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Les diagrammes suivants illustrent la m^thode. srrata to pelure, m h n 32X 1 2 3 t 2 3 I 4 : 5 6 \t (94) Akt. III.— the HUDSON'S BAY ROUTE. 1. (leolofjical and Natural TTlxforij Survey of Canada. By Alfred R. C. Selwyn, LL.D., F.R.S., Director. For 1879 to 1885. Published by authority of the Parliameut of Canada. 2. Reports of Robert Bell, B.A.Sc., M.D., LL.D., F.R.S.C., on the Geology, Zoohxji/, and Botauy of ILtdson's Straits and Bay. For the same years. Published by authority of the Parliament of Canada. 3. Report of the Select Committee of the House of Commons, Canada, to Enquire into the Question of the Navi(jation of Hudson's Bay. April 8, 1884. Printed by order. 4. Our Nortliern Waters. A Report presented to the Winnipeg Board of Trade, regarding the Hudson's Bay and Sti'ait. By Charles N. Bell, Vice-President, j\[anitoba Historical and Scientific Society. 1884. 5. Report of the Select Committee of the Le'^(Z by the Parliament of Canada, and carried out by Lieut. A. R. Gordon, R.A. (Report of 1881) not yet presented to Parliament.) 11. Report of Capt. Markham, to British Capitalists interested /// the Hudson s Bay Route. August, 188(5. i V ^15 ^ o ^ 5 r3 W O H CO O TAe; Hudson' k Baii Route. 95 w ^ "/: r-. — '^ n r-. »» •- •s m O 1— ( CO T: -f X 1— < ri CO -M -^ a ■cm > — ■ to W I fcc ;i3 o s o o tc o ' c t,. o o Si ^ o o o 525 bo -r- ^ si to 3 .2 c^ 1^ CO a> C3 «3 o "J o -ti to p O (^ O X t^ ro O' -^ -o 1^ ^_^ -^ (M CO (7^1 o 13 a- o o • p-l CO O i.O tr: -t< O CO l^ 'O r-. ct CO «o -^ bj3 r, 5 ^ CO CO C hH o r=i y • r-t ?: OJ r^^ C.l s o •'^ K CA! h --< O ,— I o o o ■*- o k1 ^ s !l> -^1 o o t^ o _; CO r^ CO X :c o !>. — I 2 Li H !r "^ '-j:) It* -r CO o 1^ 1^. (M CO Ol ^J O-l r^ 'O Ol > I ■•■III id ?^ to 2 , :-t:l s j3 a- ^ 3 ■— < O C '^ S •" K 3 tC =5 'lli 3J •^ n o I- r^i r^ o > K t=: o ^ , ,_ o o o _^ -^ I o +-' -^^ -^ -^ _ Ox O =^ .:: rt bo a, > i-H r-H Oh rt So o CD o o 1^ Ol . r^ t>. ,7^ o D S s 73 r: (-1 ^ O -I . — I .r- « O 1-^ Q CL| 5 ^ o "to o o 1— 1 1— 1 o to o 03 o to ay known as James Bay. Tiie Albany flows East into the same sheet of water, as also do several smaller streams. The Weemisk. Fawn, Severn, Shanuittawa, Hill, Hayes, Nelson, and Churchill rivers furnish their quota flowinif North-easterly, and the Fish liiver and liaker Lake supply their waters Howinii; W^est. The Hudson's liiy Company have posts at Chimo, tiie bottom of Uniiava l>av, Hanniih Bav House at the mouth of the Harrieanaw, Mo(jse Factory at the mouth of Moose River, Fort Albany at the mouth of the Albany, York P'actory at the mouth of the Hayes, at the point where the Hayes and Nelson enter the Bay, and Fort Churchill at the mouth of the Churchill. Of the numerous rivers which supply the Bay, about thirty may be termed larixe. Those convevin<; the ("reatest (luantities of water are the Nelson and the Churciiill. Into the Nelson fall all the waters of the Red River of the North, which takes its rise in the State of Minnesota, but a few miles from the sourc^ of the ijreat Mississippi, which, after flowing South four thousand miles, empties into the Gulf of Mexico at New Orleans. The Red River Hows North about 200 miles, passini^ between the City of Winnipeg and St. Boniface in its course, and empties into Lake Winnipeg. Tiie North and South branches of the Saskatchewan, rising in the Rocky Mountains 1200 miles \Yest, unite at about 400 miles West of Lake Winni[)eg, and form the Saskatchewan, which adds its waters to those of the Red River in Lake Winnipeg. The River Winnipeg, after receiving the great body of water brought by the Lake of the Woods and the system of rivers and lakes which empty into it, discharges itself into Lake Winnipeg, which after a course of 300 miles empties all these accumulations into Nelson River, and this stream, after a tumultuous course of about 400 miles, adds its vast floods to the waters of Hudson's Bay. This huge artery of the Winnipeg system of waters may be con- sidered as one of the iireatest rivers of the world. 100 Tin' Hudson's Hay Route. From tlio North cmuI of Lake Winnipeir, where its course Ih'^miis, to its moutli, it has a descent of 710 feet ; but it is broken by numerous rapids and fulls to within 80 miles of the Bay, and up tliis distance lar^e rivv-r steamers can ascend. The tides at its mouth rise to tifteen feet. It is here six miles wide, with a :^ood channel about a mile broad, and from five to fifteen fatlioms deep. h\ 1782 La Perouse, the French admiral, ancliored with a seventy-four ^un line of battle ship and two fri^'ates of thirty-six guns each at the mouth of tlie Nelson. The ice disappears about the 15th of June, and it closes the harbour for steam vessels at about the end of Noveuiber, tiuis affordinii; be- tween five and six months for navigation. The mouth free/A'S for about fifteen miles from the shore, and this is attributable to the shallovvness of tlie bay. This ice, however, is being constantly broken up by tlie wind and tides, and floats backwards and for- wards in the Bay. Tiie harbour of Montreal usually opens about the 1st of May, and closes about the 25th of November, and vet no