imperial government. If these railway interests could be combined, an
Intercolonial railroad would be constructed from the Atlantic seaboard
to the lakes, and a great stimulus given not merely to the commerce
but to the national unity of British North America, In case, however,
this great idea could not be realized, it was the intention of the
Canadian government to make every possible exertion to induce British
capitalists to invest their money in the great trunk line by a liberal
offer of assistance from the provincial exchequer, and the
municipalities directly interested in its construction.

The practical result of Hincks's policy was the construction of the
Grand Trunk Railway of Canada, not by public aid as originally
proposed, but by British capitalists. The greater inter-colonial
scheme failed in consequence of the conflict of rival routes in the
maritime provinces, and the determination of the British government to
give its assistance only to a road that would be constructed at a long
distance from the United States frontier, and consequently available
for military and defensive purposes--in fact such a road as was
actually built after the confederation of the provinces with the aid
of an imperial guarantee. The history of the negotiations between the
Canadian government and the maritime provinces with respect to the
Intercolonial scheme is exceedingly complicated. An angry controversy
arose between Hincks and Howe; the latter always accused the former of
a breach of faith, and of having been influenced by a desire to
promote the interests of the capitalists concerned in the Grand Trunk
without reference to those of the maritime provinces. Be that as it
may, we know that Hincks left the wordy politicians of Nova Scotia and
New Brunswick to quarrel over rival routes, and, as we shall see
later, went ahead with the Grand Trunk, and had it successfully
completed many years before the first sod on the Intercolonial route