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 I 
 
 HUDSON'S BAY RAILWAY ROUTE 
 
 VIA 
 
 MISSANABIE AND VALLEY OF MOOSE RIVER. 
 
 
 REF^ORT BY 
 
 W. A. CHARLTON, M.P.P., 
 
 With Maps iind Illustrations. 
 
 ALSO AN APPENDIX CONTAININCi .SUFPI,EMKNTARY REPORT BY 
 
 CHAS. T. HARVEY, C.E., 
 
 PRINTED «Y OKDEk Ol' 
 
 THE LEGISLATIVE ASSEMBLY OF ONTARIO. 
 
 TORONTO: , , . 
 
 WARWICK BRO'S k RUTTKR, Pbintkps, Era, (8 AWt 70 Faoir/yTntwi' V'ejt. 
 
HUDSON'S BAY RAILWAY ROUTK 
 
 VIA 
 
 MISSAiNAHIli AINI) VALLEY ()L MDOSK KIVLK 
 
 Lynkixxh, Ont., 
 
 Deceinbf!!- 'iTtli, 
 
 I8!)7 
 
 Hon. A. a. J/nnly, 
 
 Atfoi'iwu GciKtraL 
 
 (irnl Pri'raltr of Ontar'uK 
 
 Dkau Sill, -i have the honor of iufonuiiijLf >ou that tho re<|u<'.st contained in 
 your letter of September 9th hist, that a personal examination slujuhl lie made by 
 myself of that portion of the Province of Ontario north of the (Janadiau Paoitic 
 Railway, proposed Uj be traversed by the Sault Ste. Marie and Hudson's Bay 
 Railway ( 'ompany, with a view of the (iovernment being informed of its capa- 
 bilities A)id cliai-acteristics, and the in<.iucements wiiieh exist, or may be created, 
 to secure couimercial access and transit facilities throujjh the contij^iious wilder- 
 ness to the shores <if the j^reat sea, which forms a part of the northern boundary 
 of this Province, lias since been complied with, in a manner and to an extent 
 indicated in the acconipanying report. 
 
 The points upon which you desired to obtain inf(jrmation wei-e stated : — 
 
 First, as to the character of the country. . , 
 
 Second, as to the soil. ^ , 
 
 Third, as to the variety and quantity of timber, minerals, etc 
 
 Fourth, cliaracter and prospects of future trade between Hudson's Bay and 
 main lines of railways passing through the Province. 
 
 Fifth, as to the extent of trade between points mentioned. 
 
 Sixth, source of supply in the Hudson's Bay territory, tlie ((uantity, vahie, 
 etc. 
 
 ?ou stated that these are all important niattei"s as to which information iH 
 desired from the company, and that the Government think it important that 
 they should have some information obtained from theii- own standpoint as distinct 
 from that of the Company's. 
 
 You also stated that owing to the lateness of the season, I might not be; able 
 to obtain as full information as might be desiied, but could no doubt obtain 
 general information upon all of them. 
 
Actiri^r uytf»n yf>:ir sti^fp'stion that infonnation is rlesind from tlio Company, 
 I a<ldr<'ssf!i| a letter, Noveiiiher lOtli, tf» llieir Maiin;^er and Cliiel' En<i;iiieer, C T. 
 Harvey, Es(|., and have rectiivod his reply in a report of twenty-three pai^es, in 
 which lu' deals with the fourtli, fifth and sixtli questions very fully, and refers 
 nior<' hi'iefly to tlic others. I attaeh his report iind four maps aeeon\panyinK 
 K;inie, as an a[)pendix tc my icj)ort 
 
 I luive the honor to be. Sir, 
 
 Your nio.st ohedient servant. 
 
 W. A CM A lU. TON. 
 
 Kl-POKT 
 
 Tho undersijjimd resptictfully nsports that, in aeeordanee with the request of 
 the " Governor in-Council " I li(!;,fan jireparations for making a pei-soiml exatnina- 
 tion of the Northern Se( tion of tlie prof)osed ri>ute of the Saidt Ste. Marie and 
 Hnd.son's Bay Ivnilway. on the Kith day of Scptendiei' last. My instructions 
 were to accompany the s'li-veyintj party, wlio were nuikinj^ the trip in connection 
 with th(^ pro])o.sed I'oute. Several days were ()eeiipie<l in j^jettin^ tents, camp 
 utensils, etc . ready for tin- trip I arrived at Mi.ssanahie Station, (Mi the Cana- 
 dian Pacific Kailvvay. on the 21st day of S('ptend)er, and met ('. T. Harrey, Esq., 
 Chief Enifineei- for the Company, and Mr (» II. WorthinfftoT, formerly of Toronto, 
 who desired to l)ecome informed fi-om )>ersonal ohscrvation as to thi> fensibility 
 of the route f"r railway pni'poses 
 
