Bering Strait Tunnel, Alaska-Canada Rail Infrastructure Corridors Will Transform Economy

by Richard Freeman and Dr. Hal Cooper

EIR / PDF (EIR)-The adoption and construction of the Bering Strait rail and tunnel project is the focus of a Schiller Institute conference in Kiedrich, Germany on Sept. 15-16, bringing together international experts and political activists to mobilize for this program, which will bring about a technological upshift in the economy globally. The infrastructure corridors built around the rail lines will help generate, through their bills of materials, a renaissance in manufacturing and infrastructure in the United States, as well as Canada. The Bering Strait project would link, by hoops of steel, the entirety of the Americas to the entirety of Eurasia, with the potential to connect to Africa. It would replace the world’s slow, outmoded, and vastly overburdened sea-rail routes with a geodesic high-speed-rail route. The system would use high- speed electric rail, and shift as quickly as possible to magnetic levitation rail. This would free the world forever from hundreds of billions of dollars spent on petroleum-driven transport, while doubling or tripling the speed of transport of people and freight. For example, goods produced in the American Midwest could be transported to China, or Russia, in 7-10 days, rather than the three weeks it presently takes by a combination of sea and rail. As a leading vector for enabling a World Land-Bridge, the Bering Strait project would facilitate the proliferation of rail-spined development corridors of high economic growth, ending the Third World’s enforced backwardness and death. A critical feature of the overall Bering Strait project, would be the development of a 3,030-mile Alaska-Canada rail connector, which will contribute to moving the U.S. and Canadian physical economies from a deepening collapse process of several decades, onto an alternative path of growth. Building 3,030 miles of track—and double that amount if the system is double-tracked—demands a tremendous quantity of goods, expressed as a bill of materials. This is an ordered array of goods—steel for tracks and for railroad bridges; wood for ties and railroad structures; cement for culverts and other structures; aggregates for cement manufacture, but also for roadbed, etc. The bill of materials for the Alaska-Canada rail connector will require the production of tens of millions of tons of goods. This will create 35,000 to 50,000 jobs in the building of the railroad, plus workers in the factories producing the steel, cement, copper and aluminum wire, power plants, locomotives, and other necessary components. But that is just the first phase. In the second phase, potentially, hundreds of thousands of jobs will be generated. On June 2, Fred Stakelbeck, of the Center for Security Studies, published a blistering attack on the project: “What do Russian President Vladmir Putin, spiritual leader the Dalai Lama, political activist Lyndon LaRouche, and former . . . Governor of Alaska Walter Hickel have in common? They are all supporters of the Bering Strait Tunnel Project.” The Wall Street Journal said the project would “soak the American taxpayer.” But economist LaRouche has shown just the opposite: Hamiltonian long-term, low-interest financing will bring the project into realization. The confluence of the project’s generation of technology and productivity worldwide, the development corridors, and the bill of materials will produce a several-fold increase of physical-economic activity, and an increase in tax revenue. It will pay for itself several times over. The adoption of LaRouche’s New Bretton Woods monetary system is the context in which the project would come into existence.

A Critical Rail Network

figure 1. The Alaska Railroad

To appreciate what must be done, we can first look at the state of rail, and transportation in general, in the Great North region comprised of Alaska; the Yukon Territory of Canada; and the northern tier of British Columbia, Canada. To say that this area is underdeveloped, is like saying that the Sahara Desert is dry. Figure 1 shows the Alaska Railroad, which was built in 1914-23, by the U.S. government, and has been, since 1985, owned by the Alaska state government. The Alaska Railroad, which extends from Fairbanks to Anchorage, covers 544 miles (876 kilometers), counting spur lines. It is a small, isolated system in the vastness of Alaska’s 663,267 square miles (1,717,855 square kilometers). The map shows that, by rail, there is currently neither a passage to reach Fairbanks from the Lower 48 U.S. states, nor a way to get from that city to the Bering Strait. The Alaska-Canada (Alcan) Highway, which was built under President Franklin Roosevelt’s direction in 1942, extends from the Lower 48 states to Fairbanks, but goes no further west. To reach the Bering Strait by overland passage, short of using a snowmobile fortified with extra cans of gasoline, one must resort to huskies pulling a dog sled! The Yukon Territory has only a tiny rail line. The North American rail grid that joins Mexico, the United States, and Canada, comes to a dead-end stop at the northern tier of British Columbia. The Arctic North region is underpopulated, and its development frozen in time.

figure 2.

The Alaska-Canada rail connector, with the construction of a development corridor extending 50 miles (80 km) on each side of the railroad, can transform the region in its entirety. Power lines, fiber-optic lines, and where necessary, freshwater pipes would be encased within the corridor. Cities, population, manufacturing, and scientific agriculture would be fertilized and harvested in this corridor as well. The Arctic North’s nearby abundant, but largely untapped, mineral and raw material resources would be made accessible, by rail link, out of the frigid ground for rational use in the Arctic North and the world.

