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Title: England and Canada A Summer Tour Between Old and New Westminster Author: Sandford Fleming Release Date: November 11, 2015 [EBook #50433] Language: English Character set encoding: UTF-8 *** START OF THIS PROJECT GUTENBERG EBOOK ENGLAND AND CANADA *** Produced by Sonya Schermann, Charlie Howard, and the Online Distributed Proofreading Team at http://www.pgdp.net (This file was produced from images generously made available by The Internet Archive) ENGLAND AND CANADA.—A Journey between OLD and NEW WESTMINSTER, by Sandford Fleming, C.E., C.M.G. etc. Eastern Journey_ _ _ _ _ _ _ _ Western Journey____________ Map of the Journey George Philip & Son London & Liverpool. (large) ENGLAND AND CANADA. A SUMMER TOUR BETWEEN OLD AND NEW WESTMINSTER WITH HISTORICAL NOTES. BY SANDFORD FLEMING, C.E., C.M.G., Etc. MONTREAL: DAWSON BROTHERS, PUBLISHERS. 1884. Entered according to Act of Parliament of Canada, in the year 1884, by Sandford Fleming, in the Office of the Minister of Agriculture. GAZETTE PRINTING COMPANY, MONTREAL. TO The Right Honourable the Marquis of Lorne, K.T. G.C.M.G., P.C., &C., &C., ONE OF CANADA’S TRUEST AND WARMEST FRIENDS, WITH SINCERE RESPECT THIS RECORD OF A JOURNEY FROM THE IMPERIAL CAPITAL TO THE PACIFIC OCEAN, THROUGH CANADIAN TERRITORY, IS DEDICATED. CONTENTS. CHAPTER I. INTRODUCTORY. CHAPTER II. HALIFAX TO LIVERPOOL. Halifax—Cunard Line—Intercolonial Railway—Truro—Travelling by Pullman—New Brunswick—Miramichi—Great Fires in New Brunswick—Salmon Fishing—Micmac Indians—Rimouski—S.S. Parisian—The first Ocean Steamer the Royal William—Incidents of Ocean Voyage—Arrival. Page 11 CHAPTER III. ENGLAND. v Willie Gordon—Custom House Annoyances—Cable Telegram—Post Office Annoyances—London—Spurgeon’s Tabernacle—An Ancestral Home—English and United States Hotels—English Reserve—A Railway Accident—The Land’s End—A Deaf Guest. Page 33 CHAPTER IV. ENGLAND (Continued). Marquis of Salisbury—Classical Studies—Henley Regatta—Red Lion—London Dinner to Lord Dufferin—His Speech— Greenwich—Fisheries Exhibition—Bray—The Vicar—The Thames—Minehead—The Polynesian. Page 58 CHAPTER V. ENGLAND TO CANADA. The Ocean Voyage—Its Comfort—Moville—Mail Coach Road of Old Days—Impressive Service on Deck—Comfort on the Vessel—Rimouski—Halifax. Page 84 CHAPTER VI. NOVA SCOTIA. Early Colonization—De Monts—Champlain—Sir William Alexander—Capture of Quebec—The Treaties—The Acadian Evangeline—Louisbourg—First Capture—Peace of Aix la Chapelle—Boundary Disputes—The Final Struggle— Deportation of the Acadians—Nova Scotia constituted a Province. Page 102 CHAPTER VII. HALIFAX TO QUEBEC. Home in Halifax—Start for the Pacific—The Intercolonial Railway—Major Robinson—Old Companions—The Ashburton Blunder—Quebec—The Provincial Legislature—Champlain—The Iroquois. Page 119 CHAPTER VIII. QUEBEC, MONTREAL, OTTAWA. Montreal—Ship Channel—Hon. John Young—St. Lawrence Canals—Indifference of Quebec—Quebec Interests Sacrificed—Need of a Bridge at Quebec—Montreal Trade in Early Times—Beauty of the City—Canadian Pacific Railway—Ottawa—The Social Influence of Government House—Kingston. Page 131 CHAPTER IX. TORONTO TO LAKE SUPERIOR. Toronto—Collingwood—Georgian Bay—The Sault St. Mary—Navigation of the Great Lakes—Manitoulin Islands— Lake Huron—Arrival at the Sault. Page 147 CHAPTER X. LAKE SUPERIOR TO WINNIPEG. Lake Superior—Early Discoverers—Joliet and La Salle—Hennepin—Du Luth—Port Arthur—The Far West—The North-West Company—Rat Portage—Gold Mining—Winnipeg. Page 161 CHAPTER XI. vi vii WINNIPEG, HUDSON’S BAY COMPANY, LORD SELKIRK. Early Explorers of the North-West—Du Luth—De la Verendrye—Mackenzie—Hudson’s Bay Company—Treaty of Utrecht—North-West Company—Lord Selkirk—War in the North-West—Union of the Rival Companies—The North-West Annexed to Canada. Page 179 CHAPTER XII. WINNIPEG TO CALGARY. Winnipeg—Great Storm—Portage-la-Prairie—Brandon—Moose Jaw—Old Wives’ Lakes—The Indians—Maple Creek —Medicine Hat—Rocky Mountains. Page 201 CHAPTER XIII. CALGARY TO THE SUMMIT. Start for the Mountains—The Cochrane Ranche—Gradual Ascent—Mount Cascade—Anthracite Coal—Sunday in the Rockies—Mountain Scenery—The Divide. Page 221 CHAPTER XIV. DOWN KICKING-HORSE VALLEY. The Descent—Summit Lake—The Kicking-Horse River—Singular Mountain Storms—An Engineering Party—A Beaver Meadow—A Dizzy Walk. Page 237 CHAPTER XV. TO THE SUMMIT OF THE SELKIRKS. The Eagle Pass—Kicking-horse River—Valley of the Columbia—The Selkirk Range—The Columbia River—Summit of the Selkirks—Major Rogers’ Discovery. Page 252 CHAPTER XVI. DOWN THE ILLE-CELLE-WAET. The Descent of the Selkirk Range—Glaciers—The Last of our Horses—Devil’s Clubs—The Ille-celle-waet—A Rough Journey—A Mountain Storm—Slow Progress—A Roaring Torrent—Skunk Cabbage—Marsh—A Long Ten Miles’ Journey. Page 271 CHAPTER XVII. DOWN THE ILLE-CELLE-WAET.—Continued. A Difficult March—Cariboo Path—Organization of Advance—Passing Through the Canyon—Timber Jam—A Gun-shot heard—The Columbia again—Indians—Disappointment—The Question of Supplies becomes Urgent—No Relief Party Found—Suspense. Page 284 CHAPTER XVIII. THROUGH THE EAGLE PASS. The Kamloops Men at Last—No Supplies—On Short Allowance—An Indian Guide—Bog-wading—The Summit of the Pass—Bluff Lake—Victoria Bluff—Three Valley Lake—Eagle River—Shooting Salmon—The Cached Provisions— Pack-horses again—Road Making—The South Thompson—Indian Ranches. Page 295 viii ix CHAPTER XIX. KAMLOOPS TO THE COAST. Lake Kamloops—Savona’s Ferry—Irrigation—Chinese Navvies—Chinese Servants—Lytton—The Fraser River Canyon —Old Engineering Friends—Sunday at Yale—Paddling Down the Fraser—An English Fog at New Westminster. Page 311 CHAPTER XX. ON PACIFIC WATERS. New Westminster—Enormous Forest Trees—English Broom—Port Moody—Down Burrard Inlet—Sea Fog— Navigation by Echo—Straits of Georgia—The St. Juan Archipelago—Seamanship—Victoria. Page 329 CHAPTER XXI. BRITISH COLUMBIA. Sir Francis Drake—Mears—Vancouver—Astor—Hudson’s Bay Company—Gold Discoveries—Climate—Timber— Fisheries—Minerals—Mountain Scenery. Page 340 CHAPTER XXII. HOME BY THE NORTHERN PACIFIC. Puget Sound—The Columbia—Portland—Oregon and San Juan