difficulty is found in keeping profitably employed the large fleets of vessels of all descriptions which frequent that port. The Churchill is the next in size to the Nelson. It is a beau- tiful clear-water stream, somevvhat larger than the Rhine. It is remarkable for having at its mouth a splendid harbour, with deep water and every natural advantage for commercial purposes. It runs for about GOO miles in a North-easterlv direction, taking its rise in a small lake not many miles North of the rising town of Ktlmonton. It has a deep, rocky, and narrow mouth, which can be entered with ease and safety by the largest ships at all stages of the tide. On the West side of the entrance to the harbour are found the ruins of ' Fort Prince of Wales,' probably the largest ruin in North America. The massive stone walls, and the rusty guns lying dismounted amid the debris of the huge fortification, are all that can now be seen of the costly structure mounting forty heavy guns, which was surrendered without firing a shot to the French admiral, La Perouse, in 1772. The harbour of Churchill would take rank among first-class ocean ports. Mr. Bayne, a civil engineer, tells us in his evidence before a Committee of the Canadian House of Commons that, havino- taken careful sounding's, he found at a distance of 400 ^■^v^ Tho ffii(Iso)i\<> Hai/ Rn}ifc. lol klass lence [that, 400 i feet from liigh water-mark along tlie shore a dcptli of 3S foot, deepenlii",' suddenly to 50 feet. These soundiiii^s were taken at. extreme low tides. At sjyrin^ tides the river rises from 10 to lA feet, so that the river affords from 48 to Go feet of water, 'i'he entrance to the harbour is about half a mile in width. The ici^ in the harbour forms about the middle of Noveniber, and breaks up about the middle of June. The velocity of the tide-race is estimated by Lieut. Gordon at seven or eiifht knots per h,)ur. Lieut. Gordon reports that the bay there never freezes over so far out from shore as to prevent one from seeing clear water with the naked eye; and as the temperature of the water must be above 21)° 8' Fahr. (the freezing-point of salt water), when at the sajue time the temperature on shore is below zero, we have a set of conditions which will cause a reguhu' area of low bnrometric pressure to remain over the bay dnt-Mig the winter, with prevailing West and North-west winds, and Mny cold weather on the West and North-west of the bay, as shewn by observations at Yoik Factory; whilst on the oppor/.to side of the bay winds from the South-west, South, and South-east would prevail. He points out that, so far as meteorological conditions are concerned, Hudson's Bay has been proved navigable early in June. Towards the South Hudson's Bay narrows, and this portion is known as .lames Bav. This is about 3(50 miles in lennth, with an average breadth of about L'iO miles. The constant supj)ly of water furnished bv the rivers I have mentioned, and ilowiiii; chiefly from the warm South, keeps the great Canadian sea always full. The overflow reaches the Atlantic Ocean through Huds(jn's Strait. There is a current setting from the West- ern and Southern shores both of Hudson's and Jiimes JJay Northerly to the western terminus of the Strait. The average depth of the Bay is about 70 fathoms, while that of the Strait is 340 fathoms. This remarkable opening extends for about 500 miles from Cape Wolstenholme, its westerly terminus, to Cape Chudleigh wh^re it meets the Atlantic. Its average width is about 100 miles, at its narrowest point it is 45 miles wide. The current flows very rapidly, from 4 to 6 miles an hour, from West to East, and the tide running the contrary way rises from 30 to 40 feet. Both coasts are bold and high, the land on the North 102 Tlip Thtfhnn^s Bay Roufp. rising from 1000 to 2000 foct. Trudson's Bay as well as the Strait is remarkably free from slioals, reefs, and sunken rocks. The numerous islands in the Strait have bold shores, permittinn; the largest ships to lie close to their rooky sides. In the absence of ice the naviixation of the Strait would be exce])tionallv easy and safe. A line of islands stretches alone; the Northern sliore and another alonij the Southern. These form three channels, the main one beinj^ in the centre. Fox Channel coimects the Strait with the waters of the Arctic Ocean ; and it is throuii;h this openinn; that the stream of icy water sup])lied by the Arctic system finds its way into the Northern end of Hudson's I>ay, and joininn; its current on its way to the Atlantic at the Western extremity of the Strait seeks tlic ocean at the rapid rate just men- tioned. It is also by this channel that the masses of ice which form the only real impediment to the safe and easy naviijation of the Strait during the whole year find their way from the great arsenals of ice in the Gulf of Bothnia and the adjoining waters into the Strait. Nature has fortunately so placed Fox Channel that its waters and its streams of ice are diverted from a Soutiu'rly to a AVesterly course, and are thus prevented from entering Hud- son's Bay proper. Were Fox Channel moved to the westerly side of the bay, and its cold contents projected into it, its whole West coast would be tormented as is the Eastern coast of Labrador, and its navigation almost destroyed. But the Strait carries off these danij;erous streams, and the ureat sea of Hudson's Bay, a body of water half as lari lie Isle Hudson trait. Strait. 