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Las diagrammas suivants illustrant la mAthoda. 1 2 3 1 2 3 4 5 6 THE ANADiAN Monthly AND NATIONAL REVIEW. fo. 3.] WHOLE NUMBER XXXIII. [Vol. 6. SEPTEMBER, i874. COh TENTS. K MniACLEs, MonKRN and Mepievai.. PAGE TACB . 190 I Pheshxt Condition ok the Sikvev of tick I Canadian Paiific Railway, liy (IROKEN. A Poem. (Frem" '^oUfgc Rhymes.'"). 197' J,ima Doiii;l,is, Jr. 229 AN Love. (Conclu^M.) ISyMaxAWUv. ,98 j ThRF.E Anoei.s. A Poem. (F^-om Frms.-r's Aiiigatiiic) 248' .Memory. A Poem, fly E. J. C. . . J15 CrssiAN REMINISCENCE!), fiy Anal lit. . 3|6 Current Events 349 Selection : Fronde's English in Ireland. (Fivm Fortnightly Revimr) 270 «EI'TE.MIIER AMONG THE THOUSAND ISLANDS. 238 ' CURRENT LITERATURE 28 TORONTO : ADAM. STEVENSON AND COMPANY. PUBLISHES AND BOOK IMPORTERS. . WKOLESALft AGENT : A. S. IRVING. II 10 CCNTtJ >• VEARLV BUISCRIPTION V/m *$>. %■ Oj^RR ATR A.O A.. ' THE CCLCBRATED CARRATRACA MINERAL 'WATER 18 mraUBPAUED AS A PLBABANI AMD COOUHQ AFEBIBIT. One or two glasses of CARRATRACA every morning before breakfast, or on an empty stomach during the hot weather, will keep the system cool and healthy. CARRATRACA WATER stands unrivalled as a valuable remedial agent in cases of Habitual Constipation, Derangement of the Stomach and Bowels, Chronic Inflammation of the Kidneys, Gravel, Gout, Rheumatism (especially the chronic forms), Scrofula, Skin Affections of all kinds. Dyspepsia, Heartburn, Acidity, and as a Purgative it is unequalled. Fresh from the Bprlngt at PUuitagenet, Out., IS KEPT ON SALE IIV HOTELS, DRUOOISTS, and others throughout the Dominion, And may be had, in Barrels and Kfija, of the Proprietors. WINNING, HILL &" WAReT""^ QSe ST*. IPAXTXa MONTREAL. SPECIAL NOTICES. sar Mr. Robert Bennett, of Montreal, is autlicrized to receive Subscriptions and Advertisements on account of the Canadian Montiiia'. P. O. Hox 868. tor SUBSCRIBERS IN ARREAK for the Monthly will oblige the Publishers by remitting at their earliest convenience. I ■ TO CURRESP0HDENT8. * We pmmlaed In our It-xt iiunilier to look into tlio qitenllon pruiMiindcil liy " A SuixKrilier,'* who nuiipnoeil that he )|ail I dotccteu the author i>( "Olariui}" In plotfiiirliini (rum " Kiiphruii> iie,"— a tAle which apiieanxl In Chamnet^ Journal aoiiie twenty yiakm IKO. On Inquiry .we Bnd toe (act to be that "Clarliw" anil " Kuphiixyne " are by the nma hiuid. NEW BOOKS NO W R EADY. Price $1 24mo. Cloth, Price 6o cents. MISUNDERSTOOD. An ex(|uisite story of Child Life. BV FLORENCE MONTGOMERY. ADAM, STEVENSON & CO., PuNuherit and IVKtlaale Bookstlltrs. i6mo. Cloth. THE LEGEND OF TUBAL And other Poems. li Y GEORGE E L 10 T. ADAM, STEVENSON & CO., PuUiskers and Wholesale Booksellers. SwiMWatofaet. Gold Onards. Opera Chains. Albrrt Gnards. G>ld8atti. Brooobss. English WatohM. Earriogi. LoeiMti. Gem Binga Signet Bingi. Braoeleta VeeUeli. ^JHAM mms, Tea Seta Ice Pitohen. CakeBaduti. Croeta HekleFitunea. luBowla Berolving Bells. Bpergnea Salren. Berry Dishei. Inkstands. Glodtt. /et Jewellery. •i 'VU4>f CANADIAN PACIFIC BAILWAY SURVEY. 92^ ITER r. St, or on an )t in cases of [nflamraation Icrofula, Skin '^ s unequalled. >oininioii, PRESENT CONDITION OF THE SURVEY OF THE CANADIAN PACIFIC RAILWAY. BY JAMES tX)UGLAS, JR. TREAL. idvertUcmenls on s by remitting; nt i)|)n«eil that he )(■"> ttf' Journal aoiiiti Muue hMid. 'tubal LIOT. & CO., o/esaU Booksellers. toh«rt. BMketi. neti. Fiokle Framw. lu Bowla. evolving Bella. ^ergnei. Balven. nry Oishee. StMida. reltory. THE railroad is in our new world fulfill- ing a new function ; for, from the north of North America to the south of South America, railroad companies are now the most active explorers of their unknown recesses. Heretofore, in the old world, these highways have been run only where a dense population needed their facilities for transport ; on our side the Atlantic, on the contrary, either in connecting far distant centres of settlement, or in giving access to fertile districts — as yet unpopulated — the railway track is being laid through regions which would otherwise, for long or forev.;r, have remamed a solitude ! Surveying parties are now looking for an easier route across the Chilian Andes than those by which the cat- tle dealers from the Pampas drive their flocks to the Pacific ; and further north, from one side the Cordilleras, access is being .soughi by railway engineers to the rich table-lands of Bolivia ; while, on the other side, every defile of the Peruvian Andes is being surveyed for one or other of the roads by which the Re- public is endeavouring to throw open to the world its vast interior, teeming with Nature's richest products, but which are, to all in- tents and purposes, quite inaccessible. In North America we are expecting our first exact information as to the physical configu- Canadian Pacific Railway. Report of Progress of the Exploration and Surveys up to January, 1874, By Sandfonl Fleming, Engincer-in-Chief. Ottawa, 1874. Caiudaon the Pacific, by Charles Horetzky. Mon- treal, 1874. The Wild North Land, by Captain W. F. Butler. Montreal, 1874. Geological Surveys, Report of Progress for 1871- 72. Montreal, 1873. ration of that most southerly zone of the United States bordering on the Mexican frontier, from the engineers of the South Pacific ; to the same Pacific Railroad the geographer owes his present intimate ac- quaintance with the Rocky Mountains, along the 41st parallel ; and the northern section of the United Sutes west of the Dakota, is undeigoing the same thorough examina- tion by the engineers of the North Pacific. But this useful office of the railway is now being performed by the engineering staff of our Pacific Railroad, for not only are they penetrating and describing parts of the Do- minion concerning which we certainly would never otherwise have known much, but they are compelled, owing to their utter ignor- ance, especially of the British Columbian District, to extend their explorations over an area greater by far than the engineers of any other railroad in the world have ever had to do, in selecting the best road to reach their goal. In locating a railroad, a mere general idea of the country through which it is to pass is not enough, as thousands of dollars may be saved in constructing, and thousands more in the diminished cost of running, by avoid- ing a very insignificant ravine or ridge, so low that we would lay out an ordinary road over it without looking for another course. The engineer requires to possess that inti- mate knowledge of the minutiae of a country such as most men have not acquired of even their own iro- niiate neighbourhood. In the late Frar -Prussian war, as well as in that between the North and South, there were many incidents which proved how vague people's acquaintance generally is witli ajo THE CANADIAN MONTHLY. the precise configuration of the locality in which they live. Hence, if it be a laborious and tedious task to decide on the line which offers fewest obstacles in a cleared and set- tled country, how much more so when the region to be traversed has never been trod- den by the foot of civilized man, and is a mountainous wild, clad with dense forest. For three years the surveying