Disputes—Arid Country—Mountain Summits—The Yellowstone—The Missouri—The Red River—Chicago—Standard Time Meeting—The British Association—Home. Page 355 CHAPTER XXIII. THE INDIANS. Indian Population—The Government Policy—Indian Instincts—The Hudson’s Bay Company—Fidelity and Truthfulness of Indians—Aptitude for Certain Pursuits—The Future of the Red Man. Page 380 CHAPTER XXIV. THE CANADIAN PACIFIC RAILWAY. Rapid Construction—Travelling Old and New—Beginning of Pacific Railway—Difficulties—Party Warfare—The Line North of Lake Superior—The United States Government—Mountain Passes—Soil and Climate—National Parks— Pacific Terminus. Page 394 CHAPTER XXV. CONCLUSION. England and Canada—Old and New Colonial Systems—Political Exigencies—The High Commissioners—Lord Lorne’s Views—The Future—The French Element in Canada—Colonial Federation—The Larger Union. Page 420 ENGLAND AND CANADA. x xi 1 CHAPTER I. INTRODUCTORY. If we carry ourselves in imagination to that part of North America nearest to Europe, we find that we have reached the most easterly coast of the Island of Newfoundland, an outlying portion of the continent. Standing on Cape Bonavista and looking from this promontory over the waste of waters, we discover that between the Equator and Greenland the Atlantic Ocean is generally of much greater width in every other parallel than opposite our present position: that its breadth rapidly increases as we proceed southward, if but a few degrees of latitude, and that, in the parallels of New York or Philadelphia, the ocean is more than double the width. Towards the continent of Europe the first land the eye rests upon is that of the British Islands. Four centuries back the first recorded discoverer of Newfoundland sailed from those shores, and from the time of the Tudor monarchs this stretch of ocean has been unceasingly traversed by European ships. It has thus been the cradle of ocean navigation. Adventurous men, who planted the early settlement of America, crossed to the new world on this narrow belt. The vessels which carried them were indeed frail craft compared with the creations of modern ship-building. But, step by step, they were enlarged and developed to the magnificent clipper, which again has been supplanted by the still more magnificent ocean steamer. In old days, even in a sailing vessel of large tonnage, a sea voyage was frequently accompanied with much misery. It was not uncommon for emigrants to be detained at sea as many weeks as now days are needed for the voyage. Ships might be retarded or driven back by adverse gales, or they might remain in mid-ocean, becalmed in water as unruffled as a mirror of glass. Steam has revolutionized these conditions. Instead of ships being turned far from their course by contrary winds, or with flapping canvas waiting for a fair breeze, we behold on the waters of the Atlantic fleets of swift steamers, carrying thousands of passengers to and fro with the regularity of the daily post between two neighbouring cities. However formidable the voyage once was, its greater drawbacks are now removed. A steam ferry has been practically established between the two continents, and transportation is effected with scarcely less regularity than between opposite banks of a navigable river. The path of the ocean steamer has in reality become, as it were, the Queen’s highway; and were anything wanting to facilitate intercourse, we possess it in the telegraph. If this belt of ocean has been the nursery of the ocean steamers, it has also given birth to ocean telegraphy. In no part of the world are so many submarine cables laid along the ocean bed as in this direction. We live in a period when instantaneous communications from continent to continent are as easily effected as from county to county. Year by year the facilities of intercourse, both by steamship and by telegraph, are increasing in a manner to bind closer than ever, by the ties of mutual benefit and common interest, the different members of the British family. On the one hand, the Canadian is enabled to visit the old land, where his traditions have been gathered, and where there is a history in which he can claim an inherited participation. On the other, it provides the youth of the Mother Country with an outlet by which he may gain a home with a kindred people, who revere the same memories, and who will cordially welcome his labour and energies to aid in strengthening and consolidating the institutions of that portion of the Empire. From a multiplicity of causes, there are different shades of character and thought to distinguish the several members of the British family. They are called into being by geographical position, by race, by climate and other influences. Diversities exist, and why should it not be so? It is a shallow and unwise pretension which would ignore the fact. The inhabitants of neighbouring counties, even the members of one family, have not the same characteristics or identical likes and dislikes. As in the family so in the state. It is natural, and in some respects advantageous, that varieties of character and power should be traceable; on the other hand, as the family likeness may be seen in a group of individuals, however in many respects they may differ, an essential unity of national life and sentiment may be found one and the same amid characteristics the most divergent. The people of Canada and of England differ as the current coin of the realm differs. While in the currency there are dissimilarities of name, of value, of colour and of metal, all are impressed with the stamp of the one sovereign; so in the people there are diversities, but all can be recognized as British subjects. If we turn our eyes in the direction opposite to Europe, we find Newfoundland situated as a barrier between the outer ocean and an inner sea; the Gulf of St. Lawrence. Whatever its destiny, Newfoundland is the one portion of British North America which has not allied her fortunes with the Canadian Dominion. Geographically, the island stands as a gigantic breakwater to shelter from the surges of the Atlantic the continent to the west, and to protect the