Overcoming a Transportation Dark Age

Figure 2 shows the plan for an Alaska-Canada rail connector system, as developed by co-author Dr. Hal Cooper, a consulting engineer.# This proposed system starts off with two route-branches, each of which heads in a north-south direction. The first branch, called the westerly one, starts at Prince George, British Columbia, and proceeds to Chipmunk, B.C., to Dease Lake, B.C., to Jake’s Corner, Yukon Territory, and then to Whitehorse, Yukon Territory. The second branch, called the easterly one, starts at Prince George, also. It then heads to Dawson Creek, B.C., to Fort St. John, B.C., to Fort Nelson, B.C., to Watson Lake, Yukon Territory, to Jake’s Corner, and then to Whitehorse. Both branches should be built. The two branches join at Jake’s Corner, which is in proximity to the larger Whitehorse. The rail connector line would then extend, as a single route, northward to Beaver Creek in the Yukon Territory, at the Alaska-Canada border, and then to Fairbanks. From there it would proceed to Cape Prince of Wales, Alaska, which lies across the Bering Strait from Uelen, Russia. The Bering Strait tunnel would link Cape Prince of Wales to Uelen. Spanning off from this main line, two spur lines would be constructed—the first heading toward Nome, the second toward Red Dog, and then to Point Lay. This second spur would be a critical route, linking existing and projected mines in Alaska to the main line. Red Dog is the site of a massive Alaskan mine, currently the world’s largest producer of zinc; it also produces sizeable amounts of lead and gold. This rail system has two features to be noted. First, Prince George is a location where the North American rail grid nearly comes to an end. Starting in Prince George, the rail routes have been built out to Chipmunk and to Fort Nelson on the westerly and easterly branches, respectively. Both rail sections are owned by the Canadian National Railroad. But some of the rail line to Chipmunk has already been torn up, and both lines would require substantial repair and upgrade as part of the

Alaska-Canada rail connector plan.

Second, by building the Alaska-Canada rail connector, we create the ability to move goods from Russia and China, as well as from Central Asia, Southwest Asia, and Europe, directly to the North American rail grid, and thus to the United States. The westerly branch would extend the system’s reach due south to Vancouver, British Columbia; Seattle, Washington; and then to major cities in California. The easterly branch would enable goods to travel either from Fort Nelson to Chicago, or from Dawson Creek to North Dakota, and then to a projected rail corridor to Texas.

An Immense Bill of Materials

Keeping the physical topology, and size of the railroad in mind, we can work up an approximate bill of materials. There are two prerequisite steps in all rail construction, prior to laying a single mile of track. First, a comprehensive engineering survey must be conducted on the path and terrain on which the rail would be built, a process that Cooper and a few others have carried out. Second, the area must be graded, across mountains and low-lying areas. This would require bulldozers and earth-moving equipment, etc. Then building can begin. In assessing a bill of materials, what the industry calls “unit factors,” that is, how many tons of specific goods are needed, per mile of track to be constructed, must be considered. These factors are approximate: In any particular several-mile-stretch of track, one may need more special materials to build on permafrost; one may need more of certain materials for extra strengthening of the track or to build more culverts; or one may need more wood or concrete to build protective walls and sheds, to protect the line from Winter weather.

Table 1 gives the unit factors for building a single mile of railroad track that is double-tracked, and where electric locomotives will be used. “Double-tracking” means that trains can run in each direction at the same time. An electric locomotive uses no diesel fuel, and is powered 100% by electricity supplied by over-head wires. This requires construction of power plants, transmission lines, overhead wires, poles, etc. All of this must be accounted for in the bill of materials. The total length of the Alaska-Canada rail corridor, including spur lines, as displayed in Figure 2, is approximately 3,030 miles. Using four different unit factors, it was possible to determine an approximate bill of materials for four different types of rail line that would be constructed: a single-track diesel-electric-hybrid locomotive; a single-track electric locomotive; a double-track diesel-electric-hybrid locomotive; and a double-track electric locomotive. (On average, the “factor” for a double-track electric locomotive system is roughly double that for a single-track electric locomotive system, although there is some economy of scale.

The same holds for the comparable types of diesel-electric- locomotive systems). Table 2 presents, for construction of each of the four types of system, the approximate tonnage required, by type of commodity. Notice that construction of a double-track electric locomotive system would require a huge bill of materials: more than 10 million tons of iron and steel; nearly 10 million tons of cement, aggregates, etc.; more than 1 million tons of copper, aluminum, and steel wire. Cooper estimates that, at the beginning, because the total tonnage of freight to be carried by each train would be relatively smaller, the the Alaska-Canada rail corridor system may start out as a single-track diesel-electric hybrid locomotive system; but, as the Bering Strait tunnel is built, sending through a greater volume of freight traffic, a double-tracked electric locomotive system would be built. Engineers estimate that it would require 10 to 12 years to build the Bering Strait tunnel. However, with foresight and strong support by the United States government, the Alaska-Canada rail connector could start out as a double-tracked electric locomotive system. It would move as quickly as possible to a maglev system.