13 {} 320 182 — 4 10 8 G 6 2 1 lelle Isle riuflson Strait. Strait. 7 4 82 34 108 The riudson's Bay Route. Days on which snow foil, ,, ,, rain fell, 3 15 8 6 ,, ,, velocity of wind was between 25 and 40 miles per hour, - - 4 5 ,, ,, velocity of wind was 40 miles or over per hour, - - - 11 3 ' In the character of the weather, therefore, for these two months, so far as it atl'ects navigation, the Strait compares favourably with Belle Isle.' The mean temperature of the month of Auffust at Cape Chucl- leigh was 39- , for Belle Isle 40" 67' ; and for September, Cape Chudleiiih 82' 7(V. Belle Isle 40'' 1'. Tlie temperature of the surface water off Belle Isle on 25th July 1884 was 41° 6', which gradually decreased as the ship proceeded nortliward to 31° 7 on 4th August off the entrance to Hudson's Strait. This brief account of the geography of Hudson's Bay and Strait, of the ice, currents, tides, fogs, and winds, was necessary to the discussion of tl>'~:; question, ' Can a paying trade route be established between Europe and the British and American North- west via Hudson's Bay and Strait ? It is clear tliat the only im- pediment to the successful operation of such a route is the ice to be met with in the harbours of Churchill and York Factory, and in the Strait. How long are these portions of the route so free from ice as to render navigation so easy as to be profitable in a mercantile sense ? There are five distinct and independent descriptions of evidence to be offered on these questions ; (1.) The evidence of navigators who have traversed these rejjions in search of a Northwest passage to India; (2.) The evidence of the captains of the ships of the Hudson's Bay Company trading into Hudson's Bay ; (3.) The evidence of the American whalers who have pro- secuted their fishing in the Bay; (4.) The evidence supplied by the reports of Lieut. Gordon for 1884 and 1885, who was com- missioned by the Dominion Government to enquire and report upon these matters ; (5) The special report of Capt. Markham, 1886. The evidence afforded by the old navigators who entered Hudson's Bay through Hudson's Strait is so trifling and unim- l)ortant as compared with that obtainable from other sources that space for it cannot be given in this paper, and the second descrip- tion of evidence is ther'^fore adduced. The IlndsoiCs Hay Route. loy and ssary be be orth- ^im- ce to and free in a dent The arch tains son's pro- id by Icom- jeport Iham, Itered inim- that icrip- In lf)68 the first Englisli trading expedition entered tlie Bay, and this led to the formation of the Hudson's liay Company, which obtained its charter from Charles II. in 1070, under the title of ' The Governor and Conn)any of Adventurers of Enjrland trading into Hudson's Bay.' The re :ord of their ships visiting the post of York Factory at tlie moutli of the Nelson and Hayes rivers, and that of Moose Factory at the mouth of Moose River since 1735 has been supplied by tlie Company, and it discloses the singulav fact that this last post has been visited by a ship of the Company regularly every year since that date — or for one hundred and fifty-one years, with one exception, that of the year 1779. Tliis of itself proves that the navigation is exceptionally safe and easy. The ships of those days were but jolly-boats compared with the huge steamers of the present, while their abiUty as sailing vessels to cope with the ice of the Strait bears no comparison with that of tie powerful structures which are now seen in every quarter of the globe. Mr. Armit, Secretary of the Hudson's Bay Company, furnished Professor Bell with a list showing the dates of the arrivals of the Company's ships at Moose Factory, and of their departure Trom that point, and Mr. Chief Factor Fortescue supplied him with a similar one in reference to York Factory. These show that very few interrup- tions have occurred in making the regular annual voyages to these ports during the periods of 147 and 03 years respectively. The arrivals at York Factory and Moose Factory almost always occurred from the 15th to the 30tli August, and the ships started on the return voyage usually between two and three weeks after their arrival, lieckoning five or six days as necessary to cover the distance between these points and the western end of the Straits, we may arrive at a tolerably correct idea of the dates at which they were passing through the Strait. Tiiis evidence is valuable chiefly as shewing that in July, August, and September at all events, the Strait and Bay must have been both easily and safely navigable; since during this long period but two ships were lost, and their destruction was the result of sheer carelessness. But the movements of the Hudson's Bay traders are no guide in determining the periods of the opening or closing either of tlu^ Bay or Strait. The duty of these vessels was very simple. It ■i> 110 The J/iuho7i'f< Baij Route. was to convey