 At Missanabie we were fortunate enough to obtain a larj^e canoe, capable of 
 conveying ten men with 1 .."iOO pounds wei<:(ht in eamji equipage and supplies. 
 On the same day we eoMq)leted the or^jjanization of a crew of six men, of whom 
 two, actinijf as j^nides. were natives of the Moose Factory Settlement on Hudflon's 
 Bay, and had been .sailors in the Fur Company's vessels there; they had also 
 been several times up and dowti all the branches of the Moose River, and had 
 acted as j^uides for ireoloi^ists and others who have explored in those region.^. 
 Som(! of our other men were hunters, who had been through the country east and 
 west, HO that from these men alone I was able to get intelligent inff)rniation as to a 
 large portion of the Moose Rivei- country. 
 
 Maps. — It should her»» V)e stated that the important matter of obtaining 
 reliable and accurate ma])s of the region to be tn versed was forced upon mj' 
 attention by finding that the one furnished to me by the Provincial Crown 
 Lands Department was too general and on too small a scale to be of any service. 
 The Railway (^onqjany provided a tiiap of their preliminary survey line, which, 
 liowever, bore more to the east than the one now preferred by their (Migineer, and 
 als(j a map of the section of Moose I'iver for twenty miles .south from the outer 
 bar. made by the surveying party of 1801, with soundings, showing the depth of 
 ^v•ater inside the river, and outside until a deep sea channel was reached. This 
 was of special value so far as it went, but left a large portion of the route unindi- 
 cated. This want was foinid to be best supplied by adopting a map published 
 by the Dominion to accompany Dr. Bell's Reports of 187o, 1877 and 1881, made 
 to show the geological features of the Moose River Basin. This portrayed the 
 west or Missanabie Branch of the Moose River to within a few miles of its mouth, 
 and marked the rapids and falls along the .same, which were found, as we passed. 
 

 it> Company. 
 ji;Iiietr, C. T. 
 I't^ pauses, in 
 ►', and refers 
 conipanyinjj 
 
 I TON. 
 
 request of 
 al exatnina- 
 \ Mario and 
 instructions 
 
 1 connection 
 tents, camp 
 n the Cana- 
 arTcy, Esq., 
 
 of Toronto, 
 fensibility 
 
 , capable of 
 nd supplies. 
 11, of whom 
 >n Hudson's 
 ey had also 
 
 r, and had 
 ose regions, 
 ry east and 
 tion as to a 
 
 obtaining 
 id upon my 
 Mai Crown 
 uiy service, 
 ine, which, 
 ijj^ineer, and 
 u the outer 
 le depth of 
 ;hed. This 
 ute unindi- 
 ) published 
 1881, made 
 •trixyed tlie 
 f its mouth, 
 we passed. 
 
 very reliable; consequently it i.s adopted a.s the ba.si.s of arrivinj^ at tlie, diMtancet4 
 mentioned by connecting it with the railway survey t»f the n«)rtht;rly .section of 
 the river on tlie map accom[)auying this report. The line of tlu- Canadian F^icitic 
 Railway has also bei-n laid out upon it with approximate accuracy. 
 
 A start was made mtrthward from .Mis.sanabie Station, on the C. P. R., on 
 Wednesday morning, September 2'2nd ( >ur eanoe was 29 feet long, ii feet 6 
 inches wide, and 24 inches dee[) ; when all pad<lles were going we would make 
 from five to six miles an hour. Wt; came to the Hist portage in a little over two 
 hours, crossing from Dog Lake over the divide about nine hundred feet into 
 Crooked Lake, These lakes are nearly on a level, Dog Lakf emptying into the 
 Lake Superior waters, an<l Crooked Lake inU) the Moose Kivtu' waters. Passing 
 out of Crooked jjake by a portage of aViout the same distance we reached Missan- 
 abie Lake, antl l»y night had traversed the It-ngth of that lakf to New Brunswick 
 House, the Hudsi^n's Bay Post, at the northerly end of the lake, about fifty mile.s 
 from Missanabie Station. We were hospitably received by Mr. Spencc, the agent 
 of the Hutlson's Bay Company at this point, and remaine<l theic ovei- night. 
 Next morning we continued our journey north, down the Mis.sanabie River, camped 
 at night in what is known as the Ltmg Swamp : next night we camped at Split 
 Rt)ck, or St. Pete.'s Portage ; next day, passed Somuling Falls, or St. Paul's 
 Portage. Many of the rapids bear Indian names also, foi- instance, Waus-quag- 
 a-me, or Smooth Water Fall 
 
