While this route was feasible, the mountain portion promised to be extremely expensive. This factor, together with the uncertainty of government policy and the desire of Victoria to have the road built to Bute Inlet and thence, by a bridge across Valdes Strait, carried down to Esquimalt, made it necessary to seek untiringly, year after year, for alternative routes. The only important change made, however, until after 1880, was the deflection of the line south of Lake Manitoba to serve existing settlements. Who was to build the road? It would be a tremendous task for either the government or the private capitalists of a nation of four million people. The United States had not begun its Pacific roads till it had over thirty millions of people, and wealth and experience to correspond. It was estimated that the Canadian road would cost $100,000,000, and it was certain that the engineering difficulties {121} would be staggering. In Canada few roads had paid the shareholders, and though some had profited the contractors, the new enterprise meant such a plunge in the dark that contractors and promoters alike hesitated. In the United States, however, the Pacific roads had proved gold-mines for their promoters. The land-grants were valuable, and the privilege of granting contracts to dummy construction companies controlled by themselves and thus reaping larger profits was still greater. It was not to be wondered at, therefore, that the first offer came from American capitalists. Alfred Waddington, enthusiast rather than practical promoter, sought at Ottawa a charter for the road he had done so much to secure, but his bill went no further than a first reading. At Ottawa he was met by G. W. M'Mullen, a Canadian residing in Chicago, who was visiting the Dominion on a canal deputation. M'Mullen became interested, and with his Chicago partners endeavoured to enlist the aid of the men behind the Northern Pacific--Jay Cooke, General Cass, W. B. Ogden, T. A. Scott, and others.[2] {122} M'Mullen soon found that Waddington had exaggerated his influence, and that the government was not yet prepared to discuss terms. Sir Francis Hincks, stormy petrel of railway building, whom Sir John Macdonald had just made his finance minister, suggested to Sir Hugh Allan of Montreal that he should get into touch with these Americans and provide the substantial Canadian interest which was essential.