parties of the Canadian Pacific Railroad have been in the field. Their duty is to find a practicable railroad route from the Ottawa to the Pa- cific, a distance of nearly three thousand miles, of which, in round numbers, one thou- sand miles may be said to be through forest alternating with lake and morass, where there is not generally even an Indian trail to fol- low ; and another thousand through a laby- rinth of mountain ranges dissected by river courses and narrow tortuous lakes, upon whose banks a white man has in many cases never stood. Under such circumstances the wonder is, not that a desirable route remains still to be decided on, but that so near an approach has been made in so short a time to the solution of so difficult a riddle. The terms British Columbia imposed on the Dominion on joining the Confederation were, that a railway should be completed from the Atlantic to the Pacific within ten years. More than three years have already elapsed, and despite every effort of a first-rate chief, and eight hundred assistants of all grades, an eligible line has not yet been found. There has been lately issued the Report of Progress on the Explorations and Surveys, up to January, i874,accompanied by sixteen maps and sections, by Sandford Fleming, Engineer-in-Chief. We had good reason to complain, in criticising the former report, of the printing and bad paper, which might, at J, least, have been good, however destnltory K/tf'W*^ the information the report conveyed. The ' same fault cannot be found with the present documents. They contain, as the results of another year's survey, a large augmentation to our knowledge. This, although not yet complete enough to justify the formation of a decisive opinion as to the route, has lifted the subject out of the almost utter darkness in which it was enveloped. The additional exploratory work has been concentrated on the east and west sections, the middle section, composing the plains between Fort Garry and Edmonton, having been found in the first cursory examination to present no engineering diflliculties ; but the volume contains the report of Mr. Ho- retzky, of an expedition to the Lesser Slave I^ke and the Peace River, and a very valua- ble supplement to the same, by Mr. Macoun, who accompanied Mr. Horetzky, and whose botanical observations throw more light upon the climate of that far north zone than any memoir that has been yet published. Fur- ther details of this reconnaissance, and of his trip along the coast of British Columbia, were given by Mr. Horetzky in his book — " Canada on the Pacific." In describing the piesent position of the survey, we shall follow the natural subdi- visions of the route which have guided the Chief in laying out the work for his subordi- nates, viz, into — I. The Eastern or Woodbuid Region, from the Ottawa or Lake Nipissing to Fort Garry. 3. The Central or Prairie Region, from Fort Garry to the base of the Rocky Mountains. 3. The Western or Mountain Region. I. The Eastern Section, varying in length according to route, from 1048 miles to 1197 miles, is the least inviting, though not the most costly feature o< the whole scheme, but it looks '« .ss repulsive than it did two years ago, and perseverance may succeed in yet making it even comely. In the report of 1873, little hope was held out that a route touching Lake Superior could be found, and the proi)M^ line lay, therefore, lao miles to the sJuth, with a branch connecting it with navigation. Now, a feasible deviation from this objectionable course has been found possible, and a main line has been surveyed touching navigable water to the CANADIAN PACIFIC RAILWAY SURVEY. »3« trmation of >, has lifted er darkness rk has been St sections, the plains iton, having ' examination culties ; but of Mr. Ho- Lesser Slave a very valua- Mr. Macoun, y, and whose ire light upon )ne than any lished. Fur- mce, and of ish Columbia, in his book — losition of the natural subdi- ve guided the or his subordi- legion, from the Qarry. from Fort Garry igton. rying in length miles to 1 197 hough not the >le wheme, but did two years mcceed in yet the report of »ut that a route d be found, and fore, lao miles connecting it asible deviation urse has been line has been ; water to the south of I^ke Nipigon. Further explora- tion may possibly unravel, from amidst the labyrinth of lakes and rivers that fill the shallow troughs of the Laurentian range to the north of Lakes Huron and Superior, a road- way near enough to the lakes to still further shorten the through-line, and bring it into closer relation at Sault St. Marie, with the Western States. To complete the trans- continental line this section is necessary, and must sooner or later be built, but better later than sooner if there be any possibility I that delay and further exploration may reveal 'a a more desirable route than even the last ■ proposed. ' The most fertile part of Ontario is almost •^ an island of triangular shape. Taking as the \ apex the junction of the Ottawa and St. ; Lawrence, one side of the triangle is formed % by th;. Lakes Ontario and Erie, whose general I direction isS.W. ; the other side by the River ?l Ottawa, the River Mattawa, Lake Nipissing I and French River, which make a water chan- I nel with but one short break, whose general direction is almost due west ; and the base of the triangle by the Detroit River, Lake St. Clair, and the S.E. end of Lake Huron and the Georgian Bay. Within these limits lies the agricultural wealth of Ontario, and to these limits will probably be confined her population. Hence, private railway enter- prise is rapidly rendering accessible its most distant point. Lake Nipissing, whence Gov- ernment proposes to carry forward the work which private enterprise is not found rash or courageous enough to undertake. For, once beyond Lake Nipissing, we pass forward to Hudson's Bay amidst the tributaries of the Ottawa and the Abbitibbi through a tangle of I rivers and swamps where the white pine has disappeared before the spruce, red pine, birch, and poplar, and where the soil is not so rich nor the climate so salubrious as to tempt the settler away from more southerly zones. Going west from Lake Nipissing we enter at once the sterile mountain range which skirts the northern shore of Lake Huron. No one who has sailed through the intricate channels and amidst the myriad islands of the Georgian Bay, and of the basin enclosed by the Manitoulin Islands and the mainland, or who has seen Killamey, the very skeleton of a settlement, and the arid hills behind the Bruce Mines — hardly less bare than the refuse ore-heaps themselves, and who has continued his voyage under the cliffs that abut on the shores of Lake Su- perior, refusing a span of level beach large enough to land upon, will hesitate to accept the decision that a feasible route does not exist along the Lake Shore for a railroad. This sterile region is, however, a mere strip, especially to the north of Lake Superior, where the I^urentian rocks, which give it its repellant physical and agricultural character, have but a narrow lateral development. The line of junction between these fundamental strata and the newer rocks which lie to the north and form the rim of the