 Our daily routine, when weather favored, was to call the men at 4.30, take 
 breakfast at 5.30, and start on our journey at G.;U» or 7 at latest, paddle and port- 
 age all tlay with the exception of an hour at noon foi- lunch, and stop to camp 
 between 5.30 and C. It usually took us nearly two hours to get well camped and 
 supper over '.,',' .^- 
 
 On the afternoon of September 29th we reached the Long Portage Falls, the 
 last one on the river. Tliis point is considered to be 200 miles by river and lake 
 from Missanabie, some say 250, but in a ail- line to the nearest point on the C. P, 
 R. it is about 120 miles. 
 
 The fall of the river at this point is indicated on Professor Bell's map as 140 
 feet, the water rushing through a deep canyon where we could not follow its 
 course. We made the portage of one and a quai'ter miles and camped at the foot 
 of the Long Falls. We have met with interruptions more or less each day since 
 leaving Lake Mis.sanabie, having made thirteen canoe portages, and twenty other 
 portages, where the canoe was floated down the rapids with part of our load. The 
 river from Lake Missanabie to Long Portage Falls is a stream varying from about 
 200 feet tv 500 feet in width, some places deep slack water for ten or 
 fifteen miles, and at other points wild rocky raj>ids and shoal water. Some of 
 the branches are rivers of considerable size, the Kabinakagami ( Kab-a-na-kog- 
 a-me) or Mattawishquaia (Matthou-wis-quaw-yah) ij the largest: it is the outlet 
 of a chain of lakes north of the C. P. R. and west from Lake Missanabie. This 
 portion of the Missanabie River, south of the Big Falls, has in my judgment very 
 little commercial value for ti'ansit purposes; the river course is too tortuous, port- 
 ages too numerous, rapids too dangerous. At the Long Portage Falls the character 
 of the river radically changes, there being no more falls on its remaining course to 
 the sea. Immediately below the falls are short stretches of rapids with bouldLii-s 
 interspersed among them, but when these are passed only gravel rifls are found 
 in i-apid water, and our guides report that this feature existed without change to 
 tidewater. They also report having brought bai'ges up to this point loaded with 
 fifteen to twenty tons of supplies from Moose Factory. 
 
l{|\Klt 'I'lrANSlT. 
 
 My conoliiHions Ji.^ to tln' tniiisit t'«'atiMf's of tho Moose or MiHsnrmhic Flivi^'r 
 are that t'ntin Lake Missanahii' to a sliorl <liHtaiico hclow lion^ Portage F'allfi it 
 \h of littlr value. h\U from Coal lliver, or pcrliaps several iiiiW-H aliove, from isoine 
 point below the H\}i Kall.s to .lames' Bay, the river is navi^rahlc inr lijjht draft 
 boats from ahont the Hist of May until the middle of July, and }ioH,sihly much 
 later in seaHons when the lainfall is eonsiderahle. At the time of our inspection, 
 October Int, the absence of rain for an unusually lonjj pc^rioii had re<luced the 
 volume <if the river below its averaye but one day s moderate rain on our return 
 trip laised the water at our camj) twelve inches within twenty- four hours On 
 September .'jOtli we held a consultation to determine whcthei-, owin;; to the late- 
 ness in the season, we coul I .safely continue on to Moose Factory with the 
 expectation of j^ettinjf hack to Mi.ssanabie before the small lakes at height of 
 land would be frozen over. ()\U' guiib's thouijht it would l»e impossible for us to 
 d so, as it would take a mttnth of fair weather, and by making allowances for 
 SI my days too l)ad for travelling we would be sure to leaeh the time when 
 those lakes would be fro/,en over. VVe therefore decided to i£othe ne.xtdav down 
 stream ten or fifteen miles to Coal River, return to camp in the evening and start 
 south the day following. 
 
