The Daily Alaska empire., 1929-10-07
The Future of Stewart, B. c.
Cvancouver, B. O., Financial News.)

Vancouver, B. O., Financial News)
 With this issue The Financial News of Vest
 ern Canada publishes a special supplement dealing
 with the resources and potentialites of the great
 area tributary to the port of Stewart Canada S
 farthest north port the Pacific Ocean
 The term Port of Stewart" will not sound fam 1 liar, for Stewart today is a mining camp To call | it port may seem to be begging the future But Stewart has ambitions to be than it is today
 and its aspirations appear quite justifiable There is no harbor board at Stewart, but there will be one some day. There are no railway term nals at Stewart, but time will them there
 Stewart has no grain elevators but they will come
 No coal bunkers line the shores, but the immense
 sem-anthracite coal fields of Northern British Co., lumbia, not more than 40 miles from Stewart can be exploited only through Stewart If North ern British Columbia develops then Stewart must be used, and for Stewart to be used there must be la rail line from Stewart inland The development lof Stewart is as inevitable that of Seattle Portland or Tacoma in the old days when San Francisco was the only rail terminal of the Pacific
 Coast.
 Six hundred miles north of Vancouver with
 fully onethird of the Province of British Columbia
 lying north of Stewards position the fifty-sxth parallel, port of closest proximity to the Peace River block in British Columbia and the tremend-
 ous wheat-growng belt of the Peace River Valley
 in Alberta probable terminus of railway line which will cross the Canadian Rockies with the most fay- orabe grades of all such lines on the continent surpassing even the Canadian National Railway
 line in this respect Stewards future is indeed as- sured. That these mentioned advantages exist is per- haps best proved by the fact that the Canadian Pacific Railway Company, through it's mining sub sidiary, the Consolidated Mining & Smelling Go Ltd, holds the charter for railway from Stewart Ito Fort Grahame, and has come into possession of half the townsite and waterfront of Stewart Canadian Pacific Railway must as a matter of railway strategy, have a direct railway connec- ton westward from the Peace River country if if
 IS to handle Northern Alberta freight in competition with the Canadian National Railway Canadian Pacific Railway has two obvious choices It can
 make deal with the British Columbia Government to take over the Pacific Great Eastern Railway
 and extend that road into the Peace River country or It can build from Stewart and develop a new port. Stewart is the shorter route by at least
 300 miles and the short rail haul eventually is used IeVen tough preference were first given the longer one to Vancouver. There is need for both routes At thlS Juncture it is impossible to prophesv as to time. Our summation of the case for Stew art would be that specuators and investors in it's future are playing a sure thing" the only real uncertainty being the element of time
 SteWarts future is sure as was Seattle's in the Northwest United States before the building of the first railway to that port Consolidated Mining & Smelling Companv bas the line from Stewart to Fort Grahame and eight years to commence work the branch line north to the Yukon boundary. If the second charter is
 to pc Kept In good standing the first project must pe proceeded Wlth-and there is no reason to sim pose that the Canadian Pacific Railway interests WHICH set world record for transportation enter prlse VIII De blind to the economics of the trans portation situation in the West or tardy in tbe fulfillment of a contract.