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Les diagrammes suivants illustrent la mAthode. 32X 1 2 3 4 5 6 BY THE WEST TO THE EAST. MEMORANDUM ON SOME IMPERIAL ASPECTS OF THE COMPLETION OF THE CANADIAN PACIFIC RAILWAY. / y November, 1886, jfyi i .,XA^' ■iiiliiiilMHMtt ugm^ V cpetnarattbrntt. The design of connecting the British possessions 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 admission of British Columbia into the Canadian Confederation in 1871 made it necessary for the statesmen who brought about that political union immediately to face the question of a transcon- tinental railway, for without such physical connection 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 construction 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 constructing such a railway would absolutely ruin Canada; that (2) in any case it would be physically impossible to build it, even if funds were forthcoming, within ten years; and (3) that the North-West Territory was, as a whole, of too worthless a character as a place for settlement to justify or render advisable an undertaking of so gigantic a character. Time has already shown which party was right. The Dominion Government commenced surveys, especially with the object of finding the best possible pass through the hitherto unpenetrated " sea of mountains " in British 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 the day — the political compact, they commenced in British Columbia to construct a line from Burrard Inlet eastwards, two of the most important and most costly sections of the main line. However, for political and financial reasons into which it is unnecessary now to en';er, the construction of the Canadian Pacific Railway, as a whole, was deferred, and lay be said not to have commenced until the present Com;^ any received its charter in the spring of 1881, since which date no time has been lost; and it is formally announced to-day that, so far ^0^ 5b A from ten years being an insufficient time in which to complete so vast a work, there is now — five and a half years in advance of the contract time — a continuous line of rails laid from ocean to ocean through British Territory. It is true that of this stretch of 2,898 miles, of which the main line consists, the Government have built 644 miles, and that 345 miles have been purchased ; but within four and a half years the Company has itself built on its main line and branches 2,140 miles of substantial first- class railway, that work including the surmounting of three distinct mountain ranges in the west, and the passage through an almost equally difficult country on the east and north of Lake Superior. The completion of this road will bind together all the Pro- vinces of British North America, politically and commercially, and it opens up to the surplus population of the United Kingdom the most productive wheat lands in the world. It will tend, more than any other work ever can do, to make " Greater Britain" a reality, and to consolidate in more ways than are hitherto suspected the unity of the Empire. Viewed, as now proposed to view it in this Memorandum, merely as the opener-up of new routes, the Canadian Pacific Railway will, for the Empire, effect one of the most marvellous changes on record ; and it will to some extent realize the old sixteenth century idea that the shortest route to the East was by the West. By way of illustrating the extent of this change, brief reference may be permitted to the two most recent occasions on which the Imperial Government found it necessary to move troops in Canada. At the close of 186 1, not only was the Intercolonial Railway not in existence, but, owing to the in- completeness of the line between Halifax and St. John, New Brunswick, two days were spent in reaching the one city from the other. The " Trent affair," it will be remembered, occurred at the beginning of winter. The Persia landed a few companies of the 1 6th Regiment at Bic, but on the approach of a " cold snap " had to run for it from the St. Lawrence and go round to Halifax. From that point, or from St. John, all the men whom it was desired to throw into Canada had to be moved by land. The arrangements mide by Sir Arthur Gordon and General Rumley worked admirably, but it required eleven or twelve days for each detachment from St. John to reach Riviere du Loup (the then terminus of the railway system of Quebec.) Again, the troops sent up from Canada West, under the then Colonel Wolseley,to suppress the Red River Rebellion, in 1870, were transported by water to Thunder Bay, and were about ii weeks canoeing and portaging over the distance between Lake Superior and Red River; 95 days being spent between Toronto and Winnipeg. But these tedious journeys of the olden times are already things of the past. The change made by the Railway and its extreme usefulness, even while still incomplete, were prominently illustrated by the speed with which the Canadian Government was enabled last spring to reinforce the Mounted Police and suppress the Half-breed outbreak in the North West. The M;iritime Provinces are in immediate railway connection with Quebec, and in the spring of 1886 the "Canadian Pacific express " will run from Montreal 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 foreign soil. What a contrast is this to the 95 days required, fifteen years ago, for moving men from Toronto to Winnipeg ! 6 The immediate effect of this railway development is not only that all parts of Canada become readily 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 commercial interests, the result will extend. Passengers will in 1886 be able to reach Japan in twenty-six days and Hong Kong in thirty-one days from England by the fast steamers which will be placed on the Pacific coast, and the accompanying tables show how great is the advantage in time offered at once by the new route (with- out reckoning the still further reduction which will soon be effected) in reaching those points over the existing routes vi& Brindisi or Gibraltar. A well-known authority on International Lav.