 My main object in wishing, if ])ossible, to go on to Moose Factory was that 
 we might make an examination of the harbor at the mouth of Moose River, 
 but as th«f Company have a plan or diagram prepared by their enyinc^ers in 1891. 
 with soundings api)ended, some of which extend for mihs seaward. T deemed it 
 unnecessary to contiinn- thi' journey foi" that purpose. 
 
 COAI. RiVKR. 
 
 On Friday, Octol)ei' bst. we went down the river to the mouth of Coal 
 River, a small .stream coming in from the soutli-oast. We arrived at the mouth 
 at 10.45 a.m. Landing on the shore we left our canoe and walkt^d up the deep 
 valley (tlirough which the small stream Hows) about a quHrler of a mile, in search 
 of coal. We found some specimens of lignite and burned some on our tire when 
 getting dinner The specimens were black, some like colored blocks of wood, 
 others stony, others like lumps of bla^*'; eaith. The smoke from our tire had a 
 coal giis odor. Atone point in the river bank T .saw a seam cropping out, com- 
 mencing about three feet above the water and holding the same appearance 
 below the water ; depth of vein not determined. 
 
 Went back to our camp at Big Falls in the aftermxjn and started .south next 
 morning, October 2nd 
 
 I kept a diary from the time we left Mis.sanabie. writing up fully all the 
 events of each day, making notes of the countiy as to soil, timber, rock foi-ma- 
 tion, etc., as we passed along ; giving the names and length of each portage, 
 noting down all features of the journey which I considered might be of use or 
 interest for reference in the future. ... 
 
 I will (juote here from my diary portions of one or two days' records : 
 
 Sunday, October 3, IS07. — Lovely morning, no frost last night, mild as 
 summer; smoky atmosphere : late getting up this morning, did not take brenkfast 
 until 8.30; decided not to move camp to-day, will all take a good rest and staH 
 early to-morrow. Indians have hymn books printed in English and Ojibeway ; 
 they are singing some. I got Pierre Kawmenokence to assist me in the pronun- 
 
 L' 
 
imhif liiver 
 I'l^f Kalis it 
 ', from Home 
 litjlit draft 
 ss'\\)\y much 
 r iiispectiou, 
 rt'(lnc(>(l the 
 II our return 
 hours On 
 to the late- 
 y with the 
 at hfight of 
 hit' for us to 
 (wancos for 
 • time wlien 
 <i (hiy (Uown 
 nj; Hiifl start 
 
 •y was that 
 oose River. 
 ■ers in 1891. 
 T deemed it 
 
 ith of Coal 
 the mouth 
 i the deep 
 e, in search 
 tire when 
 s of wood, 
 tire had a 
 out, com- 
 appearaiice 
 
 south next 
 
 ly all (he 
 »ck forrna- 
 1 porta<re, 
 of use or 
 
 rds : 
 
 . mild as 
 bronkfast 
 and start 
 3jibeway ; 
 e pronun- 
 
 riation, and spent a. lon<^ time reading the. iiymiis in Ojilmway. We spent thu 
 flay reading, talking, cooking and eating; a day of rest in the Moose wilder 
 ness. Most of these Indians are incumbers of tl>e Episcopal Church, living in the 
 irii8,sion field where Kev. John Sanders works so faithfully. 
 
 Tuesday, October 5, 1807. — Rainy day: «lid not get up until seven o'clock ; )iad 
 br-iakfast at eight. Around camjt all day, cooking, mending, etc. I consult<'d 
 the Indians about the country on all branches of the Moose River, -fake 
 Mickewash, who has travelled with several explorers and has been up and down 
 all theriv(!rs; .lumes Wimstegoshe. who has traversed all the main rivers; l)oth 
 f)f these men have also been in the interior country between the river stretches, 
 )ind have been ai'ound .bimes Hay east, souh and west; Simon Too-she-may and 
 Pierre Kawmenokence, who have bein active hunters and know the c(»uiitry well. 
 They and the other Indians agree that the whole country on the James Bay 
 slope, after leaving the height of land a nhort distance, is timbered, excepting a 
 narrow belt of muskeg swamps some distance below the Long Portage Kails on 
 the Mis.sanabie and the corresptmding Big Kails at the main drop of each of the 
 other branches of the Moose, and that the swamp country changes to dry land 
 .some distance befoie reaching James Bay. The Moo.se River has three main 
 branches. The largest one is the M^ssaiiabie, the west branch, into which several 
 large rivers empty from the west. The centre branch is the Matthoggoniah, and 
 the ea'sterly branch the Abittibe. The Indians inform me that the coimtry west 
 of the Mis,sanal>ie is principally level country, through which a railway could be 
 easily constructed, and thar, the Missanabie River and its tributaries furnish 
 immense water power ;it various points all the way down to the Big l^'alls that 
 the middle and east branches of the Moose, although not so large, furnish abund- 
 ant water power, and that the country along these branches is more broken than 
 along the Mi.ssanabie and westerly therefrom, although all is well timbered 'vith 
 spruce and poplar of tine (juality, .some pine, tamarac, cedar, birch, balsam, etc. 
 The soil on all branchcvs, more particularly the west branch, is good soil for 
 farming. 
 
