Sir George Simpson's journey stood as the record for many a year. For a generation after his day the scattered travellers from Red River westward were compelled to rely on saddle-horse and plains cart and canoe. From Montreal and Toronto the railway could be utilized as far as Collingwood, and thence the steamer to Port Arthur. Then for a time the government opened up a summer route to the Red River, beginning it in 1869 and maintaining it until 1876. The Dawson route, as it was called, included forty-five miles of wagon-road from Port Arthur to Lake Shebandowan, then over three hundred miles of water travel, with a dozen portages, and again ninety-five miles of wagon-road from the Lake of the Woods to Fort Garry.[1] In 1870 it took ninety-five days to transport troops from Toronto to Fort Garry over this route. Such makeshifts could not serve for long. South of the {113} border the railway was rapidly pushing westward, and in the new nation of the north, as well, its time had come. Ever after the coming of the locomotive, it needed only imagination and a map to see all British North America clamped by an iron band. Engineers like Bonnycastle and Synge and Carmichael-Smyth wrote of the possibility in the forties. Politicians found in the theme matter for admirable after-dinner perorations--colonial governors like Harvey in 1847, colonial secretaries like Lytton and Carnarvon in the fifties, and colonial premiers like Joseph Howe, who declared in Halifax in 1851: 'I believe that many in this room will live to hear the whistle of the steam-engine in the passes of the Rocky Mountains, and to make the journey from Halifax to the Pacific in five or six days.' Promoters were not lacking. In 1851 Allan Macdonnell of Toronto sought a charter and a subsidy for a road to the Pacific, and the Canadian authorities, in {114} declining, expressed their opinion that the scheme was not visionary and their hope that some day Great Britain and the United States might undertake it jointly. Seven years later the same promoter secured a charter for the Northwest Transportation, Navigation, and Railway Company, to operate between Lake Superior and the Fraser river, but could get no backing; four years previously John Young, A. N. Morin, A. T. Galt, and John A. Poor had petitioned in vain for a similar charter. Then in 1862, on behalf of the Red River Settlement, Sandford Fleming prepared an elaborate memorial on the subject. Edwin Watkin, of the Grand Trunk, negotiated with the Hudson's Bay Company for right of way and other facilities, but the project proved too vast for his resources. [Illustration: Sir Sandford Fleming. From a photograph by Topley]