An Expansion of Employment

The process of constructing and operating a double-tracked electric locomotive system would generate a significant number of new jobs. It would require 7,500 to 12,800 full-time equivalent jobs to construct the railroad itself, and 1,800 to 2,300 workers to operate and provide maintenance to the railroad, once it is constructed. There is also indirect employment: An additional 15,000 to 25,600 jobs would be created, to produce the steel, cement, copper and aluminum wire, specified in the bill of materials in Table 2. The project would also require engineering and other services. Adding together the direct and indirect jobs, the corridor project would create between 24,300 and 40,700 new jobs, a goodly percentage of them productive. There is more to this process. The Alaska-Canada Railway connector corridor will ultimately employ electrified rail: first high-speed (electric locomotive) rail and then magnetic levitation. This will require huge amounts of electricity, and mandate construction of a series of regional power plants to supply electricity to the railroad operation itself, plus for regional economic and industrial development. The requirement would be, conservatively, 3,000-6,000 megawatts of new installed electricity-generating capacity by 2050. Nuclear power would be the optimal means to supply the power. The bill of materials presented in Table 2 was restricted primarily to the building phase of the railroad, and did not include that power requirement. Table 3 documents the bill of materials to produce a 1,200 MW power plant (construction of four paired 300 MW plants, such as four pebble bed modular reactors, would require roughly the same bill of materials). Now, think of all the workers who would be needed to build the hundreds of pumps, heat exchangers, compressors, reactor vessels, etc., and the inter-mediate goods and raw materials, such as steel (see Marsha Freeman, “The Auto Industry Can Help Build New Nuclear Plants, ” EIR, Dec. 20, 2005). This Alaska-Canada rail corridor would require the manufacture of a new fleet of thousands of electric locomotives, flat cars, hopper cars, and fuel transport cars. This engenders its own bill of materials, and the creation of new jobs. Given the collapsed condition of U.S. rail manufacture, we must immediately reopen and convert a number of closed auto factories, to produce rail capital goods. Laid-off skilled auto workers would be rehired. In sum, adding up all the jobs cited above, the Alaska-Canada rail corridor would generate a new workforce of 35,000-50,000 workers, in largely productive jobs. But this is just the first phase.

Global Development

The Alaska-Canada railroad corridor, contemporaneous with the construction of a rail corridor from the Baikal Amur Mainline to Uelen, Russia—both leading vectors of the Bering Strait project—would bring about a profound and enduring change in the world economy. This would generate a second, much larger phase of jobs.

The Bering Strait rail and tunnel project’s path is fast, both because it utilizes revolutionary high-speed/maglev technology, and because it operates along a least-action, geodesic Arctic Circle route. The shortest distance and fastest passage for goods from Beijing to Chicago is along this proposed route. Were the current mode of transport to be used to ship a product from Beijing to Chicago, it would go by train from Beijing to a Chinese port, broken down, and placed on a ship travelling at a much slower speed across the Pacific Ocean; be offloaded at the Port of Los Angeles/Long Beach, and placed upon a train for shipment to Chicago. That process takes up to three weeks. By the Bering Strait route, it would stay on high- speed train the whole way, travel along a much shorter route, and take 7 to 10 days.
A primary function of the Bering Strait rail system is to unlock of the vast treasure-house of varied elements of the Periodic Table trapped underneath the tundra and permafrost of the Arctic North, which consists of Russia’s Far East, Alaska, the Yukon Territory, and the northern two-thirds of British Columbia. These mineral resources can be used for world economic development. The rail project, as part of what will become the World Land-Bridge, would also build development corridors in underdeveloped regions of the world, including the Arctic North.
The case of Russia in this setting is developed by Rachel Douglas in “Russia: Contours of an Economic Policy to Save the Nation,” EIR, Sept. 7, 2007), so we will focus on the other regions of the Arctic North. The case of Alaska illustrates how the development of resources can contribute to igniting overall development. Alaska has almost no manufacturing: not a single steel plant, and only a few small machine-tool shops; it imports most of its industrial goods from the Lower 48 states or Asia. Sitting on a submerged mountain of raw materials, it has but seven mines of any significance in operation. Yet, according to independent geologists and the U.S. Geological Survey, Alaska has a teeming resource base of iron ore, zinc, lead, copper, molybdenum, uranium, titanium, chromite, nickel, gold, platinum, and coal. (Russia’s Far East province has an equal or even greater supply of these and other raw materials.) A mining engineer told EIR, “Some financial people tell you that transportation has nothing to do with developing a mine, but they are totally wrong. If you don’t have transportation, you can’t ship the goods anywhere.” According to a study by University of Alaska at Fairbanks mining and geological engineer Dr. Paul Metz, Alaska has more than 500 “mineral occurrences”—sites where deposits of specific minerals have been identified—which fall within 60 miles on either side of the center line of the proposed Alaska- Canada rail connector. With rail, he indicated, several of these occurrences, perhaps dozens if they are rich enough, would become operating mines. The development of mines calls for capital equipment and other supplies, but that is just the first step. Many in Alaska want to develop a manufacturing base. There are already plans to construct a petroleum refining facility outside the city of Fairbanks, Alaska’s largest, not only for producing refined product, but also for feedstock. There is also discussion of building metal-ore-processing and -refining plants, such as for zinc and copper, and of building initially one steel plant that would utilize iron ore from Alaska and neighboring Yukon Territory. These plans require railroads to transport the goods. The Alaska-Canada rail connector, with 50 miles on either side, would be a development corridor within which new cities would be built and existing small cities would grow, following the general trajectory of the 19th-Century Transcontinental Railroad in the United States. Right now, three-quarters of Alaska’s small population (670,000 people) is concentrated in just two areas: the metropolitan areas around Fairbanks and Anchorage, in the southern part of the state. The rest of the state is virtually empty. As cities spring up or enlarge, they will build manufacturing establishments, and require con- struction of school systems, electricity grids, water systems, health and hospital systems; this will of course require an expansion of the workforce. For the short-term future, Alaska would import a host of advanced goods, in particular machine tools, principally from the Lower 48 states. Thus, as a second phase, over the next 20 to 25 years, this self-feeding process would create hundreds of thousands of jobs, most of them in Alaska and the continental United States, many of them productive.