 I noticed that a greater portion of the way down the river the .soil is clay, 
 and with favourable climate would be very productive. 
 
 The foregoing notes as to land and timber are taken from my diary for 
 October 5. I will, while in this connection give some of my own ideas, and then 
 refer to reports of Iv B. Borron. Ks(| 
 
 Soil, Timhkk, Minerals. 
 
 From Mi.ssanabie to New Brunswick House (tifty miles by w^ater) the 
 country is considerably broken, altliough the hills are not very high. The 
 timV)er is .srruill, anri some portions of it have heen destroyed by tire. I would 
 .-suppose there is more rock than tillable land along that part of our journey. 
 
 At New Brunswick House the .soil is clay. 1 am iid'ormed that thcsy grow 
 hay, oats and potatoes, but have not tried wheat. The pasture was voiy tine 
 when we were last there, October i:Uh, and the cattle in the pasture Held were 
 in good condition for beef. I also noticed that at Old BruTiswick Post (now 
 .ibandoned), .some forty miles further down the river, that the gra-ses were 
 luxuriant. The country lying along the river V)elow Lake Mi.ssanabie down to 
 the point we reacheil is principally a, level country, clay S(al. There are 
 occasionally rough rt)cky ridges in the vicinity of falls oi- rapids in the ri\er, 
 and at some of the.se , points the rock formation is .similar to that along the 
 Michipocuten, and no doubt mineral bearing 
 
8 
 
 The timber along the river is poplar, whitewood, spruce, small pine, tamarac, 
 •cedar, birch, balsam, and some ash and other varieties. ' 
 
 I measured a number of spruce trees and found the circumference four feet 
 from the gi'ound to be in many instances from five to eight feet. The poplar of 
 two varieties or poplar and whitewood were nearly as large and very tall and 
 straight. The level lands are more heavily timbered than the broken portionH, 
 although there is more small pine on the ridges Some Ijurnings have (lestroyed 
 portions of the timber, but not to an\' \t'ry considerable extent so far as I could 
 learn. 
 
 E. B. BoKUd.Ns Rkk)KT. 
 
 I wish lo refer to K. B. Borron's ic|joit of IHHi) (note J ) sessional paptirs 
 No. 1, pages 62 and GH. 
 
 He expi-e.sses the o{)ini(>n that a tract of dry and fertile land extends across 
 the territory from east to west, not less than 400 miles long and 50 miles wide, 
 comprising 20,000 s((uare miles or r2,iS00,00(» acres. Making every reasona))le 
 deduction for lakes, marshes, swamps, muskegs, and unaiable land, a very largi; 
 •(juantity is fit for settlement, the climate and soil favoural)le to a mixed system 
 of husbandry: stock raising and dairy farming will be the most sncce.ssful. On 
 page 46, he e.xpre.sses tlie opinion that there is a larger area of arable land along 
 the Missanabie River than on any other, the Kenoganii excepted (note 2). On 
 the .same page he mentions having seen elm trees and blaek a.sh at Old Brunswick, 
 an»l on page 4J', he s<--' having seen spruce trees four to eight feet in circum- 
 ference. It is onb ur ci say however, that he considers the belt of good sizeable 
 tiees of any kind .ts - .ned to the innnediate banks of the rivers and streams, 
 
 China Clay and Fine Sand. 
 