the Britisli supplies to the posts on Hudson's Hav, and return witli the furs which had durin<^ the year been collected from the inland posts. Many of these fur would have travelled over a thousand miles before they reached the Bay, and the shi[)S had no object in arriving earlier than they did, because the furs were not ready for them until August or 8ei)tember. Their object was accomplished if they secured their return cargo in time to iret throuiih the Strait before the ice formed. And as they could reach the Bay ports in ample time by appearing off the easterly opening of the Strait late in July, and even early in August, they never attempted to reach that point in June, and never willingly attempted to pass westward through the Strait on their return voyage later than Sci)tember. These movements will Jiot suit the modern demand for early communication and fast travelling. There is no doubt that during the period occupied by these ships in traversing the waters of the Bay and Strait, the atmosphere is pleasant — ice forms no impediment — storms are not fre([uent — fogs are hardly known, and both sailor and pas- senger enjoy the voyage. The whalers, however, supply a more extended and valuable experience. These American ships have for many years carried on the whale and seal fishinn; in the northern waters of Hudson's Bay, and in the Gulf of Boothia. They usually leave New Bedford, Massachusetts, about the latter part of May, reaching the mouth of the Strait at the time when the pack ice breaks away in July. They pass through the Strait, and lay up for the winter at Marble Island. In the spring they proceed to llae's Welcome and other places in search of whales. They are thus occupied until November or earlier, according to their catch, when they pass back through Hudson's Strait, and go home with the oil they have secured. These men rei)ort that the real difficulty in getting into Hudson's Bay is found, not in the Strait, but at its easterly entrance. The ice-pack formed directly across the mouth renders it impossible to count upon a free opening until this moves oif, and these whalers look upon the eai'ly part of July as the time when they might depend on the removal, and time their arrivals accordingly. But they believe that a safe and easy passage for steamers may be found to the North of Resolution I i Tlie Iliuhon'ts Bay Route. Ill Island, by which an entrance into the Bay conld he obtained in tlie latter part of May — and this wonhl enable steamers to reach Churchill and York Factory as soon as those jjorts are open — in the early part of Jnue. It appears to bo established that there is less ice in the Strait in May tlian in .Inne, and less in finn^i than in July. If this opinion of the American whalers be correct there is no doubt that steamers would have all of .Fune, July, Auti;ust, September, October, and a portion of November, durini^ which they would be able with probably some, but not with serious obstruction, to carry on communicatio.i between Europe and the Hudson's B,iy ports. It is conceded by all classes of navigators that the incessant movements caused by the hiifli tides and the rapid currents, prevent the Strait from being ever frozen over ; and that the chief, almost only difficulty in its navigation is the movement of the ice going from Fox Channel and the inlets on the North of the Bay to the Atlantic. This is over by May or June ; and no shore ice to any considerable extent, floats out until the following spring. Much will depend on the truth or falsity of the supposition of the American whalers that the j)ack which bars the main entrance to the Strait from the East can be ' flanked ' by steamers, who by going Noi'th of it may secure a comparatively clear entrance between liesolution Island and the North shore of the Strait. These whaling ships have always been sailing vessels, and the necessities of their trade have never induced the owners to spend either time or money in attempting to solve this question. All the evidence on the point leads to the con- clusion that there is no difficulty from floating ice except in the spring and early summer, and if this idea of the American captains be correct, even this difficulty can be easily overcome. The whalers agree that even if this route be impracticable the Strait and Bay can easily and safely be entered and navigated by sailing vessels for three and a half to four months of the year — but that steameis would certainly extend this period to four or four and a half months, or perhaps even five — but that if this new route be as favourable as they suppose it to be, six full months would be obtained. Of course nothing would be gained in extending the period of entering or leaving the Strait unless tlie harbours of the Bay were open during the same periods. 