T^ ^ IMAGE EVALUATION TEST TARGET (MT-3) 1.0 t^ ^ m m 122 ly lU 1.1 S |» 12.0 u 1^ iy4 IJ4 6" V ^^ r Photographic Sciences Corporation ^ \ ^. :\ 23 WIST M/CN STMIT WiCinR.N.Y. MSM (7U)l7a-4S03 i\ mu CIHM/ICMH Microfiche Series. CIHM/ICIVIH Collection de m Canadian Institute for Historical Microroproductions / Inatitut Canadian de microreproductions historiques Technical and Bibliographic Notes/Notes tachniques at bibifographiquas Tha Inatituta haa attamptad to obtain tha baat original copy availabia for filming. Faaturaa of thia copy which may ba bibiiographically uniqua, which may altar any of tha imagaa in tha raproduction, or which may aignif icantly changa tha uauai mathod of ftiming. ara chackad balow. D D D D D Colourad covars/ Couvartura da coulaur |~n Covara damagad/ Couvartura andommag6a Covars rastorad and/or laminatad/ Couvartura rastaur6a at/ou palliculAa I I Covar titia missing/ La titra da couvartura manqua Colourad maps/ Cartas giographiquas an coulaur □ Colourad inic (i.a. othar than blua or black)/ Encra da coulaur (i.a. autra qua blaua ou noira) □ Colourad platas and/or illustrationa/ Planchas at/ou illustrations an coulaur □ Bound with othar material/ RaliA avac d'autras documents S Tight binding may causa shadows or distortion along interior margin/ La re iiure serrie peut causer de I'ombre ou de la diatortion la long de la marge intArieure Blank laavaa added during restoration may appear within tha text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajouttes lors d'une restauration apparaissant dans la texte, mais, lorsque cela 6tait possible, ces pages n'ont pas At* filmtes. Additional comments:/ Commentaires supplAmentalres: L'Instltut a microfilm* la meilleur exemplaira qu'il lui a At* possible de se procurer. Les details de cet exemplaira qui aont paut-Atre uniques du point de vue bibliographiqua. qui peuvent modifier une image reproduite. ou qui peuvent exiger une modification dans la mAthoda normale de f ilmaga sent indiquAs ci-dessous. □ Coloured pages/ Pages de couleur □ Pages damaged/ Pages endommagAes □ Pagea restored and/or laminated/ Pagea rastaurAes at/ou pelliculAes Pages discoloured, stained or foxed/ Pages dAcolorAes. tachatAes ou piquAas D □ Pages detached/ Pages dAtachAas Showthrough/ ^ Transparence Quality of prir Qualit* inAgala de I'impression Includes supplementary materii Comprend du materiel suppKmentaire Only edition available/ Seule Edition disponible I I Quality of print varies/ I I Includes supplementary material/ I — I Only edition available/ Pages wholly or partially obscured by errata slips, tissues, etc.. have been ref limed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un fauillet d'errata, une pelure. etc.. ont it* filmtes A nouveau de fapon A obtenir la meilleure image possible. This item is filmed at tha reduction ratio checked below/ Ce document est film* au taux da reduction indiquA ci-dessous 10X 14X 18X 22X 26X 30X s/ 12X 16X 20X 24X 28X 32X i Tha copy film«cl h«r« has b««n raproducad thanks to tha ganarosity of: Library of tha Public Archivas of Canada L'axamplaira fiimA fut raproduit grica A la ginArosit* da: Lii bibiiothiqua das Archivas publiquas du Canada Tha imagas appaaring hara ara tha bast quality possibia considaring tha condition and laglbillty of tha original copy and In kaaping with tha filming contract spacifications. Las imagas suivantaa ont At* raproduitas avac la plus grand soin. compta tanu da la condition at da la nattatA da l'axamplaira filmA, at an conformltA avac las conditions du contrat da filmaga. Original capias in printad papar covars jra fllmad baglnning with tha front covar and anding on tha laat paga with a printad or illustratad impraa- sion, or tha back covar whan appropriata. Ail othar original copias ara fllmad baglnning on tha first paga with a printad or illustratad impras- sion, and anding on tha last paga with a printad or illustratad imprasslon. Tha last racordad frama on aach microficha shall contain tha symbol ^^> (moaning "CON- TINUED"), or tha symbol Y (moaning "END"), whichavar applias. Laa axamplairas originaux dont la couvertura an papiar ast imprlmte sont filmte an commandant par la pramiar plat at an tarminant soit par la darnlAra paga qui comporta una amprainta d'imprassion ou d'illustration, soit par la sacond plat, salon la cas. Tous las autras axamplairas originaux sont filmte •n commandant par la pramlAra paga qui comporta una amprainta d'impraaalon ou d'illustration at an tarminant par la darnlAra paga qui comporta una talla amprainta. Un das symbolas suivants apparattra sur la darnlAra imaga da chaqua microficha, salon la cas: la symbols — »* signifia "A SUIVRE ", la symbols V signifia "FIN". Maps, platas, charts, ate, may ba fllmad at diffarant raduction ratios. Thosa too larga to ba antiraly includad In ona axposura ara filmad baglnning in tha uppar laft hand cornar. iaft to right and top to bottom, as many framas as raquirad. Tha following diagrama illuatrata tha mathod: Las cartaa, planchas, tablaaux, ate, pauvant itra filmte A das taux da rMuction diff Arants. Lorsqua la documant ast trap grand pour Atra raproduit an un saul clichA, 11 ast film* A partir da I'angla aupAriaur gaucha, da gaucha A droita, at da haut an Ims, an pranant la nombra d'imagas nteassalra. Las diagrammas suivants illustrant la mAthoda. 