 On page 64, Mr. Borron gives an account of an inexhaustable supply of china 
 «lay and fine sind below Ooal River on the Missanabie, "and adds should this clay 
 prove, as I believe it will prove, suitable for the manufacture of china a.S80ciated 
 as it is with tlu- finest of sand for glass making, and with beds of lignite coal 
 and peat, this can hardly fail. 1 think, to be a point where manufactures of 
 pottery and glass will ultimately lie established" 
 
 For want of time 1 am not now able t() give much information as to tht; 
 character and prospect of future trade, between Hudson's Bay and the main lines 
 of railway passing through the Province, the extent of trade between points 
 mentioned, SOU) ce of supply in the Huflson's Say territory, the t|Uantity, value, etc. 
 
 However as the report of the rompany's Ohief Engineer is attached as an 
 ap[)endix to this report, and as he has goiK' rather fully into these matters, 1 
 scarcely deem it nt*eessary tor iin^ to deal in any sort of <letail with these ijuestions 
 at ])re.sent, but eouUI if desirt'(l make hu e.xtendel report later on. In I'eferring 
 to the chief engineer's report hereto attached, I would call attentir)n in the first 
 phice to the first five pa.;es di-aling witli the sea products. (1 had intended to 
 make u^e of some of the faets set iVu'th. and of lejwrts from other sources to .show 
 the extent ami wealth of tlie north sea Hsh(a-ies). " , ,, 
 
 Note 1. Mr. Bonon luul cxfuninetl the co\iiitry previously in 1879 find in 1880. 
 
 Note 2. Tlio KoiiogfvMii i.sa hranch of the groat AlV)any River westerly from the MissfinHhie, 
 and (lesorilied hy Professor Bell hs flowing through i\ fertile region. 
 
9 
 
 ne, tamaran, 
 
 :e four feet 
 e poplar of 
 ly tall and 
 ju portioDH, 
 B (leatroytid 
 as I cou1<i 
 
 )nal pap4)r.s 
 
 nids acroHs 
 iiiles wide, 
 reasona})le 
 very laro;(; 
 Hid sy.stoiii 
 issful. On 
 land aloii}^ 
 )te 2). On 
 Brunswick, 
 in circuui- 
 od sizeable 
 d streams. 
 
 y of china 
 1 this clay 
 associated 
 ?nite coul 
 ictures of 
 
 as to tht; 
 nain lines 
 in points 
 mlue, etc. 
 
 ed as an 
 latters, I 
 juestions 
 reftu'rinu- 
 the first 
 ended to 
 s to show 
 
 [issniiiihio. 
 
 
 The followinji pages up to the end of pag(! 9 dealing with the character and 
 prospects of future trade, opens up a ficild of almost boundless possibilities for 
 Ontario as a eoniincircial centre to the regions lying beyond this northern sea. 
 From pages 10 to l(> he deals with the (juestion of government aid, and compari- 
 son with other proposed routes 
 
 From page Hi to 2.S Provincial benefits possible. Landed inten^sts and com- 
 mercial interests. 
 
 Mai's. 
 
 1 would call attention to the map following page 20, showing the relative 
 aize of Europe; and the country lying west of Hudso'i's Bay, also the immense 
 extent of country which must become commercially tributary to Canada's great 
 sea, as stated on page 20. I also call attention to the three other maps 
 which accompany thc^se i-eports, one showing the projjo.sed line of the Sault 
 Ste Marie and Hudson's Bay railway from the most northerly point on the 
 Canadian Pacific near Missanabie to the UKjuth of Coal River 122 miles, and froni 
 Coal Kiver to Moose Factory 114 milcis, in all only 23(5 nnles in a direct line from 
 the C.P.R. t<j James Bay. 
 
 Another map showing the Provinces of Ontario and Manitoba, indicating the 
 shortest and most centi'al railway route from these two provinces to the sea. 
 Anothor map showing the whole " Harvey Route" reaching away into the north 
 westerly f)ortions of the Dominion. 
 
 LlElITKNANT (JOHDON. 
 
 1 will quote from Lieutenant Go»-«lon's reports, that for 50 years Moose 
 River has been open for sailing vessels in May, and once on the first of May. It 
 closes in November once on the Hth of December. Steamers could navigate 
 much longer than sailing vessels. 
 
 Profkssok Hkll. 
 