Alaska’s population density of a mere 1.0 person per square mile (0.4 persons per square kilometer) is a measure of pitiful underdevelopment. Table 4 shows the population densities for some regions, illustrating the underdevelopment of the Arctic North. The construction of the Alaska- Canada rail connector corridor will foster an increase in potential relative population density: that areas once thought to be barren—such as vast areas of snow and permafrost—will become fecund, through scientific agriculture (including the hot-house production of food), the technological- and capital-intensiveness of manufacturing, and the productive powers of labor. Through creativity, man will increase his productive power over the universe, per capita, and per square kilometer. At a higher level, the movement of goods between Eurasia and the Americas, at previously unheard-of speeds, will transform world productive relations. It will cohere with an emerging isotope economy, and generate tens of millions of productive jobs in the United States, and hundreds of millions worldwide. The regeneration of the world economy, which would be achieved through U.S.-Russian collaboration, would shift the relations between the two nations to a positive, war-avoidance footing. The forceful implementation of Lyndon LaRouche’s New Bretton Woods monetary system, as the present financial system blows to pieces, creates the unique historical moment to bring the Bering Strait project into existence.

A Challenge to the British System: Why Canada Needs the Bering Strait Tunnel

The relationship of Canada to its railways has always been an existential one; this was true in 1849, the great launching point for 19th-Century Canadian railroading, as it is true today. There are even parallels between the two eras, such as the resistance to change that confronted Canada’s early patriots, as it confronts anyone today, who has a greater vision for Canada than the narrow strip and isolated patches of civilization, currently hugging the U.S. border. The future of Canada is the Northwest, with its untold resources and vast supplies of freshwater; it is one of the final terrestrial frontiers.

Canada is now faced with this era’s existential choice: either develop or collapse. As these words are written, the international financial system is breaking apart in a series of banking crises, which are only a slight foretaste of what imminently approaches. In the meantime, the condition of the country’s infrastructure grows increasingly wretched; our industries continue to disappear, our companies to be seized by thieving hedge and equity funds, while sovereignty seems no more than a quaint dream. Fortunately, however, Russia, taking up Lyndon LaRouche’s visionary Eurasian Land-Bridge proposal of the early 1990s, has offered, both to the United States and Canada, to trilaterally build a Bering Strait Tunnel in order to connect the Americas with the entire Eurasian landmass. The tunnel is, in actuality, part of a Russian offer of a new relationship between the two great powers, to lead the reorganization of the global economy. A new strategic alliance is in the offing, and the basis for solving the economic crisis is now at hand. A great moment has found us: Shall we rise to meet it, or fall victim to our propensity for national littleness? The government of Canada has answered: It claims not to know of Russia’s proposal. Thus it falls to the people to organize themselves and attain the objective, which their currently elected representatives are too cowardly or incompetent to dare.

Thomas Keefer, ‘Prophet of Progress’

When nations take it upon themselves to consider such weighty questions—questions which will undoubtedly affect the entirety of the human race and its posterity, it seems proper to reflect upon the less obvious reasons—at least for the current generation—for this project’s overwhelming importance. It would also be fitting to add to my own voice that of the man who, perhaps more than any other, was responsible for Canada’s first rapid expansion of railroads, an expansion that saved Canada from certain economic ruin beneath the yoke of British rule. The man was Thomas Coltrin Keefer, Canada’s “Prophet of Progress.”

Keefer was born in 1821, into a family of civil engineers, growing up immersed in the construction of one of the greatest infrastructure projects of the period, the Welland Canal, which circumvented the previously indomitable Niagara Falls. Keefer’s father was the first president of the Welland Canal Company, and a close friend of the driving force behind the project, the man who was also the mentor of young Keefer, William Hamilton Merritt. At 17, Keefer left home and spent two years, 1838-40, working on the Erie Canal, the preeminent American engineering school of its day, digesting American System methods and philosophy. Keefer then spent the 1840s working on the Welland Canal, as well as on other engineering jobs, until 1849, when Merritt, who had just attained one of the top posts in Canada’s colonial government, commissioned him to compose a pamphlet promoting railroad development in Canada, at a time when all of Canada had no more than 60 miles of railway. The pamphlet was entitled Philosophy of Railroads; and it was a direct attack, not only upon the domineering British System of free trade, but also that depraved and bestial conception of man so beloved of the British oligarchy, as well as their philosophers and economists.

