Extra info for A Thousand Blunders: The Grand Trunk Pacific Railway and Northern British Columbia

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59 Such a position clearly departed from Hays's letter of intent. '60 But Morse still believed that the government would eventually accept the GTP demand. In early March, the general manager marshalled his arguments for McBride. '61 Morse explained that GTP estimates depended on the more economic strategy of building from the east. Only if the government would accord the company the privileges set out above could the company defray the additional cost and undertake Pacific construction. 62 Once again McBride rejected the GTP demands completely.

35 In contradistinction to the claims later advanced during the inquiry, the GTP did not simply wait for speculators to select a harbour for its Pacific terminus. 36 Although this report has not survived, it probably prompted the company to send harbour engineer James H. Bacon to inspect Tuck's Inlet late in 1903. Hays had repeatedly stated to Rivers Wilson that the characteristics of the harbour would be the prime factor in the selection of the terminus. On this standard, the advantage of Tuck's Inlet was by no means clear.

62 Once again McBride rejected the GTP demands completely. But even before he received the formal response, Morse declared that if the terms were rejected, the company would act independently. Three days later, the general manager informed McBride that the cabinet's refusal 'permanently disposes' of the matter of Pacific construction. This abrupt conclusion led to questions for Templeman in the Senate about the origin of Hays's letter. Even the federal minister of railways attempted to persuade the company to reverse its stand.

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