 Professor Bell testified before Dominion Parliament Committee in 1(S83 
 that Hudson's Bay is open the year round, open water can be seen from the beach 
 at all seasons. He was informed that on the eastei-n shore the sea washed against 
 the rock coast all winter. Fishing can be prosecuted earlier and longer in 
 Hudson's Bay than in the largest lakes of the St. Lawrence Basin. 
 
 Other explorers 'vith whom I have; talked confirm the reports so far jis herein 
 set forth. 
 
 I do not deem it neciissary for me to extend this report at present, but can 
 do so later on if desired. A full report of the mineral wealth of the Hud- 
 son's Bay country including the many islands would be a volume almost in itself. 
 
 Although the Hudson's Hay is open all the year, the entrance to the straits 
 is blocked by ice coming down from tlie north, so that navigation between the 
 Bay and the Atlantic Ocean is only practicable about four or live months in the 
 year from August to Di>cember. But this would be the time of the year when a 
 large portion of the Manitoba grain could be shipped by way of Moose Factory 
 to Europe, as may be seen by consulting the map. This I consider an important 
 matter. The Moose River country otters almost imparallelled opportunities for the 
 manufacture of pulp. The Province of Quebec is probably the only other known 
 country where this industry could be carried on extensively under similar 
 advantages. 
 
10 
 
 It seoins to uu) a strange condition of things that a people so progressive as 1 
 we are in Ontario, having for a portion of our northern boundary one of the 
 greatest inland seas in the world, tlie sea and its surroundings {assessing the 
 greatest attractions for eoniniercial enterprise, should be lacking of any means 
 of coiniiumicatiou betwt'en our conuiiercial centres and this gnjat field of wealth. 
 I am not prepared to say to what extent the (Jovernment should assist in the 
 construction of a railway, but I am sure it would be greatly to the advantage of 
 the Dominion, and more particularly to this Province, and especially for the city 
 of Toronto tlie natural commercial centre, if railway communication were etsab- 
 lished at an early day. It would be the means of opening up a country hitherto 
 shrouded in a very considerable d(>gree of darkness and I'uable us to obtain full 
 ami reliable information as to its resoui'ce.s. It would inaugurate a direct trade 
 between the merchants and manufacturers of Ontai'io and Hudson's Bay and 
 extend to regions beyond. It would open up for settlement tin; fertile belt north 
 of the height of land. It would develop and makt^ available the mineral and 
 timber resources of an extensive country. I believe that the immense teiritory 
 lying between Temiscamingue and Abbittibe, westerly and northerly to the great 
 Albany River is of sufficient imp<n'tance to this Province in land, timber and 
 mineral wealth, to warrant the construction of several lines of railway for the 
 purpose of developing these resources. 
 
 In my judgment the Sault Ste. Marie and Hudson s Bay route is more practical 
 than any other route yet propi)sed, for the purpose of estaVjlishing direct com- 
 munication with Hudsons Bay at an early day and at a very limited cost, while 
 at the same time it would pass through a larger area of arable land and be more 
 nearly in the centre of this great but undeveloped region. 
 
 Respectfully submitted. 
 
 VV. A. CHARLTON. 
 
 Lynedoch, Ont., 
 
 December 27th, 18!»7. 
 
progressive as 
 ry one of the 
 possessing the 
 of any means 
 ield of wealth. 
 Id assist in the 
 advantage of 
 ly for the city 
 on were etsab- 
 untry hitherto 
 to obtain fnli 
 a direct trade 
 son's Bay and 
 rtile belt north 
 t" mineral and 
 lense tei ritory 
 ly to the great 
 id, timber and 
 lihvay for the 
 
 1 mori! practical 
 ng direct com- 
 bed cost, while 
 I and be more 
 
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lOTE— 7X« shaded stctient of Nortfum Ontario appvox- 
 imattly indicate the parts of the Province as yet 
 Mnsnrvejred and unexplored, aggregating ever 
 90,000,000 0/ acres, or 140,000 square miles, which 
 the S.S.M. and H.B. Railway will divide into 
 two nearly equal parts. 
 
 h .. 
 