basin washed by the waters of Hudson's Bay, corresponds in a general way with the height of land be- tween the adjacent fresh and salt water seas, and marks the transmission from the rugged, corrugated, thinly-timbered tract along the lake, to the . level swampy ground, clad in dense forest, which descends with almost imperceptible slope to Hudson's Bay. The sinuosities of the hdght of land ox water-shed so far as traced, follow the curves of the shores of the Georgian Bay and Lakes Su- perior and Nipigon at a distance of from 20 to 50 miles. This only once apparently undergoes a deflection that does not corres- pond with the coast line. This is where Lake Long, a spindle-shaped body of water, which is supplied by streams that rise within ten miles of Lake Superior, is interposed between the Pic River on the east, and l^ke Nipigon and its feeders on the west Lake Long discharges through the Albany into Hudson's Bay ; the Pic rises in a lake not ten miles from the foot of Lake Long, and after running parallel to Lake Long, dis- charges into Lake Superior, where it meets 93 1 TUB CANADIAN MONTHLY. the nratera that have flowed from as near the foot of Lake Long to the west, through the Nipigon River. The water-shed, therefore, whose general direction has been E. and W., on approaching Lake Ix>ng curves sharply to the South, approaches within ten miles of Lake Superior, then sweeps round the edge of Lake Long and returns north to en- close Lake Nipigon. This deep indentation as it were in the area of the I^urentian hills, is found to afford passage for a railroad line to Lake Superior on either Nipigon or Thunder liay, and thus one of the most ob- jectionable features of the first survey is removed wher. the long Nipigon branch is expunged. Three practicable routes have thus been discovered: (i) that originally surveyed, north of Nipigon ; (2) another crossing the Nipigon, ten miles from its mouth and then regaining the height of land by following the S.W. shore of Lake Nipigon ; and (3) a third which, after crossing the Nipigon at the same point as the last, skirting Nipigon Bay, Black Bay, and touching the lake at Thunder Bay, will ascend to the common track upon the height of land. But before discussing the merits of these rival routes and the respec- tive claims of Nipigon Bay or Thunder Bay to be the railroad port of Like Superior, let us see what is known of the long stretch of 40c miles from Lake Nipissing to Lake Ix)ng, and the almost equally long reach from the western shore of Lake Nipissing to Fort Garry. The line of 1 8 •/ 1 -7 2 took its departure from the mouth of the river MaiUwa, followed the right bank of the Ottawa to the mouth of the Montreal river, and the left bank of that river to its very source, where its tributary streams at the height of land seem to flow from the same swamps as feed the Abbitibbi, which discharges into Hudson's Bay. Fur- ther explorations, however, indicate that the valley of the Sturgeon River, which flows into Lake Nipissing, affords a shorter and easier route to the jame point j and as the whole section must be built merely for purposes of communication with the western section, and the country traversed by one projected route is likely to be as valueless as that penetrated by another, the object kept in view has been, and is, to discover the line which will be shortest and most level, and therefore least costly in construction, and most cheaply run. The shortest route would be one almost due W. from Lake Nipissing, touching lake Superior at the mouth of the Pic River, but the country through which it would run is even more forbidding than that 50 miles to the north. The longer route therefore, with lighter work, must be chosen, and this seems to be up the Sturgeon River, which gives passage through the naked rocky country which cuts off progress to the west, over the height of land to the level heavily- wooded country on the Hudson's Bay slope. Along the rim of this basin it runs almost due west, crossing the innumerable tribu- taries of the Abbiiibbi — the south and north branches of the Moose River, and of the Albany. All these rivers have served as canoe routes between the Hudson's Bay posts on the lake, and on James' Bay — (Hud- son's Bay) — all are comparatively sluggish, aud run through a low, often swampy, country, clad in a dense forest of spruce, birch and poplar. The character of the ground and forest is, however, but little known ; as, till the survey parties passed from east to west, that is across the direction of the river courses, no white man had ever seen more than the banks of some of the riv- ers, and these white men were Hudson's Bay officers, who, whether good observers or not, have left but scanty records of the localities they have visited. And the survey parties complain that their field of observation was much contracted by the diflliculty of finding hills whereby they could command the view of a large extent of scenery. It seems, how- ever, to be admitted on all sides, that the agricultural resources of this extensive re- gion are scanty, and that the timber, though I On the !^ boulders traces of %,vsays " is fThere ar ipetroleui] ,, miles SOI I locality a ish spring Bell, of ^the sumn :.N. E. Iwaters of Jbany fron land if hi: |-est the lUtleU, I CANADIAN PACIFIC RAILWAY SURVEY. »33 r purposes of em section, ine projected sless OB that jject kept in )ver the line ist level, and truction, and tt route would ike Nipissing, mouth of the ough which it ding than that longer route lUst be chosen, turgeon River, ',e naked rocky ;ss to the west, ! level heavily- an's Bay slope, it runs almost merable tribu- outhand north er, and of the lave served as Hudson's Bay es' Bay— (Hud- tively sluggish, often swampy, irest of spruce, laracter of the ever, but little parties passed )ss the direction e man had ever some of the riv- e Hudson's Bay bservers or not, of the localities survey parties observation was iculty of finding mmand the view It seems, how- sides, that the lis extensive re- ic timber, though abundant, and in places of large size, is not of the most valuable kind. Nevertheless, the country is not so barren as not to repay tillage, should a local market be made by a population entering the region to pursue other branches of industry: and the day may come, and certainly will come speedily, unless effectual measures be taken to stop the destruction of North American forests, when worse timber than the spruce and red pine of the Upper Ottawa, the Moos«*. and the Albany, will be in demand. Such a pros- pect is a poor consolation to cheer one on in building a thousand miles of railroad, through a wilderness, and almost as scanty is the encouragement to be derives from the few indications of mineral wealth ; but, while these would not be inducements to build the road, they aflbrd us some reason to hope that , the road when built, and if built for the pur- , poses of through traffic, will serve a valuable local end. !n 1 87 1 Mr. Alexander McKenzie made a flying expedition (by order of the Engineer- , in-Chief) by canoe up the Ottawa, and across the portage to the head waters of the Abbitibbi, which he descended to Moose : Factory on James Bay, returning