entrance of the St. Lawrence. The Gulf of St. Lawrence has been compared to the Baltic, but, unlike the Baltic, having but one narrow channel of entry, it is approachable from the ocean by two wide navigable openings. These passages—the Straits of Belle Isle and St. Paul—lie to the north and south of Newfoundland. Around this inner Baltic-like sea we behold the Maritime Provinces of Nova Scotia, New Brunswick and Prince Edward Island, to which may be added the eastern portion of Quebec. These Provinces occupy an extensive coast line, indented with bays and capacious harbours, presenting all the facilities for shipping, commerce and fisheries. They are bound together, and to the other Provinces of the Dominion, by one trade, one tariff and by one common nationality; on the other hand, they have each distinct local institutions for their own domestic government. Continuing our glance westward, a thousand miles from Bonavista, beyond the ancient fortress of Quebec, we behold Montreal, the commercial metropolis of the Dominion. Here are seen ocean steamers of the largest class discharging cargoes loaded twelve days back in Liverpool, Glasgow and other parts of Europe. Advancing our view another thousand miles, over cultivated fields and flourishing cities and lakes of unrivalled magnitude, our vision carries us through deep forests beyond the Province of Ontario to the confines of Manitoba, in the middle of the continent. Still another thousand miles to the west, across prairies abounding with a fabulous fertility of soil, we reach the foot-hills of a snow-capped mountain range, concealing the country which lies beyond it. To penetrate this barrier we must advance by the known passes, and for hundreds of miles follow deep defiles, traversing further mountain ranges, until we reach the 2 3 4 5 6 wide grassy plateau interspersed with picturesque lakes in the heart of British Columbia. We may still pierce another serrated wall of mountains by a deep and rugged valley, and, by following a tortuous and foaming river to its mouth, we meet the flow of tide of another ocean far greater in extent than that which lies behind us. Carrying our vision beyond the shore of the western mainland, across a strait similar to that separating England from Europe, we see the Island of Vancouver, washed by currents warmed in the seas of Asia. Vancouver Island is not quite so large as England, but it enjoys the same climatic conditions, and possesses in profusion many of the same mineral treasures. British Columbia is the youngest colony of the Empire, and until recently was practically the most distant from the Imperial centre. Its chief city bears the name of Her Majesty. The sun does not rise on Victoria, the capital of British Columbia, until eight hours after it gilds the towers of Westminster. One-third of the complete circle of the globe separates the Imperial capital from the capital of the Pacific Province, but no land intervenes which is not British, and the whole distance is under the shadow of the one national flag. In imagination we first glanced across the ocean at its narrowest limit. Turning our glance landward, we have looked across a continent at its greatest width. All we have scanned, from sea to sea, is Canada. The vast proportions of the Dominion, its varied features, its lakes and rivers, mountains and plains, its sources of wealth and magnificent scenery, are but little known to Englishmen. A country to be known must be seen. It is not enough to examine a terrestrial globe or ponder over maps and geographies in order to form an estimate of the character of half a continent. They suggest but a faint idea of territorial extent. You must traverse its different sections, and bestow time in examining its fields and forests, its natural landscape, its cities and its civilization. There are few, indeed, who possess anything like an adequate conception of the immense extent and resources of the Dominion. It is scarcely possible even for Canadians themselves to conceive the wealth of territory and the varied magnificence of scenery and the productive capacity of the land, the destinies of which it is their privilege to control. During the past summer (1883), circumstances induced the writer to visit England, to recross the Atlantic, and make a journey through the whole extent of Canada to the Pacific coast. The railway took him to the base of the Rocky Mountains. From thence he entered the passes, and by pack-horse and on foot he followed the route proposed to be taken by the Canadian Pacific Railway through British Columbia. As is customary in such circumstances, the writer sent home, at convenient opportunities, a diary of his daily progress. He is aware that the notes of travel which have interest for a circle of intimate friends, have often but slender claim to public attention. These notes, however, give a sketch of the first continuous journey ever made, indeed the only one yet attempted, through the whole longitudinal extent of the Dominion by the route taken. From the interest which has been attached to his notes of travel, the writer has been prevailed upon to prepare them for publication, and, with the view of supplying such information as the future traveller may desire, a few historical notes have been included in the narrative. Canada is certainly not within the actual geographical limits of the Mother Land, yet it is no mere rhetorical phrase to say that this half of the North American continent has become an integral part of the Empire. Seventeen years ago, when the British North American Act of 1867, creating the Dominion, passed the Imperial Parliament, British and Canadian statesmen laid the foundation of a great future for the confederated provinces. From that date Canada has steadily, step by step, done her part to realize all that was then foreshadowed of her future. She undertook to establish a highway for commerce through her forests, prairies and mountains, to connect the most distant Provinces. In a short time the national highway will be opened from the Atlantic to the Pacific, and Canada will become a recognized central commercial