The pamphlet’s success was immediate and astonishing. In less than a year Philosophy of Railroads was in its third printing, had been reprinted in scores of Canadian newspapers, and was circulating throughout the United States as well. By 1853, there was also a French edition. One contemporary biographer claimed that Keefer contributed more than any other to the building of railroads in Canada, even though he himself would never actually supervise one’s construction; rather, Keefer’s power was located in his capacity to convey ideas, and to overcome the colonial axioms within the people themselves, which prevented the adoption of American System policies in Canada. As a direct result of his political intervention and the work of Merritt in passing crucial railroad legislation, over the course of the 1850s, Canada’s patriotic circles would build several thousand miles of track, adopt American System protectionism, and lead an attempt during the U.S. Civil War to break Canada away from the British System.

Keefer would go on to play a leading role in the construction of water management systems in a number of cities, as well as to found the Canadian Society of Civil Engineering, serving as its first president. Moreover, he is the only Canadian to have also served as president of the American Society of Civil Engineers. In 1878, as his crowning achievement, Keefer was named the executive commissioner for Canada at the Paris Exhibition, assembling a greater show of domestically produced machine tools than any nation save Germany and the United States. He was one of the first Canadians to agitate for a continental railway; he also had an ecstatic vision for Canada’s economic future when, in 1898, he spoke of a future of high-speed, electrified trains, running silently between clean, well-lighted cities.

‘Philosophy of Railroads’

Now, to return to the issue at hand. As every true humanist and national patriot has understood, the issue of development is not merely one of balance sheets and cost-benefit analysis; nor is it simply about the expansion of trade and production; but rather, it is a question of the very nature of man: that we have the capacity not only to improve ourselves, but nature as well; that nations must be dedicated to the improvement of their people; that the Hobbesian nightmare of globalization is not inevitable; that we may forge instead that prescient vision of Franklin D. Roosevelt—a community of sovereign nation-states, working together for the welfare of all. For this reason, it is necessary to speak of the Bering Strait Tunnel not simply as an infrastructure project, but as an idea, as a transformative process with profound economic, cultural, and moral implications. Keefer himself often referred to the railroad as “the iron civilizer”; or as one of his biographers, H.V. Nelles, wrote, “as a train of consequences as opposed to a simple line of track,” that “the aim of Philosophy of Railroads was to establish a direct linkage between the railroad and the noblest ideals of the age, and to illuminate the process through which steam technology would necessarily advance the material improvement and the moral perfection of man.”

Today, we may not speak of “steam technology,” but we surely speak of nuclear fission, thermonuclear fusion, and magnetic-levitation trains. These represent, as Lyndon LaRouche has repeatedly pointed out, the metaphorical fire of Aeschylus’ Prometheus Bound, for the giving of which to humankind the immortal Prometheus is eternally punished by the oligarchic Zeus. As Keefer argues, and as the testament of history proves, great projects have the effect of elevating an otherwise backward population out of their often self-imposed cultural darkness, such as the “Sleepy Hollow” that was early 19th-Century Canada (see below and Appendix). Speaking before the Montreal Mechanics Institute in 1853, he asked:

[I]s there not reason for belief that the regeneration of the dark corners of the Earth is to be accomplished … by a practical elevation of the people, to be brought about by a rapid development of commerce and the arts? Ignorance and prejudice will flee before advancing prosperity. Wherever a railway breaks in upon the gloom of a secluded district, new life and vigor are infused into the native torpor—the long desired market is obtained … the hitherto useless waterfall now turns the laboring wheel, now drives the merrier spindle, the cold and hungry are now clothed and nourished.

Keefer understood that without economic prosperity, peace and stability would be impossible: whether it was the development of North America then, or the prospects for peace today in the Middle East, the same principle applies. He observed that “the steamboat and the railroad … have diffused a degree of comfort and prosperity unprecedented in history. Every new manufacture, every new machine, every mile of railway built is not only of more practical benefit, but is a more efficient civilizer, a more speedy reformer, than years of declamation, agitation, or moral legislation.”

But what was it that Keefer and Merritt recognized in the culture that required their intervention? In Philosophy of Railroads, Keefer observes, of revolutionary projects and systems, that “their origin and maturity are the work of the well-informed few, whose foresight has been rewarded frequently before it has been acknowledged … who have contended with the chilling influences of popular apathy, ignorance, and incredulity.” Could Keefer not just as easily be speaking of the national malaise of today? The railway system of Canada was once a source of pride for Canadians—it was a demonstration of our command over nature. We had straddled the vast continental expanses with an iron belt of power; the railways were the sinews and the great commercial arteries of the nation. There was a time when Canada hummed with the excited energy of national expansion, there was nothing that could not be overcome; and yet today, beneath the tyranny of the Baby-Boomer generation’s anti-progress ideology, we no longer build, we no longer produce, we only desire to consume, at the expense of our future.