112 y/te lludsoiis IJai/ Route. Wo come now to the fourth chiss of evidence, tlie reports of Lieut. Gordon. On lltli tlimuary 1884, the Dominion House of Commons, at the earnest soHcitaticms of a hu'^c chiss of influential persons, n})})ointed a committee of tlie House, composed of fifteen jnemi)ers, of whicli Mr. Royal of St. lionifaces, Manitoba, was elected chairman, ' to take into consideration the cpiestion of the navii^ation of Hudson's Bay, with power to send for persons, papers, and records.' This conunittee, after the labour of about two months, made their report, dated 8th Ai)ril 1881. Fourteen witnesses were examined, all possessin*^ peculiar knowledge of the Bay and Strait. Tlie evidence was so encouraging that the Government, sup- ported by Parliament, determined to send an expedition to these waters for three consecutive years, charged with the duty of making such observations as would solve the navigation problem. A Newfoundland steam sealer was accordingly chartered and pl;u;ed under the command of Andrew li. Gordon, Lieut., K.N. Tlie staff of this first expedition was composed of Professor Bell, M.D., F.G.S. of Ottawa, geologist and medical officer; Mr. Fox, ])hotographer ; seven observers, and twelve station men. On 22nd July, 1884, the ship left Halifax en route for Hudson's Bay. It is impossible in this paper to give in detail the progress of the ' Neptune.' She was a very slow vessel, and did not reach Cape Chudleigh until 5th August. It must be observed at the outset that the expedition was late. Tiiis was perhaps of no great consequence, as the first voyage was intended rather to inaugu- rate the investigation and establish posts for the observers, than to enter into the active work of observation. Steaming throuiih Grey Strait between the Cape and Button Islands, the ship anchored in a fine harbour on the North-western shore of the Cape at the entrance to Ungava Bay. On the shore of this harbour, Lieut. Gordon placed Observing Station No. I., and named the place Port Burwell. The work of landing lumber and supplies and erecting the building was completed by the 8th of August. H. M. Burwell was placed in charge with two station men, and the ship left on the evening of that day. Ashe's Inlet was reached on the 11th, and here another building was put up ; The I/iidson's Ikiij Jumir, 11.". jrreat [, than irougli ship )f the )f this L and lumber ue 8th station Inlet Lit up ; it was ])lrtce(l in cliarijie of W. A. Aslie, and was No. 11. Tlip sliip left on the l(>tli. and the next day, 17lli August, landed on the north-west shore of Prince of Wales Sound, at a point where Station No. J 1 1, was hnilt, whieh was named Stnpart's JJay. The '-Ne[)tune ' left on the eveninjr of the 22n(l, and reached Nottinnluun Island on 2'lth, whei-e Station No. I\'. was erected, and the spot was named Port 1 )c IJoucherville. The ship left on the 2Uth, heading for Mansdcid Island. A station was to iiave been placed iiere, but not lindinn; anchoraife Licnt. ( Jordon pushed on across lladson's Bav, intemhnu' on his retnrn to place a station on Cape l)ith May, 'not later than this date.' IJnt for some unexplained reason it left twelve days later, a serious loss of time. On the route alonu; the Labrador Coast the iee from JialHn's Bay and the Strait was found ex- tended from thirty to fifty miles seaward. On latli .luno the ship reached the ed<:fe of the ice about thirty-five miles East of Cape llesolution, and on the ItJtli Cape Best was reached. Here the iron stem plate was broken off at some distance below the water, and It became unsafe to drive the vessel at all hard throufrh the ice ; she therefore drifted in the pack until (Jth July, nearly three weeks. At last she worked out of her bondaive, and having reached clear water on the 8th, Lieutenant Gordon turned her head homewards, and reached St. »lohn's, Newfoundland, on the 15th July. She was there put Into dock and repaired, and on the 27th of July the Expedition again started for Hudson's Straits. But precious time had been lust. It was at least nine weeks behind time. The ship reached Port liurwell, Station No. I,, on 4th August. Tlie ice was heavy all the way through the pack, but it was the loose brashy ice which has been described, and such as a proper vessel would easily have penetrated. On the 5tli the ship was headed for Ashe Inlet, Station No. II., which was reached on the 21st. Tlie AIc7't was at the mercy of tides and currents, as when she got into a pack she was unable to force her way out. She broke one of the blades of her screw in attempting to reach Ashe Inlet, and was of course delayed while it was being replaced by a new one. The error of sending a vessel of her tonnage, 700 tons, provided with engines of only lifty horse power, was strikingly exhibited by her wretched performances on this voyaue. The remarks of Captain Markham on this i)uiiit, which will be given further 77//' ////7,s'o;/'.v Dau Uotit,'. llf) I 1 on, tlinnrrh severe are just. Lcavinir Aslio Tiilet, slie arrived at Srii|virt*s Uay, Station No. III., on the I'l'nd. TIumico the Expedition i)r()cetHlcd to Nottin.-'Iiaiu Island, Station No. IV., wliicli was roaciic'd on the 2!lh. No ice liavinir 'leen enconntercd, tiie sliii) left tlio same evoninir for Cai)e l)i«'ws. Station No. V., wliicli was reached tlie next (Uiy, 'l')\\\ Anii,iist. Hero slie remained nntil the ovenin<^ of the 2.Sth, wlien sli'.