link between England and Asia. The writer ventures to think that the record of the journey he made, will show how closely England and Canada are brought together by the modern agencies of steam and electricity. Equally it will be obvious, how easily the British subject in Canada may revivify old associations; and how the denizen of the United Kingdom can, without discomfort, visit the whole extent of the Dominion, to enjoy the varied scenery in the many forms in which it is presented. The writer sincerely hopes that what he ventures now to submit may be instrumental in leading others to enjoy what proved to him a delightful summer tour by sea and land. It is not without diffidence that he yields to the wish expressed for the publication of his notes. He is desirous, however, of establishing that such a journey as he has accomplished presents many other points of attraction independent of the beauty of the scenery and novelty of the associations. There is much to repay enquiry in the examination of our system of government and of the institutions of the several Provinces; in ethnological developments; and in geological and kindred scientific researches. It will be found, too, that there is a past history which gives attraction to many a scene, and in all that constitutes and promotes the advance of nations there is presented much of varied interest worthy of investigation. The writer does not hide from himself the fact that, in describing scenes and events, he may say much that is well known to many. He makes no pretension to original research. His endeavour is simply to present the notes of his journey side by side with some leading historical facts, in a way which may admit of generalization and be useful to the ordinary reader. Hence it is not impossible that the professional littérateur may, with a certain cynicism, consider that the following pages contain much that is not worth the record. The two voyages across the ocean and the journey over the continent embraced a total distance travelled of about 14,000 miles, the eastern and western portions of which began and ended at Halifax. CHAPTER II. 7 8 9 10 11 HALIFAX TO LIVERPOOL. Halifax—Cunard Line—Intercolonial Railway—Truro—Travelling by Pullman—New Brunswick—Miramichi—Great Fires in New Brunswick—Salmon Fishing—Micmac Indians—Rimouski—S. S. Parisian—The first Ocean Steamer the Royal William—Incidents of Ocean Voyage—Arrival. Halifax, selected for its excellence as a harbour in connection with its geographical position, is well known throughout the world as one of the most important stations for the British Navy. For upwards of a century it has been pre-eminently the Admiralty port for the British fleet in North Atlantic waters, and it was its superiority as a harbour in all respects which determined the demolition of Louisburg in 1756. It was held that no second naval arsenal was required in proximity to Halifax, and consequently not one stone was left standing upon another at Louisburg after its second capture. The enterprise of the city has intimately connected its name with the history of the navigation of the ocean. Ships of Nova Scotia may be seen on every sea, and it is here that the centre has been, around which the commerce of the Province revolved. It was in Halifax that the Cunard Steamship Company took its origin, under the distinguished family who have so long lived there: an organization which may well be considered one of the most successful known. For nearly half a century the record of their immense fleet shows that not a passenger has been lost or a letter miscarried. The irreverent Frederick the Great was wont to say that Providence was generally on the side of large armies. His own good fortune in the field was owing, however, mainly to his supervision of the simplest detail and attention to discipline. In a similar manner the unprecedented success and the perfect organization of the Cunard Company must be traced to the unwonted care and vigilance continually observed in connection with the enterprise. The principle laid down by Mr. Cunard was that nothing was to be left to chance; that the best of all material and workmanship was to be obtained in the construction of his steamers; that the crew were to be subjected to the strictest discipline; and that no possible care or precaution, even in the simplest detail, was to be omitted. The result of these efforts from the initiation of the company is seen in the magnificent Cunard fleet: a noble monument to the name it bears. My connection with Halifax sprang from my relationship with the Intercolonial Railway, the explorations of which I was appointed to conduct in 1863, and of which I remained Chief Engineer until its completion in 1876. My acquaintance with this locality consequently extends back twenty years. I have formed there many warm friendships, which I am happy to think I still retain, and scarcely a year goes by without my passing some portion of the summer months at that delightful suburb of Halifax known as the “Northwest Arm.” In common with all who have been connected with Halifax, I must express my humble view of the charm which the place possesses. Its scenery of wood, hill and dale; its ample expanse of water in all forms; its healthy climate and fresh air; its cool evening breezes in the heat of summer; its pleasant drives and the varied features of its daily life; all leave an impression not easily forgotten. But when to these recognized advantages the social elements of Halifax are added, it is held by common consent that there are few cities more attractive. And when we remember the well-bred, travelled men, many of whom also highly educated, to be met among the officers of the garrison and on board the ships at the station, with their continuous efforts to return the hospitalities of the citizens, we all must acknowledge that Halifax, in its social aspects, possesses features and a charm peculiar to itself. A line of steamers runs from Halifax to Liverpool, but I had taken my passage by the steamer “Parisian,” of the Allan Line. The weekly steamer of this line, as a rule, leaves her moorings