Keefer’s answer, which is the central feature of Philosophy of Railroads, is to paint a comic miniature of Canadian society, as true today as it was in his time: a little town called “Sleepy Hollow,” where nothing happens and there are no railroads to trouble the residents with “the hideous screech of the steam whistle”; where the people believe they have “attained the limit of improvement. If they have no waterpower … it is clear to their minds that they were never destined for manufacturing; … it is still more evident, from their position, they are not to become a commercial people and build up large cities; they, therefore, jog along with evident self-satisfaction—the venerable churchyard is filling up with tombstones—and the quiet residents arrive at the conclusion that they are a particularly favored people in having escaped the rage for improvement.” Of course all this changes when the railway comes to town, though first the people suffer from terrible visions of “bloody skirmishes” with railway workers, of “plundered poultry yards and abducted pigs,” of children ” ‘drawn and quartered’ on the rail by the terrible locomotive,” while the railway engineers and surveyors “are met with curses both loud and deep.”

These terrible visions come to an end, however, when the townspeople begin to realize the manifest benefits that the railroad brings with it: The population is enriched and elevated, for while “our little hamlet [is] undergoing such a wonderful transformation, the moral influence of the iron civilizer upon the old inhabitants is bringing a rapid ‘change over the spirit of their dreams.’ ” The citizens become worldlier, wealthier, more educated; their politics take on a national scope. Progress, “that invisible power which has waged successful war with the material elements, will assuredly overcome the prejudices of mental weakness or the designs of mental tyrants. It calls for no co-operation, it waits for no convenient season, but with a restless, rushing, roaring assiduity, it keeps up a constant and unavoidable spirit of enquiry or comparison; and while ministering to the material wants, and appealing to the covetousness of the multitude, impels them to a more intimate union with their fellow men.”

Keefer playfully finds a way to outflank the culture’s axioms. The individual can look at the silliness of the townspeople and their response to the “terrible locomotive,” and chuckle at finding that same silliness in him or herself; but Keefer does more than that, for he is not just concerned with poking fun at the population—he wishes to uplift the reader to a nobler conception of human potential, and to establish a mission of national progress. There is an urgency to his tone, when, at the close of the pamphlet, he writes,

We are placed beside a restless, early-rising, “go-ahead” people—a people who are following the sun westward…. We cannot hold back … we must use what we have or lose what we already possess—capital, commerce, friends and children will abandon us for better furnished lands unless we at once arouse from our lethargy; we can no longer afford to loiter away our winter months, or slumber through the morning hours…. But when once the barriers of indifference, prejudice and ignorance are broken down, no physical or financial obstacle can withstand the determined perseverance of intelligent, self-controlled industry.

We submit the foregoing view of the railway system and our position to it, to the generous and patriotic consideration of every intelligent merchant, manufacturer, farmer, and mechanic—to every Canadian, native or adopted—and ask them: Shall we have railroads in Canada?

Oligarchical Strategy

There is another point of consideration in the case for the Bering Strait Tunnel and great projects in general: the geopolitical and strategic implications, which are understood much more clearly today than in Keefer’s time, thanks to the tireless work of Lyndon LaRouche, the kernel of which is human creativity—the great fear of every imperial or oligarchical system. In his recent paper “Man & the Skies Above” (EIR, June 1, 2007), LaRouche writes:

The great paradox which oligarchism represents, is that the ability of the human species to maintain a level of population above that of the great apes, depends absolutely on those creative powers unique to the human individual mind through which scientific and related discoveries produce the means for increase in both the potential size of population, and its life-expectancy. If the population were permitted to share, freely, the knowledge and freedom to employ such knowledge corresponding to presently knowable scientific and related skills, where would there be inequality on which the oligarchical systems depend?

If the capabilities for scientific and related discoveries, which advance the standard of life and power over adversities, make societies stronger, per capita and per square kilometer of territory, why hold back scientific and technological progress? Why insist on wildly hedonistic, irrational entertainments, rather than Classical culture which enhances the individual’s power to think, and sweetens the social relations with other persons? Simply, because the power which such means promote among the generality of the population would bring an end to the system of oligarchy.

The Pursuit of Happiness

Herein lies the fundamental issue of the Bering Strait project; just as World Wars I and II were organized by the British oligarchy to destroy Russia and continental Europe (documented extensively by EIR), now today these same British networks, typified by BAE Systems, and their lackey, U.S. Vice President Cheney, are driving for expanded war throughout Eurasia.

Thus, the struggle for Eurasian development and a new international financial system, free of oligarchical control, is the latest phase in this Promethean contest for the minds of humankind: the very question of whether the citizens of the world will have the opportunity to participate in scientific and technological progress, whether they will have the opportunity to develop themselves and make positive contributions to the advancement of civilization. These are the issues of statecraft that drive men such as LaRouche to make the breakthroughs in science and economy that he has made, and then organize the population to see them implemented; these are the issues that drove Keefer and his collaborators to mobilize Canada around an idea of the future potential, of what were still a collection of impoverished British colonies, clinging to the verge of an awesome wilderness of 9 million square kilometers. For Keefer, as for LaRouche, the greatest gift that can be given a human being is access to his or her own immortality—something that globalization denies to the vast majority of human beings.