-,* writing on the complications which may arise in connection with the Suez Canal, says that ''England's position with regard to the Egyptian " question has been greatly altered by the opening of the " Canadian Pacific Railway. ... A free passage through the " canal for our transports is by no means so essential to the " defence of the Empire as it was a short time ago. We have, " therefore, far greater liberty of action in dealing with the " other Powers than we had before. Now that we have an " alternative route to India, we may be able to purchase other " advantages in the settlement of Egyptian affairs by giving our " consent to an arrangement concerning the canal which pru- " dence would formerly have compelled us to decline." How the Canadian Pacific Railway exercises "an immediate influence " upon the Egyptian problem," Mr. Lawrence works out as follows : — This Memorandum, indeed, would not be complete without some reference to the question of coal. The coal of Vancouver Island is admittedly the only good coal yet found on the Pacific 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 not improbable — 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. It is satisfactory to fii.J that the Imperial authorities are alive to the extreme importance of this route, as the Post- master General has (October, 1885) advertised for tenders for a Fortnightly Mail Service between Coal Harbour and Hong Kong, calling both ways at Yokohama, Japan. It remains for the Imperial Government not only to avail herself of the benefits which Canada, by the construction of this road, has conferred on the Mother Country, but to secure them per- manently by recognising the necessity of protecting the Pacific terminus of the railway. The dock at Esquimalt, the coal mines at Nanaimo, the terminus at the new city of Vancouver, are places d'armes of the utmost strategic importance to the Empire*. " The golden age of peace," says a writer of a recent article in a London paper, " has not yet dawned. These positions, all lying close together, should be strongly protected. When this has been done — and no time should be lost in doing so— when our Pacific squadron can with despatch and certainty 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 friendly ascendancy in Japan or China, or to hold her own in India." ♦ See a paper on "The Protection of our Naval Base in the North Pacific," read at the United Service Institution, by Major-General Laurie, on April 6th, 1883, and the intere<;ting discussion that followed the reading, which elicited an apparently unanimous consensus of opinion on the advis- ability of fortifying Burrard Inlet without delay. mm 10 COMPARISON OF ROUTES. Comparison of Eastern and Western Mail and Passenger Routes from England to Japan and China, I. Between London and Yokohama: — I. By Peninsular and Oriental Company's route vi& Brindisi to Hong Kong Hong Kong to Yokohnuoa 2. By P. & O. via Gibraltar to Hong Kong Hong Kjng to Yokohama 3. By Canadian Pacific Railway (Summer route) : London to Montreal . . Montreal to Vancouver . . . , , , Vancouver to Yokohama 4. By Intercolonial Railway and Canadian Pacific Railway (Winter route) : London to Halifax Halifax to Montreal Montreal to Yokohama (as above) . . • t Days. 34 to 37 6 to 7 40 to 44 43 to 46 6 to 7 49 to 53 8^ to 9} 4 4 n\ to i4i 26 to 28 8 to 9 17^ to 18J 27 to 29 II. Between Lond on and Hong Kong : — 1. By Peninsular and Oriental Company's route via Brindisi 2. By same via Gibraltar 3. By Canadian Pacific Railway vi&. Montreal to Yokohama .. .. ,. .. ,. . .• Yokohama to Hong Kong 34 to 37 43 to 46 26 to 28 S to 6 31 to 34 • This time consumed at present on the Atlantic passage can, and will be, very much reduced even before the " Short Route" comes into operation. + The time between Halifax and Montreal will also be very much reduced when the " Short Route" is completed. n The last rail on the main line of the Canadian Pacific Railway was laid at a point near the West Crossing of the Columbia River, in British Columbia, on Saturday, November the 7th, 1885. The following Messages havf been addressed to the President of the Canadian I cific Railway: — From the Secretary to the Governor- General of Canada. "OTTJ^^VA, November bth, 1885. "I am desired by His Exceilcncy the Governor-General to acquaint you that he has recrived Her Majesty's commands to convey to the people Oi Canada her congratulations on the completion of the Canadian Pacific Railway. Her Majesty has watched its progress with much interest, and hopes for the future success of a work of such value and importance to the Empire. MELGUND, Governor- GeneraPs Secretary', From His Excellency the Governor-General of Canada. " Accept my sincere congratulations on the completion of the road, and my best wishes for its success. LANSDOWNE." From the Under Secretary of State for the Colonies. "Downing Street, 13/// November, 1885. " I am desired by Colonel Stanley to express to you the satisfaction of Her Majesty's Government at the completion of this very important work. ROBERT G. W. HERBERT." From Mr. Sandford Fleming, C.E., C.M.G. flate Engineer-in-Chief of Dominion Government Railways. " Vancouver, Burrard's Inlet, November %th. " First through train from Montreal arrived at Vancouver. Most successful journey. Average speed, including ordinary stoppages, 24 miles per hour. Before long quite possible to travel from Liverpool to Pacific by Canadian National Line in ten days. Physical difficulties have been overcome by gigantic works, skilfully executed, with marvellous rapidity. SANDFORD FLEMING."