up the '} northern branch of the Moose river, and :^down the Michipicoten to Lake Superior. ^On the Moose river he found quartz in ^boulders in abundance, "containing apparent traces of gold, copper, etc., while galena," he .says " is not to be found in its south branch." t,There are also, in his opinion, indications of Ipetroleum on its western side, for about 130 V miles southward from tide water, and the |locality abounds with ferruginous andbrack- |ish springs. A better authority is Mr. Robert i. Bell, of the Geological Survey, who spent ithe summer of 187 1, exploring the country ■.a. E. of Lake Nipigon, and the head Iwaters of- the Albany. He reached the Al- pany from Lake Nipigon by the Ombabiki, |and if his observation be correct, it sets at est the vexed question of a lake with two utlets, for he describes his following the Ombabiki against the current, from Lake Nipigon to its source in Shoal Lake, three and a half-miles long and one mile wide, lying at "a distance of twenty-five miles north-east of the mouth of the river. This lake lies due north and south, and discharges both ways ; the stream flowing northward towards the Albany, called the Pow^tik River, being nearly as large as the southern outlet" It is a pity Mr. Bell did not follow the Powfetik into one or other of the main unmistakable branches of the Albany, as until this is done a doubt may exist as to whether it is a confluent of the northern river system at all, and does not twist round and find us way into Lake Superior. Mr. Bell's description of the Ojok4 is not what we would expect to be that of a river within a few miles of its source. He leaves the Ojok£ to cross a narrow water-shed to another branch of the Albany, whichhe follows through alter- nating stretches of lakes and rapid rivers to Martin's Falls ; and thence 1 20 miles further to the junction of the Kenogami. In his 532 miles of journeying, he speaks only once of seeing a vein of quartz carrying a little iron pyrites, and once of detecting specks of copper pyritef, in some dioritic schist. " But in one place, just below the mouth of the Goose River, or three miles below the point where the river turns south-east, bright red marl occiurs on the north bank, and on a small island a mile further down, some loose fragments of a bright bituminous coal were found. The Hudson Bay Company's offi- cers informed me that coal had never been brought into the country ; and considering that the conveyance of even light and valu- able goods is so expensive in this region, thid is only what might have been expected, so that I cannot suppose this coal to have been brought here by human agency." Should good coal in available quantities be found within 300 miles of the heart of On- tario, and less than 200 from Lake Superior, the Pacific Railroad will be the most fruitful work Canada has ever engaged in. But it ir)3373 •J4 THE CANADIAN MONTHLY. it unreasonable to ex|Kct that parties of geologists surveying over 500 miles of lakes and riven in a few weeks, will make mineral discoveries which are generally the result of very patient search ! And therefore the few accidentally made give ui good reason to believe that were the country even thinly peopled, others of more importance would quickly be announced. On the shore of Lake Superior there isevery indication of great mineral wealth. Silver Islet in Thunder Bay has become famous, and other silver locations give promise of a profitable yield. There is a large develop- ment on the islands and promontories of our shore of th ose same trap-rocks, which on the south shore are yielding such enormous quantities of native copper. Though on our side they have never been systematically explored, they are known to carry copper on Michipicoten Island in quantities that would be considered remunerative on Kewunah promontory. Gold also is known to exist on Lake Shebandowan and elsewhere. There is a fair presumption, therefore, from what has been found in the parts already visited, that the still larger area which will be ren- dered accessible by the railroad may un bosom still greater riches. At any rate the mining interest around Thunder Bay will be stimulated by the railroad. Whatever route be taken round Lake Nipigon, there seems to be little alternative as to that from that lake to Fort Garry — as the same obstacles which exist in Nipis- sing and Moose river sections, here also indicate that the southern slope of the divide must be avoided, and the northern selected — the northern being rocky, bare of timber, and thinly covered with sandy soil — the northern flat heavily wooded, and, if there be any choice, more inviting to the agriculturist The divide here, however, does not separate the waters flowing on one side into Lake Superior, and on the other into Hudson's Bay ; as those flowing both south and north are carried by their respec- tive chains of rivers and lakes to the junction of the Winnipeg and English Riven, where they unite to flow together into Lake Winni- peg, and thence into Hudson's Bay. The area, therefore, between Lakes Nipigon, Superior, and Winnipeg, is almost as com- plete an island as the Province of Ontario, and has much the same triangular outline. The base is formed by lake Nipigon, Nipi- gon River, and Nipigon Bay ; the no'*hern side by Sturgeon River, lonely 1^..., Eng- lish River, and a chain '^' connecting lakes and rivera, whose waten how from the north- east to the apex of the triangle, where they meet the discharge of the Lake of the Woods, Rainy I^ke, and othen which compose, at most, unbroken watercommunication with the base of our triangle on I^ke Superior. The railroad is laid down almost from the centre of the base of this huge triangle, whose area is not less than two-thirds that of Ontario, to the apex. As the railroad will open up firom end to end this tract, it will add a Province to the Dominion ; and if its value be at all commensurate to its extent, a stxy rich one. Unfortunately size and value are often in inveree ratio to one another. At about 30 miles from Red River the road will issue on the Prairie. The only debat- able division of this long section is, as already pointed out that which unites the two extremes, and here three alternatives offer : either to run the main line north ol Lake Nipigon, and connect it with Lake Superior by a branch 150 miles long, or else carry the main line to navigable water, on either Nipigon Bay, or Thunder Bay on Lake Superior. As to distances, the advantage lies with the Nipigon route, for whereas the distance Mile*. From Fort Garry lo Mattawa by Northern routes ..lain line, i«.... 983 Branch from north of Lake Nipi- gon to Nipigon Bay 110—1,093 And that from Fort Garry to Mat- tawa by the Kaministiqnia and Thunder Bayis 1,038 3 Kaminis -*The/rw jj-all point CANADIAN PACIFIC RAILWAY SURVEY, «35 D the junction Riven, where > Ijike Winni- I's Bay. The kes Nipigon, moiit at com- :e of Ontario, igular outline. Nipigon, Nipi- ; the no'-'hern ily »^..w, Eng- nnecting lakes rom the north- le, where they ; of the Woods, h compose, at ication with the Superior. The rom the centre ;le, whose area lat of Ontario, id will open up , it will add a and if its value s extent, a very B and value are B another. At River the road le only debat- section is, as hich unites the •ee alternatives n line north ol it with Lake les long, or else {able water, on tunder Bay on ntage lies with as the distance Mitet. by 982 ►•■ at- ind 110—1,092 i.o3» That which louche* navigable Miles, waters on the Nipi|{on at ten miles from Lake Superior i;t only 973 Unless therefore there be giuve objections against Nipigon Bay as a port, or som* ^'- >ng argument in favour of Thunder Bay, the ' 1 . 