In the same 1853 speech, Keefer concluded with this idea of immortality, in the spirit of the “pursuit of happiness” clause of the U.S. Declaration of Independence:

[blockquote]I venture to believe that, as mechanics we may devote some moments to a consideration of the tendencies, the prospects, and the utility of the great enterprises, which give character to the age, and in the execution of which we are in a greater or lesser degree the agents—that this feeling of being useful in our day and generation will while away with a diminished degree of weariness the many hours of labor—that as you ply the busy hammer or wield the heavier sledge, some of you may dream that you are fast driving nails into the coffin of prejudice, of ignorance, of superstition and national animosities; that as you turn down the bearings or guide the unerring steel over all the 500 parts of a locomotive engine, fancy will picture you cutting deep, and smooth, and true, into obstacles which have so long separated one district, one family, one people, from another—and that you may exult in the reflection that those huge drivers will yet tread out the last smoldering embers of discord, that those swift revolving wheels—by practically annihilating time and space and by re-uniting the scattered members of many a happy family—will smooth the hitherto rugged path, fill up the dividing gulf, break through the intervening ridge, overcome or elude the ups and downs of life’s checkered journey, and speed the unwearied traveler upon his now rejoicing way.[/blockquote]

It is this joyful Promethean impulse which has built Canada into one of the most prosperous nations in the world, not the British imperial legacy. That Canada even exists today is in spite of Britain. Though restrained by British philosophical dogmas, such as Adam Smith’s Wealth of Nations or Theory of the Moral Sentiments, in which Smith claims that humans have no capacity to think beyond their sensual appetites, acting only in their immediate self-interest, and that the greater issues of the common good are to be left to the (hopefully) munificent designs of some unknowable deity—this nation has still managed to do many great things. The inspiration for those deeds came not from Britain, but from the U.S. republic and the republican tradition that found its beginnings in ancient Greece. Prometheus, the fire-giver, the ennobler of mankind, is the only true identity of Canada’s historical nation-builders.

It is this same latent impulse, which the Bering Strait Tunnel calls upon today. Entire peoples await the enlightening force of nuclear power, the rushing sound of the maglev, and the sight of bounteous fields, laden with well-watered crops, where desert once had reigned. Canada has a great role to play in this dawning era, if it so chooses. Canada’s mission and purpose is to be sought not only within the bounds of our own lands, but deep below the Arctic seas, across and beneath the Siberian steppe, and in the deserts of Asia and Africa. It begins with the Bering Strait. Thus, as Keefer once before, now again the Canadian LaRouche Youth Movement submits this treatise, to all manufacturers, farmers and people of commerce, Canadians born and newly landed, of all who would see a single nation, dignified and beneficent towards others, and we ask: Canada, shall we build the Bering Strait Tunnel?

APPENDIX

The Awakening of ‘Sleepy Hollow’

This is an excerpt from T.C. Keefer’s Philosophy of Railroads (1850).

Let us take a case of which Canada (we are proud and sad to say) presents more than one instance. A well cultivated district, in which all the lands are occupied (perhaps by the second generation) with or without waterpower, but situated twenty to fifty miles from the chief towns upon our great highway, the St. Lawrence, and without navigable water communication with it. The occupants are all thriving and independent farmers, the water power is employed only to an extent to meet their local wants, and the village is limited to the few mechanics, and the one store required for this rural district. The barter of the shopkeeper is restricted by the consumption of his customers, and he becomes the sole forwarder of the surplus product of the district. There is no stimulus for increased production—there are less facilities for it: the redundant population have all been accustomed to agriculture, and as the field for this is unrestricted, they move Westward to prevent a subdivision of the homesteads, and to become greater landowners than their fathers. There exists the well known scarcity of laborers for the harvest, because there is no employment for them during the remainder of the year; and they have not yet been led by necessity to that subdivision of labor and that variety of employment which are the results of an increasing and more confined population. Each farmer has his comfortable house, his well-stored barn, variety of stock, his meadows and his woodland; he cultivates only as much as he finds convenient, and his slight surplus is exchanged for his modest wants. Distance, the expense of transportation, and the absence of that energy which debt or contract with busier men should produce, have prevented any efforts to supply the commercial towns on the part of the contented denizens of our “Sleepy Hollow.” To themselves, to the superficial observer, their district has attained the limit of improvement. If they have no water power, or one limited to the supply of the needful grist or saw mill, it is clear to their minds that they were never destined for manufacturing people; and if they have abundant water power, their local market would not support one manufactory, while land carriage, want of people, money, and more than all information, precludes the idea of their manufacturing for a distant market. It is still more evident, from their position, they are not to become a commercial people and build up large cities; they, therefore, jog along with evident self-satisfaction—the venerable churchyard is slowly filling up with tombstones—and the quiet residents arrive at the conclusion that they are a peculiarly favored people in having escaped the rage for improvement. They are grateful that their farms have not been disfigured by canals or railroads, or the spirits of their sires troubled with the hideous screech of the steam whistle.

