As nearly as can be ascertained, the lengths of the four lines are as follows: From Montreal to Port Moody by the Yellow Head Pass 2,940 miles, and by the route adopted 2,890 miles. From New York to Tacoma by the Northern Pacific 3,380 miles, and from New York to San Francisco by the Central Pacific 3,270 miles. It thus appears that the railway through Canada will be 380 and 490 miles shorter between ocean ports than the other lines established through the United States.
The Canadian Pacific, now in process of construction, has this remarkable peculiarity: it is unsurpassed in the variety and magnificence of its scenery. Between Calgary and Kamloops we meet a group of bold, striking combinations of rivers and mountains, not yielding in any way to the scenery of Switzerland, so often visited and described. I have not myself seen the Yosemite Valley, but, judging from the photographs which are well known, my experience suggests that there are scores of places in the mountain zone to be made accessible by the Canadian Pacific equally as striking and marked by as much beauty. They only require to be known to obtain a world-wide fame. There are also some localities near the north shore of Lake Superior possessing attractive scenery of a different character. It is therefore suggested that the opportunity for establishing one or more national parks or domains should not be neglected. Two such Parks of ample dimensions, one to the east and the other to the west, might now be selected. The most easterly should undoubtedly embrace Lake Nepigon, to the north of Lake Superior, and the other should take in possibly one hundred miles square of the finest mountain scenery in the Rocky Mountain zone. Such parks, with the marked salubrity of the climate, would attract visitors to frequent them. Rendered perfectly easy of access by the Railway, and with assurance that the life to be found there was marked by comfort at no extravagant cost, these resorts would, especially in the heat of summer, bring many within their boundaries on the score of health and recreation. Sportsmen and crowds of tourists would flock thither, some to hunt the grizzly, the cariboo or the bighorn, others to fish the splendid speckled trout to be found in the mountain streams; many with alpenstock in hand to climb the glacier-covered heights, and all to enjoy the pure air and the charm of the scenery and the striking features of natural beauty nowhere else to be seen. Every year a limited expenditure in forming roads and bridle paths to the remote sections would render the localities more and more attractive. In no long time all the aid that art could furnish would be manifested in developing the landscape and in establishing retreats of quiet and repose amid some of the grandest scenes of wild nature. Evidently such improvements, being in the common interest, they should in some degree be borne by the Dominion. In itself it would be a national matter. It would require no large expenditure; the development should be gradual and systematic, and in a few years the Dominion would possess attractive spots of the rarest picturesque scenery, to be ranked among those remarkable localities which all look upon with pleasure, and which, by the number of strangers who would visit them would become a source of general profit. It is scarcely possible to estimate the amount of money circulated in this form in Switzerland. It really forms no inconsiderable part of the annual revenue of the Republic. Once a route of travel and centres of attraction of this character are established with ourselves, the profit derived would be equally considerable; and, taking the question in its commercial aspect, would repay any moderate outlay so incurred.
One important result of more than ordinary Imperial interest is attained by the construction of the Canadian Pacific Railway. Halifax, with its admirable harbour, is the headquarters of the North American fleet, and its dockyard is furnished with every accessory for refitting and repair. If the British fleet is to rendezvous in Pacific waters, it must be plain that the same opportunities for repair and renewal of stores must be extended, and in proportion that the distance from England is greater the more positive demand exists for a completely equipped dockyard on the Pacific Coast.
Naval and military men have come to the one conclusion on the subject: that the Imperial Dockyard should be as near as practicable to the terminus of the Railway. Indeed it must be evident to all, that where there is a naval station with war vessels on active service there must be the means of refitting and renovation, in a location central and accessible, and one perfectly defensible. It is held that the dockyard should be on an efficient scale, so that a ship of war which has found refuge in port, whatever her condition, can be replaced in her integrity and made completely serviceable.
Captain Colomb, in reference to Imperial and Colonial responsibility in war, has remarked “That an absolute and pressing necessity exists for the erection of a great Imperial dockyard at the other side of the world which would relieve the pressure on home dockyards, and fulfil duties they cannot in war perform, and in peace offer commercial advantages of construction and repair to ships of the mercantile marine.” The advantages of a naval station in British Columbia extends beyond the mere repairing and refitting of vessels. They can be best set forth in the words of Admiral Mayne, who reports that with respect to the fleet in Chinese waters:—“Our ships there, which are sometimes almost disabled from sickness, could reach the healthy climate of Vancouver in six weeks, and might, if required, be relieved by vessels of the Pacific Squadron. Vessels have been ordered to Esquimault from China with crews greatly debilitated, and afterwards returned with all hands in perfect health.”
However well situated Esquimault may be for a Sanitorium, it cannot be looked upon as offering equally the proper site for a naval arsenal. Esquimault was selected, it is said, at mere haphazard for the purpose of an hospital during the Crimean war. It is an exposed situation, and its defence is complicated by the position of the city of Victoria in the neighbourhood.
The construction of the railway, with its terminus established at Port Moody, has totally changed all the circumstances which hitherto had obtained prominence. It is now held that the naval dockyard should be on Burrard Inlet, near the terminus. The site has been pointed out by Major-General Lawrie and advocated by him in a carefully written paper, in which both the question of the necessity of such a dockyard and the site itself are fully discussed.
The spot on Burrard Inlet described by General Lawrie, is held to be eligible in every point of view. It is defensible by land and by sea, with good anchorage in front. It is situated on the north shore, west of the North Arm, so far within the Inlet as to be unassailable by cruisers, except at the risk of their total destruction, unapproachable by surprise by land, and in close proximity to the terminus of the railway; while at the mouth of the Inlet batteries can be constructed to make entry next to impossible. It must also be borne in mind that Burrard Inlet is directly opposite to the coal fields of Nanaimo. Coal is even to be found on Burrard Inlet itself, and in modern naval warfare coal is an important article of equipment. Indeed, it may be said to take priority; for without fuel no vessel of modern construction can move from her anchorage. The supply of coal, therefore, becomes of primary consideration, and the source where it can be obtained is of special value and has jealously to be protected.
These views of naval and military men have been widely echoed by all who have studied the question. It is on all sides an accepted opinion that with the completion of the Railway, bringing British Columbia within twelve or fifteen days of England, the terminus on Burrard Inlet becomes the most important strategic centre on the Pacific Ocean.