in front of Quebec at a fixed hour on the forenoon of Saturday. The traveller ordinarily goes on board the tender an hour earlier. But a train leaves Toronto, 480 miles west of Quebec, on the evening of Friday, connecting at Montreal on Saturday morning with an express mail train for Rimouski, a point on the St. Lawrence about 200 miles below Quebec. By this means letters can be posted at Toronto, indeed at nearly all the cities in Canada west of Quebec, to the last moment. This express mail, which makes rapid time, reaches Rimouski late on Saturday night. By it, passengers who have been unable to embark at Quebec may take the steamer, as it always remains off Rimouski to receive the mail. Travellers to Europe from the Maritime Provinces may also embark at Rimouski by taking the regular train over the Intercolonial Railway from St. John or Halifax. The latter is the route which I followed. On the afternoon of the 15th June I said goodbye to my family at the station at Halifax, and with my youngest daughter I started for England. The day was bright and beautiful; indeed, although sea fogs prevail at certain seasons of the year, I know no latitude where the air is purer than it is in Nova Scotia, or where nature, during summer, is more attractive. There were several of my friends on the train, and when the sadness of parting passed away there was everything to make the trip cheerful. After leaving Halifax we have supper at Truro, a large, clean-looking Nova Scotian town, situated on one of the heads of the Bay of Fundy. Truro, however, was not always so clean and cheerful looking as it is to-day. At one time it was conspicuous for its dark and dingy appearance, and it has to thank the visit of the Prince of Wales, nearly a quarter of a century back, for the change. The Prince had landed at Halifax, and was expected to pass through Truro in a few days. Meetings were held to devise means to do honour to the Royal visitor. I think it was Mr. Hiram Hyde who said that “evergreen arches would be out of place unless the town presented a clean face.” He moved a resolution, which was unanimously adopted, that a schooner load of lime lying in the bay should be secured, and every one be obliged to turn out with whitewash brushes. In forty-eight hours Truro was so metamorphosed as not to seem the same place, and so well satisfied were the inhabitants that they have kept its face clean ever since. To continue. We are at the Truro refreshment room. One never criticizes railway meals too severely, at least those who are much accustomed to travel. The golden rule on such occasions is to open your mouth, shut your eyes, and take what is placed before you. If things are to your liking, then you can “give them the painted flourish of your praise.” Our route passes over the Cobequid Mountains, and at Amherst, on another inlet of the Bay of Fundy, you may have further refreshments at ten o’clock. Then comes the night’s rest in the Pullman. To the denizens of this continent the Pullman is a necessity. In a country of narrow geographical limit nothing is more pleasant than a few hours in an ordinary first class English carriage. But we do not count our trips by hours on the western continent. Often we do so by days. Sitting up all night in one of the old carriages, which many yet from circumstances are obliged to do, was one of the small miseries of life. The want of rest, the cramped position, the foul air, the 12 13 14 15 16 banging of doors, frequently the crowd of passengers, had all to be endured; and who of that date cannot remember the extreme discomfort to which the traveller was compelled to submit as best he could. With a Pullman you have comparative quiet, and with well- mannered and competent officials, who keep the car heated only to an endurable temperature and properly ventilated, you have all the auxiliaries of comfort. What dream is there in the Arabian Nights equal to the realization of finding yourself in a comfortable bed, with all the accessories of home, travelling at the rate of forty miles an hour? Soon after leaving Amherst we crossed the Missiquash, the river which separates Nova Scotia from New Brunswick. It has some historic import of which I will speak hereafter. Our course is now through New Brunswick to the River Restigouche, on the north side of which lies the Province of Quebec. The whole distance through the three Provinces embraces a variety of scenes of great interest to me, as many years of my life were passed in the construction of the Intercolonial Railway. It was not until after the American Revolution that New Brunswick was looked upon as a colony. Five thousand of the United Empire Loyalists arrived at St. John in the British fleet in 1783, one hundred years ago. It became a Province in 1786. No little of its history is in connection with its terrible fires. That of Miramichi in 1825; of St. John in 1837, when, in the heart of a rigorous winter, nearly the whole business part of the city was destroyed; and again of St. John in 1877, when, in the short space of nine hours, 200 acres of buildings were levelled to the ground, and fully two-thirds of the entire city laid in ashes. During the night the train passes through the scene of the first disaster, which left some 6,000 square miles in a state of devastation. The summer had been unusually hot and dry. On the first day of October, 1825, the inhabitants of the valley of the Miramichi were disturbed by immense forest fires in the neighbourhood of the settlements. The smoke with great heat continued for seven days, when the fire extended to the settlements, defying all efforts to extinguish it, and sweeping away all that lay before it. The town of Newcastle was consumed, as also Douglastown with all the smaller outlying settlements. The devastation continued along the northern side of the river for one hundred miles. Hundreds of settlers and thousands of cattle were lost. The number of wild animals which were burned was also very great. Even the salmon perished in the smaller streams, owing to the intense heat. To this date the trace of the fire is distinctly seen in the