1 ?. 3 1 2 1 3 4 6 6 Bl Mei CA APR 1 L/^ BY THE WEST TO THE EAST, Memorandum on some Imperial aspects of the Completion of the CANADIAN PACIFIC RAILWAY. APRIL, 1885. Memorandum. The design of connecting the British posses- sions in North America by a railway stretching from ocean to ocean was, until fourteen or fifteen years ago, not much more than a dream, or a desire, fondly entertained by some, but by the majority regarded as, from physical and financial reasons, almost, if not quite, impossible of realisation. The admis- sion of British Columbia into the Canadian Confederation in 1 87 1, made it necessary for the statesmen who brought about that political union immediately to face the question of a transcontinental railway, for without such physical connec- tion the strands of the political bond would inevitably snap ; and Sir John Macdonald, with a boldness which many even of his friends thought Quixotic, consented to make the con- struction of such a road within ten years one of the conditions of the compact between Old Canada and the Pacific Province. It was freely alleged by some that (i) the cost of construct- ing such a railway would absolutely ruin Canada ; that (3) in any case it would be physically impossible to build it, even if funds were forthcoming, within the ten years ; and (3 ) that the North- West Territory was, ; s a v/hole,of too worth- less a character as a place for settlement to justify or render advisable an undertaking of so gigantic a character. Time will show — time has shown — which party was right. The Dominion Government commenced surveys, especially with the object of finding the best possible pa«;s through the hitherto unpenetrated "sea of mountains" in TBritish Columbia, and after a time, feeling the urgent necessity of being able to reach Manitoba by some other than the route through the United States, they began to build a line from Port Arthur (Thunder Bay), on Lake Superior, to Winnipeg ; and also, as an earnest of their intention to carry out — although rather late in tin* day — the political compact, they commenced in British Columbia to construct a line from Burrard Inlet eastwards. However, for political and financial reasons into which it is unnecessary now to enter, the con- struction of the Canadian Pacific Railway, as a whole, was deferred, and may be said not to have commenced until the present Company received its charter in the spring of i88i, since which date no time has been lost ; and they are able to announce to-day that, so far from ten years being an insufficient time in which to complete so vast a work, there Km will be a continuous line of rails laid from ocean to ocean through British territory by - detachment from St. John to reach Riviere du Loup (the then terminus of the railway system of Quebec). Again, in the " Red river rehellion " the troops had to be transported by water from Canada West to Thunder Bay, from whence it took several weeks of incessant canoeing and portaging to bring them to the Red river. The advantage ot the railway, even though not quite com- plete, is fully demonstrated at the present moment, when by it the Canadian Government is enabled to reinforce the Mounted Police in the North-West in suppressing the Half- breed outbreak at Fort Carlton. But these tedious journeys of the olden times will now be things of the past. The Maritime Provinces are in immediate railway connection with Quebec, and in the spring li 1886 the " Canadian Pacific express" will run from Montnal to Vancouver on Burrard Inlet in ninety hours. So that even under existing conditions, that is, taking the average passage of the present Allan steamships to Rimouski or Quebec in summer, and to Halifax in winter, passengers and mails from England will be able to reach the waters of the Pacific in thirteen or fourteen days, and a regiment can be moved from Halifax, Nova Scotia, to the Pacific coast in five days, without touching foreij;;; soil. Itis incontemplation to extend a more direct