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Railways in the British Provinces

From the New York Times, November 24, 1852

After much delay, opposition, protest, and general contention, in the Provinces, the great railways proposed for some time past in the North are beginning to be distinguishable; and we see the outlines of what will be soon accomplished facts. A couple of years ago we had an earnest discussion of the North American and European Railway, to connect Nova Scotia with New-England and Canada. It was stated the English Government would aid in making the thoroughfare to Canada, by what is called Major Robinson's route--that is, a line running from Nova Scotian isthmus, along by the St. Lawrence. But New Brunswick could not be brought to listen to such a plan. Which would carry the road remotely, by way of her Northern border--give her little more than the noise of the passing train, as it were. She wanted a route down to her capital, St. Johns; and thence to the West. Such a road would approach the Maine frontier, where it would join our line from Portland. But John Bull would not give the money for making this ****cirarnbendibus****; did not like it. Mr. Hincks went to London, but found the home government reluctant to have anything at all to do with that Southern, semi-republican route. Mr. Hincks then applied to the wealthy railway architects, Jackson Brassey, Betts & Co., and they agreed to undertake the railways of the British Provinces. Mr. Jackson, M.P., came to America, accordingly, and the Provincials began negotiations afresh. In Canada, a Railroad Company had been chartered in 1851, to build a road between Montreal and Kingston, as part of a contemplated Trunk line to Halifax. It had been got up with a view to imperial aid, which was now out of the question, and the Canadian government resolved to put it aside. This abolition business produced a good deal of dust. The Company was feeble as to funds, and flaws were easily found in it. In spite of the protests of the President and Vice-President, Messrs. Holton and Galt, the Legislature lately cancelled the Company and chartered the Jacksons. Whereupon the former parties, having exhausted their angry outcries, made a smart rush, just about the third reading, and got aboard the new Company, in self-preservation. The grumblings have been hushed, and the great Trunk line is about to be potentially and promptly laid across the Canadian ground. The English capitalists will furnish the cash instanter; the Province will have only to guarantee about Ł3,000 per mile, and will have the first charge on the road for the interest.

New-Brunswick has received Jackson with enthusiasm; the Legislature has unanimously accepted his terms (which are similar to those of Canada) in the midst of the hosannas of the press, and the exhilaratory prophecies of the oi polli, and a line 214 miles long os to run across the province, from our Maine frontier to the Gulf of St. Lawrence. When this highway shall be completed, in four or five years, the New-Brunswickers will have a vast amount of the commerce and intercourse of our States with Europe carried on before their doors.

Nova Scotia has also been taking advantage of the occasion and righting herself. She will make her own part of the great main line; that is, from Halifax to the extremity of the New-Brunswick portion, at Miramichi.

As to the first proposed and relinquished line--that by Major Robinson's route, along the Northern part of New-Brunswick to the St. Lawrence--that will be taken up too. If, after all, there is to be an iron road down to the States, there must also be one to the Canadas! The Canadian Legislature has agreed to make part of this last, for the distance between Detroit and Trois Pistoles. Between the latter place and Miramichi, in New-Brunswick, lies a dreary, non-paying tract; and Mr. Hincks, the Canadian Minister, states that the home Government, seeing all the rest undertaken, will step in and help to fabricate that intermediate link of two miles, and so complete the magnificent catenation. Thus, as the reader perceives, there will shortly be two grand trunk lines--Reginae Viarum--from the extreme east of our continent; one running down through New-Brunswick into New-England, and so to the extreme south; and the other leading along the shores of the St. Lawrence to Quebec, Montreal and the wild woods and waters of Western Canada. A number of smaller branches will connect with these large trunks and routes in several directions throughout the provinces.

Thus has a private company undertaken what the English Government had no mind to do. Indeed, if, as is sometimes suggested, the mother country suspects the independent tendencies of the colonies, perhaps she is only prudent in refusing to help them with national cash, which, in case of "trouble," would be lost, while a private debt could be enforced by the law of nations: see Greece, Naples, Mexico, the Equator, &c. At all events, a new era will be inaugurated for the provinces when Mr. Jackson will turn the first provincial sod. New Brunswick and Nova Scotia will feel the advantages of being in the highway of two hemispheres, and Canada will largely share with the United States, the benefits of immigration and commerce. The Messrs. Jackson & Co. will not alone make iron roads for the provincials; but this will consummate their great undertaking by getting up a line of steamers to run between British or Irish ports, or both, and the North American terminus. At present a contract is nearly complete--subject to the approval of the English Parliament--by which a Liverpool firm will establish a line of powerful screw-ships, to run between Liverpool and Montreal, during the Summer, and between Liverpool and Portland, in Winter. With all these aids, the British Provinces will begin to rejoice in their geographical position which makes them nearest to the Old World, and their prosperity and civilization will move pari passu with our own.

SOURCE: New York Times, November 24, 1852

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