the north-east. Lake Huron, be it observed also, is always squally; and I never saw the majestic scenery of storm and of the Aurora Borealis more splendid than during our troubled passage. There would have been a refuge for us within the line of the Manitouline Islands and Cabots’ Head, if the ship’s track had led into Georgian Bay, as it soon will: but we could only take our chance amidst buffeting winds. As we proceeded we met more squalls, a headwind, and so many obstacles that we did not see the southern extremity of the lake till the evening of the 8th. We went aground at the entrance of the St. Clair River, amidst thunder, lightning, roaring winds, scampering wild horses, and gathering Indians, who held us completely in their power all night. Next day, the anxious hours were passed amidst the shallows and eddies of the St. Clair,—the ship now whirling in the pools, and now grazing the shores. Then there was a headwind again: and, in short, it seemed as if we could not traverse the shallow windy Lake St. Clair to Detroit. When within sight of the city we went aground so fast that there was no hope of progress, or of getting a meal (the provisions being exhausted). My party and I had had enough of it. We stepped on board a wood raft, and so gained Detroit. Before we left it, by land conveyance, we saw our ship working her way still south down the Detroit River, after which she would have to turn up to the north-east, and traverse the entire length of Lake Erie to Buffalo. Her cargo, if for exportation, or the New York market, would have a long transit yet to perform,—costly from its transhipments, and absurdly circuitous. It must travel still eastwards, now in canal boats, by the Mohawk or Erie canal for 300 miles, till it reached the Hudson, when it would again be shifted by costly labour into the great river-boats, and carried south once more to New York, for final despatch to England or elsewhere.
Now, let me beg my readers to follow this route on the map, and see what a winding track it is, through many waters, each requiring different vessels, and the levy of a tax on each transhipment. By this method of carriage it will be clear that England will not buy, nor Western farmers sell, much bread or meat from the great Mississippi valley. Let us see how the aspect of the case is changing.
Chicago has grown in proportion to the development of the country behind it; and that country supplies us with one-third of the wheat and one-half of the flour we buy from foreign countries,—even now, when the wheat and flour traverse that long and expensive line of transit which I have described. But, for want of a more direct route, every 100l. worth shipped at Chicago costs us 150l. for carriage to Liverpool, and vast amounts of the best goods are wasted on the spot. It is actually the case that the Western farmers use their wheat as fuel, because, being otherwise useless, it is cheaper than coal or wood. Chicago wants to send away fifteen millions of quarters of corn; and, as it cannot get carried, the surplus lies in sheds, one of which is two miles long, and quite full; or it is used to light the fires. So much for the want of a good channel to the sea!
The natural consequence has followed. The western Americans, the Canadians, and the people of England, as far as they have heard of it,—and especially the English Ministers,—are hoping and planning to obtain this improved channel. As soon as the English people make up their minds to have corn and meat as cheap as the Western growers and shippers are willing to sell it, the thing will be done; and the Duke of Newcastle has publicly declared that the Queen’s Government will do everything in their power to aid an enterprise which is of the highest importance to the country.
The waste of route is, by the new plan, to stop abreast of the Manitouline Isles in Lake Huron. The corn-ships will enter Georgian Bay, and make for French River, which flows between that Bay and Lake Nipissing in Canada West. At the eastern end of Lake Nipissing, a canal will join it with the Mattawa River, which flows into the Ottawa. Thence, all is plain sailing, and as nearly direct as may be, by the Ottawa and the St. Lawrence. The works required will, in all, extend over 200 miles, and cost only 4,000,000l,—a sum which will be immediately repaid by the saving in carriage and transhipment. It is inconceivable that such an improvement should not be at once proceeded with, saving, as it would, 500 miles of costly carriage, which goes to enhance the price of bread to English buyers.
It was in February last that the subject was brought to a practical issue in the Legislature of Illinois, by the appointment of a Commission to confer with the authorities of Canada and of England on the establishment of this route. In March, the Governor-General of Canada received the proposals of the American Commission, and referred them to Parliament; and in April, the Canadian Parliament reported as strongly as possible in favour of the project. The Sheffield deputation which went up to the Duke of Newcastle last month have obtained for us the plain declaration of the goodwill of our Government, in whatever constitutional way it can be shown. When it is sufficiently well understood throughout the country that by means of this open road to the great Western valley, the cost of transport will be so reduced, as that we may bring for two millions what cost us seven millions and a half in 1861, and that the difference will pay for the new route in a single year, there can surely be no lack of popular support.
The cheapness and plenty of bread and meat are not the only benefits to be considered. The whole route, from the head of Lake Michigan, would lie through British territory. What the flow of such a commerce through the heart of Canada would be, we ought to consider. A better thought still is of the close connexion which would thus be formed between the great Western States of the American Republic and ourselves. The project originated with them: it is welcomed in Canada and in England; and, if there be one security for a lasting peace more trustworthy than another, it is a commerce of such vital importance to both parties.
Such are the changes which, new and striking to us, will be old-established facts before the end of the century,—improvements so interwoven