railway system than the present from Montri\il to some port in the eastern- most part of Nova Scotia or even of Cape Breton. When this is accomplished, and fast steamers ply on that route, the time between England and Vancouver will be reduced to eleven days. For troops and warlike stores it might be a little more, as the most direct route will lie across that part of Maine which, under the Ashb'irton treaty, was so unfor- tunately given up to the United States. Therefore, for troops, the more circuitous line of the Intercolonial railway must be taken, but this will only involve a delay of something less than a day. The immediate effect of this railway development is not only that all parts of Canada become immediately accessible from each other, and that districts, hitherto useless because isolated, will become the granary of Great Britain ; but far beyond the confines of Canada and purely local or commer- cial interests the result will extend. Even before the 5 -6 accelerated rate just above mentioned is arrived at, passengers will in 1886 be able to reach Japan in thirty days and Hong K< ng in thirty-six days from England by the steamers which the Canadian Pacific Company will place on the Pacific coast. The imp« rtance of this will be seen by reference to the accompanying Tables, which show that to Hong Kong the present time by Peninsular and (Oriental Company's route by Brindisi is thirty- five to thirty-seven days, according to season, whilst by Gibraltar (by w4iich perhaps nine-tenths of passengers and mails do go and all troops must go) it is forty-four to forty-six days, six days more being required to reach Yokohama. The evei!t which may render it urgent for Enghmd to throw troops into India may also very probably render it inexpedient for her to suddenly reduce her Mediterranean garrisons, for European and Indian com- plications vdi, more often than not, go hand in hand. It is most unlikely that the same objection would apply at the same time to a reduction of the Imperial troops in Hahfax, Nova Scotia, especially as the Canadian militia would be available for temporary garrison duty. It is inter- esting therefore to calculate whether, in such an emergency, assistance for India might not be drawn from this unexpected quarter. The appended Tables show that the route by the Canadian Pacific Railway from England to Hong Kong is quicker by about ten days than that via Gibraltar and the Red Sea. The point therefore at which the two routes from England meet would be at, or somewhere a little to the east of, Singapore. The time tables of the Peninsular and Oriental Company show that the passage to Singapore is the same as to Calcutta (the two routes diverging at Colombo). Therefore if it may be assumed that the nine days saved by starting from Halifax instead of England would be sutficient, as they would be, for the distance between Singapore and Calcutta, troops from Halifax would reach Calcutta in nearly as possible the same time as troops from England sent via the Suez Canal, and quicker than those sent by the Cape, if the Canal was from any cause, political or physical, not available for the transport of war materiel. The Canadian Militia and Volunteers, who are so eager now to fight side by side with British troops in the Soudan, would, no doubt, be equally desirous of aiding the e Mother Country should a crisis arise in India. By this new route they could easily and expeditiously be sent, either to relieve from garrison duty the Imperial troops in Ilong Kong and the Straits Settlements, or to India itself. It may be pointed out that, of course, the Canadian Pacific Railway will be useful for naval as well as military purposes, stores and crews for the Pacific squadron being by it easily and expeditiously delivered from England or from the Halifax Dockyard on to the Pacific coast. The Com- pany will also have its own tt-legraph system entirely through British territory, and it is probable that telegraphic communication with Japan and China by cable and land lines will in a few years be established. But it may be asked, how can troops be moved by train for 3,000 miles or more without any break in a continuous journey of four or five days r In anticipation of carrying a large number of emigrants from Montreal to various points in the North-West, a distance of from 1,400 to 2,000 miles, the Canadian Pacific Railway has invented and supplied itself with a modification of the Pulhn;in car system, applied to emigrant carriages, by which clean and comfortable slat beds are available for the use of passengers, who are thereby enabled to make a long continuous journey with a minimum of