Another question which is constantly addressed to me is: Is not the journey very monotonous? Is it not a most uninteresting and flat country? Are not the natives of a very low type? The answer to these questions depends entirely on what the wanderer is interested in. If he looks for variety and excitement, the journey may be to a certain extent uneventful. For those who are in search of Swiss scenery and Alpine grandeur, it may seem flat and colourless. As for social intercourse and pleasure, naturally, these cannot be expected. But to anybody who is interested in land and folk—I mean those whose emotions are awakened by the deeper characteristics of the different countries and their inhabitants—the journey across the Asiatic continent cannot fail to offer a series of continuous revelations. From a geographical point of view, I admit it is in part very flat, and sometimes for days the train pursues its way in an unbroken line through green pastures or the denseness of virgin forests. The people one meets at different hamlets are certainly rough-looking, children of the Steppes; but it is exactly the untouched state of those regions, and the originality of their inhabitants, that render it all of the greatest value to the student of history and folk-lore. The land may be hilly or flat; its greatest interests are not dependent upon its mere external features, and the attractive points of a race do not consist purely in the state of its advancement. They may still be very primitive, living in tents, wearing skins, leading nomadic lives, unaffected, and yet give us an insight into their characteristics and capabilities. When untouched and unaffected by outside influences, they afford even better material for psychological observation, and present us human documents of exceptional interest in regard to the possibilities of their future.
But what compensates largely for the lack of panoramic effects is the vastness of the scenery. Grand it is in every respect. Undulating steppes like the wave-beaten ocean; never-ending, densely wooded regions which seem to extend without limit. Its chief beauty—if beauty it may be called—is the sentiment. The charm of these northern regions of Asia vibrates in their atmosphere. Sentiment and atmosphere! These are the two features of that strange land which impressed me most during the endless hours I looked from the balcony of my railway car, or when I stopped at one or other of the various townships; or, again, when I was visiting some of the native encampments. Among all I noticed that was new and striking, the most surprising thing was undoubtedly the "unseen"—what one might call the moral or metaphysical sides; the impression of unseen strength, exuberant vitality, primeval power, which forces itself on the traveller indirectly again and again in endless forms and aspects. We see it in the soil and in the people. It is equally expressed in the inanimate and animate nature. We perceive it in the yet unploughed fields, and we feel it among the unawakened humanity. It is more an instinctive sensation than the absolute reality which gives us revelations as to the future of this part of the globe.
I proceeded slowly, stopping at every place of interest, and made a short halt wherever there was anything that appealed to me. And when my journey was ended, I regretted it had been so short, and I was sorry the time was too limited to permit me to penetrate deeper into the matter. But I did not fail to put down my impressions from day to day. I made a short note of everything that was interesting, new, or striking, just as it presented itself to me—just as I saw it at the moment.
At present, when the general interest towards the Far East is widening, and people seem to wish to know a little more about Asiatic nations and their different races, and when every year will see more travellers and students trying to make the link between West and East stronger, I hope a few extracts from my diary may strengthen their wish, and help them to realize and put their intentions into execution. There are great openings for activity, and scope for intelligence; and there is a great deal to be done from commercial, scientific, and humanitarian points of view, for the benefit of the whole civilized world and the greater glory of the Almighty.
II
FROM PETERSBURG TO MOSCOW
The Tsar very kindly consented to all the concessions necessary to traverse his extensive empire, and, after my leave-taking, an official brought me all the requisite papers, which had been signed by the Minister of Railways. What an interesting man Prince Chilkoff is! and such an enthusiast too! He lives literally in the midst of his locomotives, rails, and sleepers. I think his favourite abode is the extensive railway workshops of the metropolis. Looking at him, you would think he was born in Chicago; he speaks perfect English, but with a slight American intonation. He is American moreover in his keen sense of business and boundless energy. To hear him talk about the land, new tracks, almost impracticable tunnels, and steel bridges crossing the large rivers, is like a most descriptive geographical lecture; and when he starts on his favourite theories on locomotives, boilers, and pumps, one regrets not knowing more about the mysteries and fascinations of mechanics.
Prince Chilkoff[1] went through a very thorough mechanical training, and has been studying the matter in the United States for many years. He worked there himself, and got initiated into all the secrets of railway communication. He returned finally to his own country, where he hoped to devote his knowledge and qualifications to the benefit of his countrymen. But every post of any importance seemed to be occupied. I hear he was told there was only a subordinate vacancy in the mechanical department. "Give it to me," was his answer, and he is today Minister of all the Russian State Railways, and controller of nearly 25,000 miles of railway and other means of communication.
[1] It is needless to add that since this was written Prince Chilkoff has earned a world-wide reputation by his management of the railway transport during the Russo-Japanese war.
His study is a large room in the Ministry of Railways, which is a country-like residence, standing in extensive grounds. In the centre of his famous office are two large tables, covered, as are also the walls, with books, plans, and railway charts; and as he kindly explains the route I shall take, he gets up and points it out on a geographical map opposite his writing-table. What an enormous territory this Asiatic continent is! I look at it with a kind of amazement and a sort of fear. Shall I really get across it in a comfortable railway carriage, as you would go on a trip into the country? My host seems to divine my thoughts, and with a smile assures me that from one end to another the line is entirely under the same central management, and a telegraph apparatus from the head office brings him unbroken news throughout the entire length. "I quite understand it might seem strange and unusual to other countries, but you must not forget our tendencies and our force consist in centralization." He has made the Siberian journey again and again, and gives me most valuable information respecting what to see, and where to stop, and what is really of interest. It is a grand work, and, considering the space of time in which it was achieved, and its extent, it seems nearly incredible. Including the branch lines, the Siberian Railway is over ten thousand kilometres long, and its construction was begun only twelve years ago. Prince Chilkoff has, moreover, under his management, 10,400 post offices, and over 100,000 miles of telegraph line.
I leave his house charged with valuable hints and a packet of letters and recommendations; and Prince Chilkoff, with a cordial hand-shake, repeats, "Good luck! and don't forget to let me know if anything should prove unsatisfactory."