character of the trees which have grown upon the burnt district. A gale increased the violence of the fire, so that its fury was uncontrollable. In many cases the inhabitants, not looking for such a calamity, were suddenly awakened in their beds by the alarm of danger. A few minutes’ delay would have led to their destruction. Many were unable to save themselves. Not a few owed their preservation to the fact that their farms were near the river, in which they threw themselves, and escaped by clinging to logs. The loss of life to those at a distance from the river, where escape was impossible, must have been serious. Many of the survivors were dreadfully mutilated, and in the distant settlements few escaped to tell their dreadful experience. In the morning we reached Campbellton, on the Restigouche, at the head of the Bay Chaleur, and we have a royal breakfast of salmon fresh from the nets. Some of our friends on the train are enthusiastic fishermen. Col. Chalmers, recently from India, and the Rev. Mr. Townend, Garrison Chaplain at Halifax, are among the number. They are bound for the fishing pools on the Restigouche, and are in high spirits. They learn here that the run of salmon up the river is unprecedentedly large, and their excitement is intense. My sympathies are with them, for fishing to me is a most pleasant recreation. If I am not a skillful, I am at least a devout, disciple of Isaac Walton. At the station I met some of my old Micmac Indian friends, some of whom I have known for twenty years, and who accompanied me in my various wanderings in the wilds of New Brunswick. I have a strong and kindly feeling for these children of the forest. Personally I have found their simplicity of character not the sham which many claim it to be. There are exceptions, but, as a rule, in their relations to me, they have proved honest and faithful. Although perfectly undemonstrative, they never forget a kind act or word. Such is my experience, and I have had much to do with Indians of nearly every tribe between the Atlantic and the Pacific. It has been my invariable good fortune to come in contact with those among them to whom I could at any time have trusted my life. We shook hands all round. Breakfast, however, has only left time for a few words. The train starts, and as it leaves the station I receive from my dusky friends a hearty bò jou! bò jou! We are still in New Brunswick, but in half an hour we cross the Restigouche and enter the Province of Quebec near the Metapedia station. Here our friends of the rod leave us with our best wishes for their success. The Railway now follows the River Metapedia, and the run up the valley is all we could wish. The day was fine; no morning could be more bright. The curves in the track are frequent but unavoidable, and how few who whirl over them ever think of the labour bestowed in order to reduce them to a minimum! In the Metapedia many splendid salmon pools are found. Mr. George Stephen, President of the Canadian Pacific Railway Company, has the most pleasant of fishing boxes here, pleasantly situated within sight of the passing train at Causapscal. H. R. H. Princess Louise and Prince Leopold remained for some weeks here three years ago. Mr. Stephen is himself a keen sportsman, and never lets a season pass without spending a holiday at Causapscal. He had arrived the day previous with a party of friends. In the middle of the afternoon we reached Rimouski, where we left the train and placed ourselves in the hands of Madame Lepage, who keeps a comfortable pension at this place. This landlady’s untiring devotion to the comforts of her guests is on a par with the glow of her sparkling black eyes. She is the mother of a large family, some of whom are grown up, yet she retains all her youthful vivacity and naiveté. Rimouski is a large straggling French Canadian town, the last of any importance in the Province of Quebec to the east, if we except the thriving village of Matane. It is chiefly remarkable for its ecclesiastical and educational institutions. There is another peculiarity; the largeness of the family in many households. It is no uncommon matter to find a family of from fifteen to twenty children. Not long ago I heard of a case of a family of eighteen, and there was a question of an orphan to be taken, for whose nurture nothing was to be paid, its parents having died under circumstances of privation and poverty. “Let it come and take its chance with our children,” said this excellent French Canadian mother, and it was so resolved. Travellers to Europe, like ourselves, have their letters and telegrams directed to Rimouski in case of more or less last words being necessary. I was very glad to find good news in those I received. I went to the station to meet the train for the south. There I found more fishermen bound for the Restigouche, New Yorkers, who now come yearly to our waters, a class who do not fish for the pot, but are sportsmen. Among them were Mr. Dean Sage and Mr. Worden, with a party of friends. 17 18 19 20 21 At 10 o’clock p.m., the mail train having arrived, we took the tender for the steamer, which lay off in the stream. Sir Alex. Galt was on the train, on his way back from Halifax, where he had taken part in a public banquet given to his successor as High Commissioner for Canada in London; Sir Charles Tupper. I was in hopes that he, too, was starting for England, but to my disappointment he continued his journey to Montreal. We reach the wharf on the branch railway, where the tender is lying. The arrangements are not quite perfect. The wharf itself is of unusual length, but it only reaches shallow water at low tide. In consequence the capacity of the tender is limited, and, although strongly built, it rolls disagreeably in rough weather, to the discomfort of passengers who are indifferent sailors. We embarked on the “Parisian,” and at once found our way to the cabins allotted to us. A friend had previously consoled us by saying that they were the worst in the ship. They were directly under the scuppers used for pouring the ashes overboard, the disagreeable noise of which operation we were