"We Say, Then, 'Establish An Unbroken Line Of Road And Railway From The
Atlantic To The Pacific Through British Territory.'
"Such a great highway would give shorter distances by both sea and
land, with an immense saving of time.
"As regards the great bugbear of the general traveller - sea distance -
it would, to and from Liverpool, save, as compared with the Panama
route, a tossing, wearying navigation of 6,000 miles to Japan, of 5,000
miles to Canton, and of 3,000 miles to Sydney. For Japan, for China,
for the whole Asiatic Archipelago, and for Australia, such a route must
become the great highway to and from Europe; and whatever nation
possesses that highway, must wield of necessity the commercial sceptre
of the world.
"In the United States, the project of a Railway to the Pacific to cross
the Rocky Mountains has ebbed and flowed in public opinion, and has
been made the battle-cry of parties for years past, but nothing has yet
been done. Such a project, in order to answer its purpose, requires
something more than a practicable surface, or convenient mountain
passes. Fine harbours on both Oceans, facilities for colonization on
the route, and the authority of one single Power over the whole of the
wild regions traversed, are all essential to success. As regards the
United States, these conditions are wanting. While there are harbours
enough on the Atlantic, though none equal to Halifax, there is no
available harbour at all fit for the great Pacific trade, from Acapulco
to our harbour of Esquimault, on Vancouver's Island, except San
Francisco - and that is in the wrong place, and is, in many states of
the wind, unsafe and inconvenient. The country north-west of the
Missouri is found to be sterile, and at least one-third of the whole
United States territory, and situated in this region, is now known as
the 'Great American Desert.' Again, the conflicting interests of
separate and sovereign States present an almost insuperable bar to
agreement as to route, or as to future 'operations' or control. It is
true that Mr. Seward, possibly as the exponent of the policy of the new
President, promises to support two Pacific Railways - one for the
South, another for the North. But these promises are little better than
political baits, and were they carried out into Acts of Congress,
financial disturbance would delay, if not prevent, their final
realization; and, even if realized, they would not serve the great
wants of the East and the West, still less would they satisfy England
and Europe. We, therefore, cannot look for the early execution of this
gigantic work at the hands of the United States.
"Such a work, however, is too costly and too difficult for the grasp of
unaided private enterprise. To accomplish it out of hand, the whole
help of both the Local and Imperial Parliaments must be given. That
help once offered, by guarantee or by grant, private enterprise would
flock to the undertaking, and people would go to colonise on the broad
tracts laid open to their industry."
My subsequent and semi-official inquiries induced me to modify many of
the conclusions of the article quoted above. On the essential question
of the pass in the Rocky Mountains, in British territory, most adapted
by Nature for the passage of a road or a railway, all the evidence
which I collected tended to show that the passage by the "Tete-jaune
Cache," or "Yellow-head," Pass, was the best. The Canadian Pacific
Company have adopted the "Kicking Horse" Pass, much to the southward of
the "Yellow-head" Pass. Again, it became clear to me that the whole
Rocky Mountain range was rather a series of high mountain peaks,
standing on the summit of gradual slopes, rising almost imperceptibly
from the plains and prairies on the eastern side, and dropping
suddenly, in most cases, towards the sea-level on the western or
Pacific side, than a great wall barring the country for hundreds of
miles, as some had dreamed. Every inquiry from trappers, traders,
Indian voyageurs, missionary priests of the Jesuits, and from all sorts
and conditions of men and women, made difficulty after difficulty
disappear. The great work began to appear to me comparatively easy of
execution between Fort Garry, or the lower town of Selkirk and British
Columbia; the cost less; and, owing to facilities of transport,
especially in winter, the time of execution much shorter than had been
previously assumed. In addition, an examination into the physical
conditions of the various routes proposed through the United States,
convinced me that here again the difficulties were less, and facilities
for construction greater, than I and others had first imagined. In
fact, I came rightly to the conclusion that the more southerly the
United States route, and the more northerly the British route - while
always, in the latter case, keeping within cultivable range - the
better. Still, at this time there was much to find out. As respects
real knowledge of the country to be traversed, the factors of the
Hudson's Bay Company knew every fact worth divulging, but they were
afraid to speak; while the Catholic missionaries, accustomed to travel
on foot in their sacred cause over the most distant regions, possessed
a mine of personal knowledge, never, so far as I could learn, closed to
the Government of Canada or to any authorized inquirer.
Prior to my sailing to New York, en route for Canada, to fulfil
my mission for the Grand Trunk, in 1861, I had a long interview with
the Duke of Newcastle, as Colonial Minister. He had seen, and we had
often previously discussed, the questions raised in the article above
quoted, and which he had carefully read. The interview took place on
the 17th July, 1861. Every point connected with the British Provinces
in America, as affected by the then declared warlike separation of the
northern and southern portions of the United States, was carefully
discussed.
Enter page number
PreviousNext
Page 18 of 133
Words from 17288 to 18288
of 136421