1 route must be selected over the second ; tor the first may be ruled out of ciurt. Thunder Bay may claim to po ' ^s now ai Prince Arthur's Uonding the largest sett'.v ment on the north shore of the lake, biu t! : it owes to being the starting-poini of the Dawson route, not to any advantages in it- self. Thunder Bay is more exposed than is ipigon Bay, which is effectually closed in >y the St Ignace, and the di;>tance from Fort Garry to Thunder Bay is only 398 miles, while that to Nipigon is 416 ; but on the other hand, the distance from Thunder ^ Bay to the Sault exceeds that from Red I Rock, near the mouth of the Nipigon river, •< to the same point by nine miles. The ice on Thunder Bay, from its exposed position, ; breaks up sooner than that on Nipigon Bay ; ' but as both bays are navigable within fifteen . days of the opening of the Sault Ste. Marie \ canal, and are generally free of ice for three ^ weeks after the canal is closed, either harbour ;arties, will throw some light on the sub- ject: — Commencing at Ottawa, where the average depth in winter may be taken as about 3 ft 6 in. to 4 ft., it decreases gradually as we proceed westerly ; in thr neighbour- hood of the Great Bend of the Montreal River it is 3 ft. 6 in. ; on the height of land north of Michipicoten, on I^e Superior, it is 2 (t. 8 in. ; west of Lake Nipigon it is 2 It. 3 in. ; and at Red River from 3 ft. to I ft. 6 in. Near the shore of Lake Superior the depth will average between 3 ft. and .^t. " There is a marked diflference, however, between the character of the snow which falls throughout the whole of the country to the west of the Montreal River and that which falls east of that longitude. In the former country there are no thaws during the winter; the snow is consequently dry and light, and never packs; while in the latter, on the con- trary, frequent thaws cause it to pack, as in the settled portions of the country to the south. This is one great source of difficulty experienced in removing it from the track of a railway. ■336 THE CANADIAN MONTHLY. " On the shore of Lake Superior the ther- mometer will indicate, once or twice during the winter, from 39° to 42° below zero ; in the interior it seldom, if ever, falls as low as this. In summer, during the day time, in the months of July and August, the heat is as great as in this part of Canada, but the nights are always cool. " When once spring commences vegeta- tion is very rapid ; the ice and snow have hardly disappeared before the trees are in in full leaf. " While on the subject of climate, I may mention that Mr. Crawford, the Hudson Bay Company's officer at Red Rock, (at the mouth of Nipigon River,) cleared about 15 acres of land last spring, on which he raised some ver}' fine barley, oats, potatoes, and turnips. In his garden were peas, beans, carrots, cabbage, and a few heads of Indian com. He informed me that when he lived May. St. John 47.3 Thunder Bay 48,9 Halifa-t 48.0 Toronto 51.5 "In July of the same year I made large collections round Thunder Bay and up the Kaministiquia, detecting many r 'b-arctic and boreal forms close to the waters of the lake, but none two miles up the river. The cause of this was evident ; almost constant rain and fogs prevail around the bay during the hot months, lowering the temperature, and giving a climate almost analagous to that of Halifax or St. John, along the shor° of the lake, but with a far higher tempera- ture as we go inland from any point on it. " The vegetation around I^ke Superior is noted for its luxuriance. All herbaceous plants have a tendency to increase beyond their normal size along the west side of the lake, and Americans report the same on the south side. The only cause that can be assigned for this is the humid atmosphere, •combined with a sufficiency of heat to deve- at Nipigon Lake he had raised tomatoes in the open air." The fact that the climate is more severe on the lake shore than that in the interior, is corroborated by the observations of Mr. Macoun, the botanist, who remarks ; — " An opinion has gone abroad that the lands round Thunder Bay and up the Kaministi- quia are unfit for settlement, owing to the extreme cold, and summer frosts of that region. That this opinion is erroneous can be easily seen by a careful perusal of the fol- lowing paragraphs : " Early in the year 1869, G. F. Matthews, Esq., of St John, New Brunswick, read a paper on the occurrence of Arctic and Western plants in Continental Acadia. Amongst other valuable information, he showed that the mean annual summer tem- perature of St. John, N. B., Thunder Bay, Halifax, and Toronto, was as follows : [une. July. Aug, Sept. Oct. Mean Sum. S4-S 59.7 60.0 SS.0 45-7 58-1 S8.7 62.2 53-8 48.2 41.9 59-9 S6.3 62.3 63.7 S7.0 47.0 60.8 61.0 66.3 65.7 57-4 45-0 64.3 lop at least the leaves and stems of the plants. " Leaving the low marshy flats at thi; mouth of the Kaministiquia, and ascending the river, a botanist is soon struck with the ch xnge in the aspect of the plants he passes. " All the sub-arctic species with which the shores of the lake are fringed, disappear ; many of the boreal forms become very scarce, and by the time the Mission ( i }4 miles from Thunder Bay) is passed, almost a complete change has uken place in the veg^ation." Mr. McKenzie, who it may be remem- bered made a canoe journey from the Ottawa to Hudson's Bay and back to Lake Superior, is of opinion that were the country explored this season, under cultivation — a condition only precluded by its vast extent and ab- sence of communication — its climate would, 49' CANADIAN PACIFIC RAIL WAY SUR VE Y. m tomatoes in more severe le interior, is ons of Mr. arks :— " An it the lands e Kaministi- iwing to the •osts of that rroneous can sal of the fol- F. Matthews, swick, read a f Arctic and ntal Acadia, ormation, he summer tem- Thunder Bay, follows : t. Mean Sum. 58-1 S9-9 6a8 64-3 stems of the at thi; mouth ding the river, the ch xnge in isses. with which the d, disappear ; become very Mission (ij4 passed, almost n place in the ay be remem- om the Ottawa Lake Superior, untry explored 1 — a condition sxtent and ab- climate would, unless in certain localities, from local causes, differ littie from the lower cultivated por- tions of the Province of Quebec, an evidence of which exists in the crops raised, under the present unfavourable circumstances, at the Hudson's Bay Company Posts north of the great Watershed. At Moose Fac- tory, the extremes of temperature are - 40" in winter and + 89 in summer, the average during the coldest mo>">th being, so far as I could learn, about + 1 1'- . or a little , colder than at Abbitibbi, where I procured ■ my figures from the register kept for the Smithsonian Institution. The climate