expecting to hear every hour in the night. We did not, however, experience much inconvenience on this score, as for the greater part of the voyage, our cabin was on the windward side, which is never used at sea for the discharge of refuse. The passenger list placed in our hands contained several familiar names. There were Canadian Cabinet Ministers and Montreal merchants, with their wives and families, and there were friends whom we expected to meet, some of them we found in the saloon before retiring for the night. Trips by ocean steamers have much the same features, and, while the changes and vicissitudes of fog, rain and fine weather are all important in the little floating community, they have little concern for the outer world. To sufferers from sea-sickness, an ocean trip is a terror. Medical men say, in a general way, that the infliction should be welcomed, for it brings health, but I have seen those prostrated by it who have been so depressed that I can not but think that if this theory be true the improvement to health will be dearly purchased by the penalty. Such, however, are the exceptions. With most people one or two days’ depression is generally the extent of the infliction. Personally I cannot complain. Nature has made me an excellent sailor. With no remarkable appetite, I have never missed a meal on board ship, nor ever found the call to dinner unwelcome. Our first morning commenced with fog, but it cleared away as we coasted along the somewhat bold shore of Gaspé in smooth water. There is always divine service on these vessels on Sunday. The Church of England form is as a rule adhered to, which is read by the captain or doctor if no clergyman be present. If a clergyman be found among the passengers he is generally invited to conduct divine service, and any Protestant form is admitted. On the present occasion the Rev. C. Hall, Presbyterian minister of Brooklyn, N. Y., officiated. The service was simple and appropriate, and the sermon admirable. The day turned out fine, and the water so smooth that in the afternoon every passenger was on deck. Our course being to the south of the Island of Newfoundland, we passed the Magdalen Islands and the Bird Rocks, and we think of the vast number of ships which have ploughed these waters on their way to and from Quebec and Montreal. It is now fifty years since “The Royal William” steamed homewards on the same course we are now following. Much interest begins to centre in “The Royal William.” It is claimed that she was one of the pioneers of steamers, if not the very first steamer which crossed the Atlantic under steam the whole distance. She was built in Canada. She left Quebec on the 18th August, 1833, coaled at Pictou, in Nova Scotia, and arrived at Gravesend on the 11th September. She did not return to Canada, as she was sold by her owners to the Spanish Government. Her model is preserved by the Historical Society of Quebec. Some of these particulars I had from the lips of one of the officers of “The Royal William,” who died a quarter of a century ago. There is but one counter claim to the distinction. A ship named the “Savannah” crossed the Atlantic from the port of that name in the Southern United States to Liverpool in 1819. She had machinery for propulsion of a somewhat rude description, which seemed to be attached as an auxiliary power to be used when the wind failed. There is nothing to show that it was continuously employed. I have recently heard from a friend in Savannah on the subject, and I quote from his letter: “She was 18 days on the voyage. She resembled very much in mould an old United States war frigate. The hull was surmounted with a stack and three masts—fore, main and mizzen— and was provided with side wheels of a primitive pattern, left wholly exposed to view, and so arranged that they could at any time be unshipped and the vessel navigated by sails only.” On Monday before 2 a.m. we pass out of the Gulf by the Strait of St. Paul into the open Atlantic, and still the water continues perfectly smooth. There is a slight fog, which passes away, and we behold nothing but the world of waters around us. The moon appears, and we have an evening on deck long to be remembered. Everything stands out clear and distinct, but the shadows are dark and heavy. The moon casts its line of rippling light across the waves, and the ship glides onward, almost weird-like in its motion. One of the pleasures, as well as penalties, of travelling is to be asked to make one at whist. It is a pleasure to take part in a single rubber if played without stakes, but to one indifferent to cards, who does not want to win his friend’s money or lose his own, to join such a party is often no little of a sacrifice. Your reply when asked to play may take the conventional form, “With pleasure,” and in a way you feel pleasure, for you like to oblige people you care for, and you may be in an extra genial mood; but how often I have wished some other victim could have been found at such times. On this occasion I left the deck when I would have willingly remained, and took my seat at the card table. The fog returned, and the ship went at half speed for the night. When next day came there was no fog, but there was some little rocking, which, to me, during the previous night, was but a pleasant incentive to sleep, for I did not once hear the fog whistle in its periodic roar—no pleasant sound—nor was I sensible of the dreaded rattling of the ashes emptied overboard, a nightly and unavoidable duty, and by no means a musical lullaby. I find that several ladies are absent from breakfast this morning. A breeze springs up; a sail is hoisted; and occasionally we have fog, and now and then a cold blast, with alternations of damp and moist air. Such is the general experience in crossing the Banks. As one passenger remarked, “It is hungry weather.” The breakfast in most cases had been sparing, an enforced necessity in some instances, but the general feeling is one of being ravenous for lunch. The day passes pleasantly, possibly idly, and in the evening the whist table has its votaries. We leave the fog behind us, but the next