We will now suppose (we would we could more than suppose), that two of our cities should be moved to unite by the iron bond of a Railway, which in its course will traverse the district just described. Excitement prevails in the “Hollow”; sleep has deserted her peculiar people—the livelong night is passed in mutual contemplation of farms “cut up” or covered over—visions of bloody skirmishes between “Far downs” and Corkonians—of rifled gardens and orchards, of plundered poultry yards and abducted pigs. The probable mother of a possible child bewails her future offspring “drawn and quartered” on the rail by the terrible locomotive, and a whole hecatomb of cattle, pigs and sheep, are devoted by imagination to this insatiate Juggernaut. The Engineers who come to spy out the land are met with curses both loud and deep—the laws of property are discussed—the delinquent Member for the County denounced—until a handsome Rodman, by well-timed admiration of Eliza Ann, the rural spokesman’s daughter, succeeds in obtaining comfortable quarters for his party, with board, lodging, and washing, at 12s. 6d. per week. The work has commenced; the farmer is offered better prices for his hay and grain than he ever before received—even milk and vegetables—things he never dreamed of selling—are now sought for; his teams, instead of eating up his substance as formerly in winter, are constantly employed, and his sons are profitably engaged in “getting out timber” for the contractors; he grows a much larger quantity of oats and potatoes than before—and when the workmen have left, he finds to his astonishment that his old friend the storekeeper is prepared to take all he can spare, to send by the Railroad “down to town.”

And now some of the “city folks” come out and take up a water privilege, or erect steam power, and commence manufacturing. Iron is bought, cut into nails, screws and hinges. Cotton is spun and wove, and all the variety of manufactures introduced, because here motive power, rents and food are cheaper, and labor more easily controlled than in the cities, while transportation and distance have by the Railroad been reduced to a minimum. A town has been built and peopled by the operatives—land rises rapidly in value—the neglected swamp is cleared and the timber is converted into all sorts of wooden “notions”—tons of vegetables, grains, or grasses, are grown where none grew before—the patient click of the loom, the rushing of the shuttle, the busy hum of the spindle, the thundering of the trip-hammer, and the roaring of steam, are mingled in one continuous sound of active industry. While the physical features of our little hamlet are undergoing such a wonderful transformation, the moral influence of the “iron civilizer” upon the old inhabitants is bringing a rapid “change over the spirit of their dreams.” The young men and the maidens, the old men and the matrons, daily collect around the cars: they wonder where so many well-dressed and rich-looking people come from and are going to, &c.—what queer machines those are which they see passing backwards and forwards. They have perhaps an old neighbor whose son had long since wandered off, and now they see him returned, a first class passenger with all the prestige of broadcloth, gold chains, rings, gloves, and a traveled reputation: the damsels rapidly impress upon “the mind’s eye” the shapes of bonnets, visites, &c., of that superior class of beings who are flying (like angels) over the country, and drink in, with wide-mouthed admiration, the transcendent splendor and indescribable beauty of “that ‘ere shawl.” All are interested, all are benefited, cuique suum. Is he a farmer? He has a practical illustration of the superior cheapness of transportation by increasing the load, notwithstanding the great cost of the cuttings, embankments, tunnels, bridges, engines, cars, and stations, carrying his produce for less sum than his personal expenses and the feeding of his horses would amount to. Is he a blacksmith? He determines his son shall no longer shoe horses, but build engines. Is he a carpenter? He is proud of his occupation as he surveys the new bridge built over the old creek. Even the village tailor gathers “a wrinkle,” as he criticizes the latest effort of Buckmaster or Gibb, whilst the unconscious advertiser is swallowing his coffee. Thus curiosity and emulation are excited and the results are discernable in a general predilection for improved “modes.” A spirit is engendered which is not confined to dress or equipage, but is rapidly extended to agriculture, roads, and instructive societies, and finally exerts its most powerful influence where it is most needed—in the improved character it gives to the exercise of the franchise. This right is now enjoyed by too large a class, whose chief contact with public affairs has been limited to an occasional chat with ambitious retailers of dry goods, groceries, hardware, and political mysteries—or to a semi-annual sitting in a jury box, unconsciously absorbing all the virtuous indignation of some nisi prius wrangler, whose “familiar face” is shortly after presented to them at the hustings, generously proffering to defend or advocate anything for four dollars per diem and a prospective Judgeship. He is opposed, perhaps, by the public-spirited shopkeeper, who, with mortgages, long credits, tea and tobacco—aided by a “last call” to all doubtful supporters—incites the noble yeomanry to assert their rights as “free and independent electors.” If the “natives” can overcome these prejudices of local associations, or if the lawyer’s “collections” and “notes” are sufficiently diffuse, ten change to one the greatest talker is elected, and an improved judicature, instead of an improved country, is the result.

Nothing would be a more powerful antidote to this state of primitive, but not innocuous simplicity, than the transit of Railways through our agricultural districts. The civilizing tendency of the locomotive is one of the modern anomalies, which however inexplicable it may appear to some, is yet so fortunately patent to all, that it is admitted as readily as the action of steam, though the substance be invisible and its secret ways be unknown to man. Poverty, indifference, the bigotry or jealousy of religious denominations, local dissentions or political demagoguism may stifle or neutralize the influence of the best intended efforts of an educational system; but that invisible power which has waged successful war with the material elements, will assuredly overcome the prejudices of mental weakness or the designs of mental tyrants. It calls for no co-operation, it waits for no convenient season, but with restless, rushing, roaring assiduity, it keeps up a constant and unavoidable spirit of enquiry or comparison; and while ministering to the material wants, and appealing to the covetousness of the multitude, it unconsciously, irresistibly, impels them to a more intimate union with their fellow men.