of the country is very healthy, and even in the heat of summer the air highly invigorating ; but early frosts frequently prevent grain ripen- ing properly, especially at Moose Factory, where the soil is rich alluvial, and the crops «over luxuriant for an early harvest. At new Bnmswick House (on Moose River, on the very line of the railroad), " situated about 49° 8' N. latitude, I procured a very fair specimen of ripe barley." Mr. Bell's testimony agrees also in show- ing the prospect of settlement from adverse climatic influences not to be so hopeless, for he says that when at Martin's Falls, on the Albany (a point even farther north than the meridian of this part of the line,) "Mr. McKay, the gentleman in charge of the Hudson's Bay Company's post there, kindly Ififtbrded me an opportunity of looking over -ahe journals of the last forty years, which liad been kept by his predecessors. From fhese I ascertained that the river between .this point and James' Bay is open, on an liverage, six months of the year. Hay, tur- itiips, and potatoes have been successfully ^cultivated for a long time at this post, and jthe cattle kept here thrive well." .s If we must have a railroad uniting the Atlantic with the Pacific through Canadian ^oil, this section must be built. The length l^ill be 973 miles, but the division which Ivill carry the freight of the West to the .tiavigablc waters of Lake Superior will be 416. The road must run from end to end through a country not actually unfit for set- tlement, yet so unfavourable for agriculture that it will be cultivated only to supply a local demand. Whether such a demand will ever exist must depend upon lumbering or mining. The quality of the lumber is such as to forbid the supposition that it will be soon marketable. It is impossible to esti- mate what the chances are of the road de- veloping a mineral region, owing to the scantiness of our information. If much is still to be done in the way of surveys before work can be commen .^d on the Eastern section, still more is this the case on the Western. In the preliminary report of 1872, Mr. Fleming expressed him- self more unreservedly favourable to the route by Tete Jaune Cache to Burrard's In- let than he does in his last report. Evidently a more familiar acquaintance with the Thompson and the Eraser valleys, as well as with the country across the loop made by the former of these with the latter, has re- vealed greater difficulties than at first pre- sented themselves. Then again, such strong advocacy has been given to the Peace River Pass, far to the north of the Yellow Head Pass, that Mr. Horetzky was detailed to make a cursory survey of it, which he did with results such as entitle the route to more careful exploration before it be dismissed. Even the character of the plains is being discussed as a doubtful subject, and when we seek for information that would enable us to arrive at a conclusion between conflicting opinions, the information is not to be found. It is contended, not only that the Peace River Valley is the proper gate through the moiuitains, but that in reaching it from the East the real fertile belt will be followed from end to end ; whereas in traversing the plains from Manitoba to Edmonton, the fer- tile zone which extends from S.E. to N.W. is only cut across diagonally. It is further contended that the climate is more favour- able to agriculture in lat 56° than in lat. 53°, 238 THE CANADIAN MONTHL'i. I and that a lighter snowfall will diminish the cost of maintaining a railroad. But of this mild, wild north land, of which such glowing accounts reach us, we have but little precise information. Capt. Butler crossed part of it in the winter of 1872-73. Mr. Horetzltfy skirted it in the autumn of 1872, in nmning from Edmonton to Fort Dunve- gan, on the Peace River; but while the accounts we possess are too ambiguous to carry conviction of the desirability of the route, the evidence both as to fertility and salubrity of the country east of the moun- tains, and as to the facility the Peace River offers of reaching the Pacific, is so strong that it would be folly in the face of it to decide on a southern route till the northern has received the amplest exploration. In fact, one cannot but be struck by the apathy — we will not say of the Government, for the Government only expresses the popular sen- timent — but of the people with regard to the North-West. Either this immense territory is what it is described by its admirers as being, and what it was believed to be when acquired by Canada, or it is not The first duty of Parliament is to take means for as- certaining this. When a thoro"gh geogra- phical exploration has been made which will determine the character of the soil and pro- ductions, not along certain beaten trails but over wide areas, we shall then know the value . of what we possess, but not till then. The limited efforts now being put forth are worse than useless, for, being confined to so nar- row a field and a single tract, they accustom the public mind to regard as a matter of course all territory beyond as admittedly valueless. No time should be lost and no expense spared in making the explanation thorough. If our North-West is the valu- able acquisition we esteem it, exposing it to a thorough survey, and publishing the result in a style worthy of the subject, will enable us the more quickly to benefit by our trea- sures ; if, on the contrary, its value be ex- aggerated, and it is not fitted to receive the multitudes our Pacific Railroad is being prepared to transport thither, the sooner we know it the better ; and any expense incurred in learning our mistake will be well laid out. In the surveys now being con- ducted for the United States Government, of their territories, we have models of what such exploration should be, and in the pub- lications in which the results attained are given to the world, we have works which attest the value the Government attaches to the regions they describe. Our Government might learn a useful lesson from Clarence King's report on the 40th parallel, and Hay- den's Geological Reports on the Territories, both the popular and scientific series. Such explorations and such books cost money ; but if we can afford to spend $100,000,000 in building a railway, we can spare $ i ,000,000 towards first acquiring and disseminating knowledge of the salient geographical fea- tures and physical peculiarities of the region which the railroad is intended to open. As it is, we are tolerably acquainted with the zone from Fort Garry to Edmonton. Colonel Robertson Ross gives us the impressions he gathered during a forced march through the country lying along the eastern base of the mountains, from Edmonton almost to the American line ; and Mr. Horetzky, in like manner, tells us what he saw and heard, when hurrying at all speed northward from the same point, in the month of September, to the Peace River. Mr. McLeod adds to our heap of hearsay evidence regarding the . (i) Ir same region ; and Captain Butler narrates a sledge journey through it in mid-winter. From these sources we gather that the route which the Pacific Railroad would follow from Fort Garry to Edmonton is through a s To un< country by no means fertile throughout, and j|urvey ol in many places so deficient in water that ii f^^ must is doubtful whether deep borin -en car. ||onfigurai find it ; that there are no doubt cbousand; f>e labou of miles of cultivatable land in this zone, bii ^^ enabl that it is by no means as generally suitabli iPgineerii for agricultural purposes as the country ti Julminate I CANADIAN PACIFIC RAILWAY SURVEY. 