« lieaded for Clmrchill, wliere she came to anchor on the W 1 st. Tiiere was fonnd the 'Cam ()\ven,' a Ilndson's Bay Company Sliip, wliicli the Alert had passed in tlie ice on the 7th, slie havinjj; readied Chnrchill two days ahead of her. Here the Expedition I'omained nntil 7th September, when the sliip started on lier liome voyaigges Island on the 25th July, and after steaming about seven miles west of its western extremity, no ice causing obstruction was met. Churchill was reached on tlie i^Dth July, and York Factory on Oth August. Captain ]\Iarkham makes the following observations on the AlcH : ' T infer from tlio correspondoaco that was placed in luy hands before leaving England, and also from other sources, that the special object of tlie cruise of the Ahni during the current ye;ir, was not solely for the purpose (»f demonstrating the practicability of a rimtf i:,c steamers through Hudson's Strait, but principally to ascertain by actual experiment the earliest date that the Strait would be open to navigation, and tlie tiuu; that would necessarily be occupied in accomplishing the passage of the Strait. If my inference is a correct one, then I have no hesitation in saying tliat although the Alert is a strong stoutly built ship, and excellently well adapted for exploratory work in the icy seas of the north, she is not suit- able for the special service that was this year required of her. I would state that there were many occasions during our passage through the Strait this summer (188G) when i\\o Ahrf was beset, and her progress entirely arrested by loose brashy ice, through which a more powerful steamer would easily have penetrated. In fact, I shall not be at all surprised to hear that the steam whaler Ardic succeeded in reaching the open water in Hudson's Bay in a less number of days than we were occupied in doing so, in spite of her being more than a month earlier in the season. I cannot call to mind a single instance during our passage through the Strait, when a more powerful steamer, commanded by an al)le and experienced seaman, and one well acquainted with ice navigation would have sullercd detention from the ice, except perhaps for about two or three hours at the outside — and there were many occasions when the AUvi was pushing and boring her way in a futile and impotent manntr in loose ice, without making headway at all, when a steamer better adapted for the purpose would, without doubt, have been accomplishing at least from foiu' to five knots an hour. By carefully watching the movements of the ice, and taking advantage of all favourable opportunities to push on, it is (piite certain that even a less powerful steamer than the AU rt would have had no ditiiculty in ellecting the passage of the Strait this year ; but in proportion to her power, she would in a corresponding increase of time be longer accomplishing her voyage. But this was not, I understand, what was required — the objective view was to ascertain how ipiivhbj the passage of the Strait could be made, and a satisfactory decision on this point could not be obtained by the result 120 The Hudson',^ Hay Route. of a voyage made in a vessel of so little power as the Alert. From my own observations regarding the state and condition of the ice in the Strait, I am fully convinced that a more powerful steamer would have accomplished the passage in a considerably less period of time than that which was occupied by the AJrrt in steaming the distance. 'From the remarks that I liave made, and from the general tenor of my report-, it will, T tliink, not unreasonably be assumed that I am of opinion tliiit the practicability of the navigation of the Strait has been satisfactorily established, at any rate for a certain period during the year, and snch un- doubtedly is my opinion.' Captain ^Markliam then points out that tlic ordinary steam sln'p of tlie day, a little strenojtliened to meet exceptional occurrences, and protected at the liows, would be fitting for the route, and as to the portiim of the vear duriui; which navi<:ation ■*■ "tin could be safely and easily accomplished throuf^h the Strait, he says further experience will he required to establisli that, but so far, he thinks it is ]iroved that ' the Strait will be found navioable at least four months every year, and probably often for five or UKn-e. There will, I have no doubt, be many years when navii^a- tion can be carried on safelv and surely from the first of June until the end of November.' He then discusses the question of fonrs, and after quotinrr the words of many navigators during the last century, he adds : — ' It is therefore my opinion, and I think T am quite justified in forming it, that bnt little delay and detention will be caused to steamers naviga- ting the Strait during the navigable season by fogs, and that the Aveather tluit may generally be expected will be tine, with nnxny calm, clear days.' This is the latest authoritative evidence on the question. Encourafjed by this report the British capitalists, by whom Captain ^Markham was sent out, took inniiediate steps for the establishment of a rpreat route from Britain to the centre of the rich lands of the Biritish North-AVest via Hudson's Bay and Strait. On Otli October last the first sod was turned of a railway from Winnipeg to York Factory. 