day is cloudy. There is a light wind, and the sea is a little disturbed. Most of the 22 23 24 25 26 27 passengers keep the deck. We fancy we see a whale. There is too much cloud for the moon to penetrate, so the passengers generally leave the deck to enjoy themselves quietly in the saloon. We have a bright midsummer day this 21st June after a glorious morning, and we advance eastward with all sail set. The spirits of all on board seem to rise, the sky is so blue, and the sea so bright. There is but slight motion, with which, most of the passengers are becoming familiar. We are now half way across. We begin to calculate when we shall arrive, and what trains we shall take at Liverpool. I have many times crossed the Atlantic, but I never could understand the restlessness with which so many look for the termination of the voyage. If there were some urgent necessity for immediate action on the part of those who are travelling this impatience could be accounted for. The majority, however, are tourists for pleasure or for health, and, as for business or professional men, I never could see how a few hours one way or the other could influence their operations. To some the voyage is simply imprisonment; the condition of being at sea is a penalty they pay at the sacrifice of health and comfort. These are the exceptions. There are a large number who feel as I do, and for my part, while it would be affectation to profess to be fond of storm and tempest, a sea voyage in ordinary fine weather is one of the most pleasurable experiences of my life. I have good digestion and good spirits, and I am satisfied with the pleasant change from a life on shore. I can generally read, and I can always remain on deck, and I always have a certain feeling of regret when I think that the voyage is soon coming to an end. We are all well cared for, we form pleasant associations, and anyone who can study human nature finds no little opportunity for doing so on shipboard. Our library, it is true, is somewhat limited, but it has a few good books. I was somewhat struck on reading during this voyage almost the last words of the celebrated Mary Somerville, who, after a most distinguished career in science, died eleven years ago at Naples. These words appear more striking to me when read on board ship. “The blue peter has long been flying at my foremast, and, now that I am in my 92nd year, I may soon expect the signal for sailing.” We discuss our progress on all occasions. There is a general thankfulness as we advance. Towards evening the motion of the ship has increased, but we can all walk the deck. On the following day we put on more canvas, for the breeze has increased and is more favorable, and our progress is much greater. There is now considerable motion, but we have all got familiar with it, and, as sailors say, we have our sea-legs. The wind is at north-west; the day clear and bright, with a warm-looking sky, speckled with fleecy clouds. The decks are dry. We appear to be achieving wonders in speed, and we are entering into all sorts of calculations as to what extent we shall make up the seven hours’ detention by fog on the Banks of Newfoundland. Our run yesterday was 342 miles in 23½ hours. Reckoning by observed time, we lose half an hour daily by the advance made easterly. During the afternoon we have a fair breeze, with all sail set, followed by the same pleasant and agreeable evening. The passengers talk of leaving with much readiness. Well is it said that much of the pleasure of life is retrospective. “We are approaching land” is now the cry, and we commence early the next morning calculating when we shall reach Moville. Saturday afternoon is delightful. Bright gleams of sunshine appear in the intervals of occasional showers. In the evening there is a concert with readings from eight to ten. The collection is for the “Sailors’ Orphanage” at Liverpool. On account of the concert our lights are allowed to burn until midnight, and many of us remain on deck nearly to that hour. The moon is three-quarters full; we have all sail set, and we can see the reflected light of the sun in the northern sky at midnight. To me there is a strange fascination in a scene of this character, with all its accompaniments. There is a movement in the sea and a freshness in the air which give a tingle to the blood, and we seem to walk up and down the deck with an elasticity we cannot explain to ourselves. Next morning was Sunday. I was on deck half an hour before breakfast. The land on the west coast of Ireland was in sight. The morning was most fair, and it seemed to give additional zest to the excitement produced by the approaching termination of the voyage. We learn that we shall be at Moville at 2 o’clock. We have again divine worship. A Methodist minister read the Church of England service and delivered an admirable sermon. We reach Moville, and find we have been seven days and ten hours making the run from Rimouski. I took the opportunity here to send a cablegram home; it consisted of one word, but that word contained a page of family meaning. We passed the Giant’s Causeway, at which the passengers intently looked. We could also see Islay and the Mull of Kintyre. In the evening we have a second service. Our eloquent friend from Brooklyn satisfied us so well the previous Sunday that we begged of him to give us another sermon. He complied with our wishes, and with equal success. It is our last night on board; to-morrow we are to separate. Many of us on this voyage have met for the first time, and in all human probability few of us will again come side by side. There is always a feeling of sadness in thinking you do something for the last time. I can fancy even a convict leaving his cell where he has passed some years pausing upon the threshold while a rush of the old recollections, the long, sad hours cheered by gleams of hope, crowd upon him, when he will feel some strange sentiment of regret that it is the last time he looks upon the place. The feeling may last but a second, but it is an impulse of our nature which is uncontrollable. On board ship, with a certainty of gaining port t...