sas branch, for the month of August alone, $235,000. Of course these estimates of the profit of the roads under the present circumstances are but faint indications of the wealth which must accrue to them upon their completion, and after the fuller development of the resources upon which they depend. At the sources of this future wealth we shall glance presently.
There can be no possible occasion for rivalry between these three companies. Each road will take its place in the great work of interoceanic communication, and each will find its capacities meagre as compared with the commerce which awaits it. But apart from a merely commercial view, there are certain points of comparison between the various routes which demand a brief notice. The Kansas route will probably prove most attractive to the tourists, especially in the event of its making the detour through New Mexico above alluded to. The Nebraska route will be more monotonous, running across the level and treeless valley of the Platte for three hundred miles. To the traveller there will always be presented the same swift but shallow river at his side, the same bare, misty hills along the horizon, the same limitless stretch of the plain before and behind, and the same solitary sky above, save as it is varied by sunrise and sunset, until the Black Hills come to his relief, and he enters upon the snow-whelmed Sierra. The Central route is more picturesque, and also has more elements of grandeur, than either of the others. The Nebraska Road, on account of the character of the country through which it passes, will probably derive its main revenue from the through trade; while the Kansas—if its present purpose be carried out—will depend upon the local trade and its multifarious connections.
Having traced the history of these Pacific roads, the difficulties which they have met and in a large degree conquered, and their general features, our consideration of them must from this point grow out of their national importance and world-wide significance. For the Pacific Railroad is not simply a gigantic public work, it is the world's great highway. The world has had several grand routes, along the line of which, for certain periods of time, the life-blood and intelligence of humanity have coursed. Such was the route which history discloses as the most ancient from India overland to the Mediterranean, whence it was continued by that old Phœnician Coast Navigation Company to the shores of Britain. Along this overland line grew up the great cities of Asia, depending upon it for their wealth, refinement, and power; and when commerce was diverted from the inland, and the riches of India took the ocean path westward, the glory of these cities departed. Such also was that later route which gave the Italian cities their opulence and strength in the Middle Ages. When the Cape of Good Hope was doubled, these Italian centres grew comparatively weak and lustreless. The Roman road to Britain laid the foundation of that power, the full development of which has given to London its present position as the European metropolis. New York City also owes her rapid and stupendous growth to that peculiar conjunction of circumstances which has secured her the control of the grand Transatlantic commercial route of present times. The railroads leading westward from that city, converging upon the termini of the Pacific lines, continue this world-route of the incoming era to San Francisco, and there, through the Golden Gate, we grasp the wealth of Eastern Asia, whence the first great world-route started. Events more powerful than tradition have thus revolutionized the old system of travel and commerce, calling them eastward. America becomes at once interoceanic and mediterranean, commanding the two oceans, and mediating between Europe and Asia. By the Pacific Railroad, Hong Kong via New York is only forty days distant from London. The tea and silks of China and the products of the Spice Islands must pass through America to Europe. In this