715 miles, and by 1st January last forty-one miles were completed. Two powerful steamers of GOOO tons each are being built expressly for the route, and two others have been chartered. I is intended that these vessels shall begin running between Britain and Hudson's Bay early in June. The ITmhon^s Item Roult\ 121 tormiuG; Tliey will finally solve the two questions yet unsohcd,* aiul tliey will furnish the supplies required for the prosecution of tlie road from York Factory southwards, meeting it in its progress from Winnipeg northwards. The full development of the route will involve connection with the Canadian l*acific llaihvay at IJegina, and with the American roads of ^linnesota, Dacota, ]SIontana, aiid tlie whole of tlio American North-West. Tliis route will be the logical complement to tlie Canada Pacific Kailway, and will be second only to it in its value as well to Canada as to Britain. Already the Canadian Pacific Railway is recognised in all well informed circles as the most important Imperial work of the age; for it has given to the Mother Country an alternative route to India. Australasia, China, and Japan — the land portion of 4000 miles being entirely in her own possessions. l*ut the Hudson's Bay route will give her another and a much better one, since, while the water portion between England and Churchill will be shorter than that between England and ^NLnitreal by sixty-four miles, the land ])ortion between Churchill and Vanr>ouver, the Pafific terminus, will be shorter than that between Montreal and Vancouver by about 1080 miles. The distances involved in the Canadian Pacific and the Hudson Bay routes from Liver[)ool to the ports of Asia are given in the accompanying table. In case of war the value to Britain of such a rcmte will 1)0 innnediately seen. But it will be perhaps of greater value in furnishing the British Isles at all times, whether of war or ])eace, with an unlimited supply of grain and animal food at a rate considerably below that of a I'oute either through New York by American roads, or throuiih Mon- treal by the Canadian Pacific. The food supply nuist always be * One of these is, 'At how early a period will a powerful steamer of sncli a class as may profitably bo employed in the navigation of the rcmte be able to penetrate the pack moviny in front of the eastern entrance to the Strait V and the other, ' Is the opinion of the American whalers correct that tlie pack opposite the eastern entrance of the small Strait between Resolution Island and the north shore of the main Strait can easily be penetrated at an early day ; a ship taking that ro\di'. thus " flanking " the great acctuim- lation of ice in front of the main entrance, caused by the junction of tlie Fox Channel ice with that moving south from Batiin's Bay ;' 122 T lie Hudson's Day Route. a serious question to J5ritain. Notwithstanding her improvements in !in;riculture and cattle raisino-, she must ever draw lier food largely from foreign countries. During peace her European neigh- bours, as well as Egypt, India, and the United States supply her ani})ly at competitive prices ; but were she engaged in war with a leading State these su])plies would be reduced in volume and enlianced in cost. But with the greatest granarv in the world, her American Nortli-West and the immense ranches of Alberta, Assiuiboia and Saskatchewan to draw on, she would be able to look Avitli comparative iiidilToronce on the closed foreign ports. British North America can furnish ample and cheap sup- phes of cereals, and animal food for the British Isles ; and if to its productions be added tlioso of the immense American North- West, the aggregate would bo practically illimitable. The North-^Vestern States arc as anxious for the establishment of this great route to Europe as we in the British North-West ; for all of their produce intended for the European market would find its Avay there by it. The saving to the American and (Canadian producer, as well as to the Ihitish consumer, will be readily seen by a study of the following quotation from tlio Keport of the Committee of the House of Commons, to which reference has already been made : — ' Let us suppose, says one witness, the possibility of establishing a line of steamships between Liverpool and the Hudson's Bay ports, which would carry freight at the same rates as the steamships between Montreal and Liverpool ; — now the distance between Winnijic ' and Montreal is about 1,400 miles, while it is not more than 700 to York Factory. It costs 1^ cents per ton per mile, to forward grain from St. Paul to New York, which applied to the distcance to be traversed between Winnipeg and Montreal, would give a charge of $21 per ton, or of 810.50 from Winnipeg to York Factoiy, say the half. If, now, the ton is reckoned as erpial to 33 bushels of grain, the difference in freight in favour of the Hudson's Bay route, would be a saving of 32 cents per bushel, or in other words, an additional profit of 8'J-40 per acre, yielding an average of 20 bushels. Other calcula- tions make the saving one third the present cost of transport realized by the farmer of the West, upon the opening of a channel of exportation by +^^ Hudson's Bay. A large proportion of importation from Europe would take this road ; the innnigrants proceeding westward would see that they could shorten the annoyances, the delays and the costs of a journey across the continent by some 800 to 900 miles ; the export of butchers' meats would alone furnish a considerable portion of the lading of Hudson's The Hudson s Bay Route. 