239 road is being r, the sooner any expense e will be well «r being con- ovemment, of jdels of what ^ nd in the pub- 3 attained are ; works which ;nt attaches to ir Government from Clarence rallel, and Hay- the Territories, ic series. Such s cost money ; i $100,000,000 pare $1,000,000 j disseminating eographical fea- :ies of the region id to open. As tainted with the lonton. Colonel impressions he arch through the tern base of the n almost to the loretzky, in like saw and heard, northward from th of September, McLeod adds to »ce regarding the Butler nanates a jthe north of the Saskatchewan. Strange to [say, the north branch of the Saskatchewan is described as the Northern Limit, or the Fertile Belt, in the surrender made by ?? the Hudson's Bay Company to the Do- ^ minion. Yet Captain Butler avers that it will ^ be found that there are ten acres of fertile ^land lying north of the North Saskatchewan for every one acre lying south of it j and Captain Butler's opinion, despite the dramatic exaggeration he throws into his ^style, is worthy of respect ; for he has tra- velled over the ground with a traveller's eye, and spent more than a few months in the North- West. These authorities, and others as old as Sir Alex. McKenzie, tell us of a prairie on the Smok^ and Peace Rivers of AS wide extent as the prairie of Manitoba, tnore fertile and as mild ; and that the whole country, from the Forks of the Saskatche- |wan north-west to this point, out of which :lialf-a-dozen Manitobas might be carved, is more salubnous, and better wooded and Watered, and in other respects more fitted for settlement, than would be that through which it is proposed that the Pacific Rail- road shall pass from Manitoba to Jasper House. If it be so, there is no preference 4ue to the southern passes through the mountains over the northern, on the score of tiie greater value of the prairies of the south ^e' the mixed prairie and woodland of the liorth, and the route to the Pacific may be iielected : j (i) In deference to the engineenng facili- ^es or difficulties presented by one over m mid-winter. 4fnother of the passes ; rnu, her that the route i (2) ^^ith a view to the road terminating ,ad would follow |n a safe and accessible seaport. ■^*>^ ^^*^ontract was made with the Canadian Pacific ^^^^ ' R- R- Co.,and that England was asked to lend ~ ^t$ 1 50,000,000. Fortunately England would '"^jV^2*\^^ot lend, and the road is not yet begun. "\ i;v^4iA*t?uch experience may well teach that delays ^^^ t-are not always dangerous. w»>* i»'^^ . The next harbor on the coast is at the ■^ ■ bottom of Howe's Sound, and from it a route has been surveyed which would cross the Fraser about 30 miles above Lytton, and join the previous routes on the North Thompson ; I but all thought of the adoption of this has been abandoned on account of frequent and great changes in level : and tlierefore the engineer's hopes seem to turn to Waddington Harbor, at the head of Bute Inlet, as the terminus. Burrard and Howe's Inlets are good har- bours, and near the San Juan de Fuca straits, by which vessels will enter the Straits of Georgia from the Pacific, and it is to be re- gretted, therefore, that they are not as acces- sible from landward. The mouth of Bute Inlet is 100 miles further north, and the In- let itself 45 miles deep, which will add se- riously to the sea voyage of ships making the railway terminus : but should it be ever deemed advisable to bridge the Straits of Georgia, and m..ke the splendid harbour of Esquimault or the Albemi canal on Vancou- ver Island the terminus, Bute Inlet must necessarily be reached ; for between its mouth and Vancouver Island lies the Island of Valdes, which so nearly closes the chan- nel that the longest gap to be spanned is only 1350 feet. Nevertheless, though prac- ticable, the bridging of the straits would, as may be judged from the following extracts /rom Mr. Fleming's report, be so costly as not likely to be undertaken till our Pacific Railroad has monopolised the whole trade of Asia. " For a distance of aliout 50 miles from Wadding- ton Harbour, the only course for the line is to follow tlie base of the high rocky mountains which extend along Bute Inlet. On this section a great number of tunnels, varying from 100 to 3,000 feet in length) through blufT rocky points, would be indispensable' and the work generally, even with unusually sharp curvature, would be very heavy. Careful examination has established the fact that to reach Vancouver Island from the mainland the fol- lowing clear span bridges will be required : At Arran Rapids clear span lioo feet. Carder's Channel, first opening . " 1350 " second opening " 1140 " third opening " 640 " Middle Channel " lloo " Seymour Narrows, fiist opening , clear span 1200 feet. second opening " 1350 " CANADIAN PACIFIC RAIL W'AY SURVEY. '45 tlierefore the > Waddington Inlet, as the ire good har- le Fuca straits, the Straits of it is to be re- e not as accfes- louth of Bute h, and the In- h will add se- lips making the lid it be ever the Straits of did harbour of nal on Vancou- ite Inlet must )r between its i lies the Island ;loses the chan- be spanned is is, though prac- traits would, as lowing extracts be so costly as till our Pacific he whole trade les from Wadding- he line is to follow ains which extend a great number of oo feet in length. be indispensable' th unusually sharp isheliell-shaped for twelve to twenty feet up froi,i the ■ground, then gently tapering they shoot up straight and clear two or three hundred feet, forming perfect inodels for unconnected columns, such as monu- iments or light-houses. t "The Homatheo river is a turbid, glacier-feass, taking the starting terminus of ing table :— E. u tie iiy. h\t. on. 3,760ft 220 192 350 170 110 450 1 1 492 a 220 |)deSO ost part a- 1 350 DUt reporteil I 170 tereii I 65 oal «70 60 |ure7.'.'.'.'