fatigue. These cars will each accommodate 46 passengers, and they would, it is believed, exactly meet the requirements of the Transport Department. In this Memorandum all comparison with the route via New York and San Francisco has been omitted, because the latter is for Imperial purposes not available, but it may be briefly mentioned that the route from Liverpool via the Canadian Pacific to Yokohama is estimated to be 1,100 miles shorter than by the former route. As an alternative to the present route via San Francisco to Fiji, Australia and New Zealand, the Canadian line must not be altogether dismissed from consideration. The Gali- fornian port is, no doubt, very considerably nearer to Sydney than the British Columbian railway terminus; but the greater speed at which the trans-continental journey will' be made, owing to the lighter grades and better constructioa of the Canadian line, and to the unique fact that the entire stretch from sea to sea is under the absolute control of one Company, will more tlian compensate for tlie extra length of tl e Pacific sea voyage. The staple cargo, too, of the outward-bound steamers to Australia, lumber, can be shipped at a I'ar cheaper rate and of a better quality at Burrard Inlet than at San Francisco, while for coaling purposes the advantages of the former port can hardly be over-estimated. This Memorandum, indeed, would not be complete with- out some reference to the question of coal. The coal of Vancouver Island is admittedly the only good coal yet found on the Pacil c coast of North America. Even if deposits of an equally good character are not discovered on the Canadian mainland along the line of the railway — which is probable — the terminus at Vancouver (Coal Harbour) on Burrard Inlet will be immediately opposite to the coal mines of Nanaimo, and ships'sailing from the Inlet to Australia, Japan, or India will obtain excellent coal at a very low rate. " In a few months," says a writer of a recent article in a London paper, "the Canadian Pacific Railway will be an accomplished fact., and it would be satisfactory to hear that the Imperial authorities are alive to its extreme importance. In building this railway Canada will have conferred an enormous benefit on the Mother Country. It remains for the latter not only to avail herself of these benefits, but to secure them permanently by recognising the necessity of protecting the Pacific terminus of the railway. The dock at £squimalt, the coal mines at Nanaimo, the terminus at the new city of Vancouver, are points of the utmost strategic importance to the Empire.* " The golden age of peace has not yet dawned. These positions, all lying close together, should be strongly pro- tected. When this has been done — and no time should be lost in doing so — when our Pacific squadron can draw men and supplies from Halifax or England, and when regular lines of English steamers ply between Vancouver and the •East, the power and influence of Great Britain in the North Pacific will be enormously increased, whether it is to be exercised against aggressive Russia, or to maintain her ascendency in Japan or China, or to bold her own in India." * See a paper on " The Protection of our Naval Base in the North Pacific," read .It the United Service Institution, by Major-Genenil Laurie, on April 6th, 1883, and the interesting discussion that followed the reading, which elicited an apparently unanimous consensus of opinion on the advisability of fortifying Burrard Inlet without delay. COMPARISON OF ROUTES. Comparison of Eastern and Western Routex from England to Japan and China. I. London to Yokohama : — Days. 1. Hy Peninsular and Oriental Company's route via Brindisi to Hong Kong Hong Kong to Yokohama ... 2. By P. & O. viA Gibraltar to Hong Kong Hong Kong to Yokohama Liverpool to Yokohama : — 3 By Canadian Pacific Railway (Summer route), ward Liverpool to Montreal ... Montreal to Vancouver ... Vancouver to Yokohama 35 6 to 37 6 41 to 43 44 6 to 46 6 SO to 52 ut- Home ard ward. lO 10 4 i6 4 14 4. By Intercolonial Railway and Canadian Pacific Railway (Winter route* Liverpool to Halifax Halifax to Montreal Montreal to Yokohama (as above) 30 9 20 3oi 28 >4 9 I 18 28§ IL London to Hong Kong : — . I. By Penin.salar and Oriental Company's route via Brindisi 2. By same m Gibraltar 35 to 37 44 to 46 Out- Home- Liverpool to Hong Kong : — ward. ward. 3. By Canadian Pacific Railway vid Montreal to Yokohama ... ... ... ... ... 30 28 Yokohama to Hong Kong ... ... ... 6 6 ^ # 34 Piiiitwl l>y H. Blackloi K * Co.. 75, FHrriiigdoii Road, Loiiiluii, B.C. (341W. to 37 6 43 46 6 52 !ome- irard. 10 4 14 28 9 18 28i 37 46 iome- ward. 28 6 34