123 Buy steamers ; and many persons are of opinion that this route would command a considerable portion of the import and export trade of the nortli-western States of the Union, We speak merely incidentally of the Hudson's liay llsherics, and of the working of the minerals, almost inexhaustible in their richness, which are to be found there. To sum up the whole, Hudson's IJay appears to us lo be destined to perform the same service for the vast territories of the North- West that the Gulf of tlio St. Lawrence does for the vast and fertile vaUey bearing the same name. Churcliill is 2,920 miles from Liverpool ; Montreal is, 2,91)0 v\d Cape Race, and New York, ;i,040 ; there is, tlierefore, a dillerence of (»-4 miles over the route by ]\Iontreal, and of 114 miles over that by New York, in favour of Churchill.' Ill the event of war, tlio food en route to Britain Avonld need protection only from the eastern opening- of Hudson's Htrait, for the Strait couhl easily bo made impenetrable by an enemy. Troops or numitions of war en. 7'oute from Britain to Asia or Australasia Avould requiro a convoy only to the same entrance, and for the same reason. Whether, therefore, the Ihulson's Bay r(mto be considered in war time or during peace — whether as a military power, or as a machine for supplying the people of the J^ritish Isles with the best of food at a rate beyond foreign competition, it may Avitli perfect correctness be styled an imperial work second in value to the Empire only to the Cana- dian Pacific. The old navigators, in their search of a North- West passage to the fabulous wealth of the Indies, did not dream that when they stood on the western shores of Hudson's Bay they were really at the portal of a country in- finitely more valuable than the crowded and parched plains of the regions they were striving to reach. This magni- ficent inheritance has been sealed up until the present days, but its amazing Avealth is now displayed to the British people, who are invited to enter and enjoy. This thought naturally leads up to the great question of emigration. To us Canadians, living in this country of * illimitable possibilities,' it appears simply amazing that no Imperial scheme of lessen- ing the horrors of the poverty M-hich crushes hundreds of thousands of valuable me^i, women, and children of Brita'n in an embrace more terrible than that of the devil-fish, has never even been attempted. If British statesmen could only be truly Imperial in their ideas — if they could but grasp in its full and 124 The Redemption of Atftrologi/. deep moaning tlic idea of Tniperial ^(Mloration, and brinn; about tlie itlau,^'uration of a sj'stom which would niako each Colony as much a part of Kn_^•lan() as the (iouiity of Kent, the chief objections to mi^-ration raised by these poor people would disa]»poar. It would almost seem as if Providence had placed the .^Teat sea of Hudson's liay in the very centre of Britain's possessions on tin's continent; and after constructing an approach impossible to uiifViondly access, had spread out by its side half a continent as fertile as Kgypt for the especial purpose of supplying homes of ease and comfort to her overcrowded and suffering people. And yet the wondrous gift is not understood, nor is its vahio appreciated. But the day must come, and that soon, when the scales will fall from the eyes of the British l^oople, and Avheu their great possessions, in this Western hemispliere, will be devoted to the purposes for which Providence has surely designed them. The Hudson Bay route is the latest, and must be the last development of modes of access to these richly-endowed and higlily-favoured regions. Nature has ordained that no shorter road is possible. ►She has made it so short that steam has reduced it to a ques- tion, not of months, )Y weeks, or even of days, but one merely of hours — and hours of pleasant voyaging over placid waters and under sumiy skies. As surely as tlie sun shines, so surely will the Ih-itish people, when the power of the suffering popu- lation of ]3ritain is able to make itself felt at Westminster, insist on a national system of assisted colonization. Wm. Lkggo. rplIE redemption of Astrology, as a iMej^L^msfffHToi influence X over many minds, from tlie«p|fr'#'*the ignorant impostor and the mischievous quack^jiiiTOly be effected by the applica- tion to astronomipJ|||ili^^ considered as parallel to recorded events^ lij^^liilfleterit students, of the methods of inductive science. It liS^Tit, indeed, be desired that such students should be persons ^i" about Colony cliiet would placed ritaiii's proacli Je half lose of 3d and r-stood, id thut IJritisli estern Avhieh 1 ]3ay Jilt of oured s.sible. ques- lerely k^aters iurely poi)u- nster, 30. m lence OS tor ilica- )rded iiiice. L'sons