.... HO I 220 1 1 545 lot learn that ince, other than nade along the and the River discoveries of in 1793- Our vague, and the cade mountains from the east, to any one of the many other Inlets which indent the coast, in the absence of all reliable information, can be nothing more than a mere conjecture. " So little knowledge of this part of the coast has been recently acquired, that the latest Admiralty chart that I have been able to procure appears in all essential parti- culars to be an exact copy of the chart made by Capt. Vancouver 80 years ago." It were well, however, if this ignorance • were removed. Mr. Fleming's summing up is well wor- thy of all consideration, for it candidly ad- mits the more or less incomplete state of every section of the survey, acknowledges ''■. that a feasible route has not yet been dis- covered, and that, therefore, the eligible line we have been three years looking for remains yet to be found : In 13- i CONCLUSION. submitting this re|X)rt with the voluminous appen- dices, I respectfully consider that I am justified in thus summarizing its conclusions : — That although the information respecting the Rocky Mountain zone is not yet sufficiently complete to establish the line to the Pacific, several routes have, however, been found, on which the obstacles met with, although formi- dable, are not insuperable. That there are rexsonable grounds for the belief that the explorations in progress in British Columbia will result in the discovery of a line through the Rocky Mountain region, which, taking eveiything into consideration, will be more eligible than a'-.y yet surveyed. That it is now established beyond doubt that a favourable and comparatively easy route, considering the line as a whole, has been found from Ottawa to the northerly -.i-ie of Lake Su- perior. This result is the more satisfactory, as unfavourable impressions have been createssible. This should be regarded as of ndary importance. THREE ANGELS. Fraser's Magazine. THEY say this life is barren, drear, and cold, Ever the same sad song was sung of old, Ever the same long weary tale is told, And to our lips is held the cup of strife ; And yet— a little lo.e can sweeten life. They say our hands may grasp but joys destroyed, Youth has but dreams, and age an aching void Which Dead-Sea fruit, long, long ago has cloyed, Whose night with wild tempestuous storms is rife : And yet— a little hope can brighten life. They say we fling ourselves in wild despair Amidst the broken treasures scattered there Where all is wrecked, where all once promised fair, And stab ourselves with sorrow's two-edged knife ; And yet — a little patience strengthens life. Is it then true, this tale of bitter grief, Of mortal anguish finding no relief? Lo ! midst the winter shines the laurel's leaf : Three Angels share the lot of human strife, Three Angels glorify the path of life — Love, Hope, and Patience cheer us on our way ; Love, Hope, and Patience form our spirits' stay ; Love, Hope, and Patience watch us day by day, And bid the desert bloom with beauty vernal Until the earthly fades in the eternal. K. F. M. S. . F. M. S. IMMIGRATION TO THK Province of Ontario, CANADA. TENANT FARMERS— Improved Farms, with Dwellings and Farm Buildings, can be ' purchased at from j^4 to /fio stg. per Acre, or for the amount required to curry on a leased , ; farm in (ireat Britain. | CAPITALISTS — Eight per cent, can easily be obtained for money, on first-clpss security. ' MECHANICS, FARM LABOURERS, SERVANT QIRLS— Employment can readily j be obtained at good wages. j FREE GRANT OF 200 ACRES ' Of Land can be obtained, on condition of settlement, by every head of a family having children : under i8 years of age ; and any person over i8 years of age can obtain a FREE ORAHT OF 100 ACBSS on condition of settlement. These lands are protected from seizure for any debt incurred before the issue of the Patent, and for 20 years after its issue, by a " HOMESTEAD I Exemption Act." ' Emigrants, an their arrival at Quebec, should rommunicate with the Agent for the Province of Ontario, Mr. H. A. Maclaurin, who attends all Vessils coming into port. AS8ISTED~i»ASSAGES. The Govkrnmf.nt of O.ntario will nay to every Ailult, AGRICULTURAL OR FARM LABOURER, OR FEMALE DOMES! I,C SERVANT, eminralinK (o the Province ofOndrio, «nd (laying his or her own passage, or the passage of his or her family, the sum of Six Dollars (;^l.4s. 8c approved by an Ontario Government Kinlgrntion Agent, and furnished by such Ageni with a certificate entitling such Emigrant at the end of three months residence in (! J ".'rovince, to the Refund IJonus of .Six Dollars. .jnd. Hefore such R;fund Certificate is delivered to an Emigrant, the passenger warrant or ticket must be prol for the endorsement thereon of the issuing of such Certificate, by the Agent issuing it. 3rd. The Agent issuing the Certificate must be satisfied that the Kmigrant is of good character, and of the Agricultural or Farm I^I)ouring Class, or a Female Domestic Ser\anl. Of Profe.-sional men. Book keepers, Clerks and .Shopmen, the Province has enough already and to spare. 4th. Tlie Immigrant, or the party ift charge of as-^isfe*! Immigrants, on landing at Quebec, must prisent the endorscil certificate to the Immigration Agent for the Province of Ontario, at his Office at Quebec, who will again indorse the certificate, and gi\'c' the Emigrant such advice and instruction as may he required. 5th. The Immigrant having reached the Agency in the Province of Ontario nearest to his or her intendetl destination, will then V)c provideool ; Peter hyme, 54 York Street, Glasgow ; C. J. Shell, 19 Eden Quay, Dublin ; Jeremiah [ Murpi.T, Cork > T. A. Pearse, Stonehouse, Plymouth ; and David .Spence, Secretary of the Department of Immigration, Toronto. Uv OkDEK. > DAVID SPENCii, I Secretary. ^ Department of Immigration, On7ario, Toronto, September, 1874. TUB i Will no doubt be a welcome addition to the industries of the City, and will supply a want long felt by Westkrn Mkrchants. Every department in tfie Fur line will be embraced in its operation ; dressing, dyeing, plucking, &c., hitherto only attempted on a small scale. We are now in a position to execute all orders, however extensive, either in SKINS or TRIMMINC8, or of MANUFACTURED FURS, from the commonest grade to the very finest. Our representative is at present in the North-West Fur bearing regions making our collection of skins from the Hunters and Trappers direct. We shall be in a position to offer at lower rates than the Hudson's Bay Co. usually realize at Public Sale, and we feel sure those who bought early will bear us out in stating we succeeded in doing this last year, thus proving the assertion that Toronto, being nearest the Fur bearing section, should be headquarters for Furs. Particular attention will be given to Fancy iiobes, Bear, Wolf, Fox, Coon, |icar lu the putilic for years yet to eonie, but wtiieli will Hoiue day i>e universally aelvnowletiifiil. Anionir these may bo nieuMoiieil'Hhe ex.eusive ehange ill *.he fur tnule. which In nnw in enurse of >liiftitiir its headquarters from Montreal to Torout«) I In tiilciiit; advantage o( the new and fa> imble e inditlons of the tvT trade of the (Treat North-west, the pioneer flmi ap|>ears to b^ that of Messrs. J. Cllle-iple K Co., of this My, who are nial(UiK such exto isTons of their already we.l-established business as promise to lualte Toronto the centre and eni|s)riuni of the fur traile o.i this eon^ Incnt. Toront4>, beintf nearer than any city of equal coiumcreial ini|Kirtnuce to the fur-jiroducin); territories, has une. now send their a((flnt« to the farthest furprodu..ln){ districts to •ollcct furs ami buffalo robes, a buHiness which has been heretofore nionopoli!«nduct tllllty for the goods pur- chasuii is i-ecured something which it is weii known cannot Ijc secured when buying in distant markets, or fron> ^hird (Htrtles. A want long felt oy western dealers will now be suiiplied ; ami, to show what To.-onto can do In the fur traoe, it may bo mentioniid that at the IIuiIhom's Hay Coiniiany's annual hale of IrulTalo rolics lost year i!>" prices aske g^ V Li^VP^.. J 1'^ .^,' Ki. .^*:,