in 1882, he brought with
him the man destined to be his successor, Thomas G. Shaughnessy, a
young Irish-American still under thirty, who had been engaged in
railway work since he was sixteen. Appointed {223} general purchasing
agent, he rose rapidly, becoming president in 1899 and chairman of the
board in 1911. Sir Thomas Shaughnessy maintained the progressive
policy and the honourable record of straightforward management which
has distinguished the Canadian Pacific--a railway singularly free from
the questionable manipulations which have brought so many great
American systems to bankruptcy. Other men left their impress on the
road: men like Sir William Whyte, for over twenty years in charge of
the western lines, David M'Nicoll, and George M. Bosworth and many
others, gave most effective service.

After the first hurried staking out of the claim was over, by 1890, the
Canadian Pacific refrained from further expansion until about 1898:
between these years only three hundred miles were added to the system.
Then reviving prosperity and the activity of rival roads led to a new
period of expansion. The additions made in this time can best be
realized by a glance at the map (opposite next page). The most
important may be noted briefly, beginning at the Pacific coast.

On Vancouver Island, the Esquimalt and Nanaimo Railway, which had been
projected {224} originally when it was hoped that Canada's first
transcontinental would find its terminus at Victoria by crossing the
straits from Bute Inlet, was acquired from the Dunsmuir interests. On
the mainland of British Columbia activity was concentrated in the
southern section. The rich mineral discoveries in the Boundary country
led to the extension of the Canadian Pacific westward from Lethbridge,
through the Crow's Nest Pass. The company was given a Dominion
subsidy, and in return a general reduction of rates was secured. After
years of contention with the Hill roads which were crowding into the
same territory, and in face of immense engineering difficulties, a
continuation of this line by way of Penticton gave promise of a second
through route. Meanwhile, entrance was secured to Spokane and Portland
in the United States. In the plains and prairie section a close
network of lines developed. The narrow-gauge line of the Alberta
Railway and Irrigation Company, which had done good pioneer service,
under the guidance of Elliott Galt, in developing Alberta's
possibilities