 1 Bay, Lake Superior, via C.P.R., 128 mileii. To 
 bnto, 537 miles. From Moose River to Liverpool, 
 jojectcd from the C.P.R. at Sudbury or North Bay. 
 'the Straits 0/ Mackinete. Without this traffic no 
 lent as the most feasible route in all respects to the 
 
^ 
 
 :^^^ 
 
 N O R T 
 
 H 
 
 / 
 
 J^ ti K ^\ la*I 
 
 
 
 MAP OF THE PROVINCES OF 
 
 ONTARIO AND MANITOBA 
 
 NOTE- DISTANCKS: Missunnbie )unction to tide water at Moot* River— air line— 39 
 Winnipeg, via C.P.R., 747 miles (this may be reduced about 90 miles, by "cut of 
 England, i.ojo miles, being a few miles less than from Liverpool to New York by t 
 TRAKKIC— No considerable export traffic from the fisheriesof Hndson's Bay ca 
 railway line in that diiection can prove profttabie. The MiisanalHe route alone f 
 great Canadian tea. 
 
'^ft'euNo 
 
 H0Tt—TA4 thuUd itttimu «f N»i-th«m OntmHo mf^x- 
 imattly intUatU tk* p*rtt •/ tlu Prmdnct mt jnt 
 mtuuretytd and MHtxpUrtd, mungmtimK tvtr 
 go,ooo,ooo ofmcm, or 140,000 tfUMt mitu, wUek 
 thi S.S.M. mmd H.B. Xmilwmy vdU iMd» iSt 
 two Mtarif *gn»l Mrt*. 
 
 ei^-«ir tine— 995 milei, loatcd route estimated 940 miles. From Junction to Sault Ste. Marie, located line estimated 160 mile*. To Heron Bay, Lake Superior, via CP.R^ laS mU«». To 
 les, by "cutoffs" between Savanna and Nipigon and elsewhere). To Montreal, via C.P.R., 67s miles. To Oltowa, 555 miles. To Toronto, 537 miles. From Moosn River to Ijverpool, 
 New York by usual steamer route. The Missanabie route to Hudson's Bay from the C P.R. is, at least, ijo miles lesr than by kicated lines projected from the C.P.R. at Sudbury or North Bay. 
 udson's Bay can be permanently established over any route which does not reach the main line of waterway transit on the great lakes wtti oftkt Strait* o/Mackinme. Without tbb traffic bo 
 i« route alone fulfils these conditions requisite to financial success, and is, therefore, entitled to the first attention and aid from tba Government as the most feaabk rouu in all raspectt to the 
 
■— r 
 
 1 1 ;■ 
 
 m 
 
t (•.,»-♦ 
 
 ■■:imglm 
 
SHOWING SECTION OF NORTHERN ONTARIO 
 
 CONTAINING 
 
 The Shortest Line for Railioav Connection 
 
 WITH 
 
 HUDSONS BAY 
 
 To accompany W. A. Charlton's Report as Special Provincial Commissioner 
 
 18Q7 
 
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 C. p. R. Station, Mishanabik, Ont. 
 
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 #^■■>V^-* *i!r. : . 
 
 
 
 M1S8ANABIB, Ont. 
 
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 CaXOE UfSED FOR (.OfiVEVINCJ ExrKI>ITI()N. 
 
 Divide Between St. Lawrence and Hudson Basins. 
 
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 GoiNC DOWN FIRST R.\I'1I>S IlKLOW BkINSWICK Po.ST. 
 
 Albany Kapids on Moose River. 
 
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On the MooHf; Rivek. 
 
 Portage obstructed by Timber "Wind Fall. ' 
 
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CoN.iiKiNt; Falls, Moose River. 
 
 Guides polinu canoe up Albany Rapids, Moose River. 
 
SouNDiNo Falls on Moose River. 
 
 On the Moose River. 
 
B.. ,. ._■ ^1^'vvi' ■ vaaia 
 
CaMI' ON LoNti PORTAOE. 
 
 Chasm on Moose River, Long Portage. 
 
p)i.i 1."'" •I'WIPP^'?^^*!^!^^??^!*!^ 
 
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North End of Long Portage. 
 
 Moose River, below Long Portage. 
 

 

 APPENDIX 
 
 SUPPLEMENTARY REPORT 
 
 IW CHARLES T. IIAKVEY, ESQ., C.E. 
 
 'M Victoria Stkekj', 
 
 Toronto, Nov. ;{Oth. 1H97. 
 
 W. A. Charlton, Estj.. M P.P., Special Coiamwsioner, Etc., Lynedoch, Ont 
 
 Dear Sir, — Your counnunication of tlu; 2()th of November came duly to 
 hand, and I beg to say in re})ly that 1 sliall endeavor to re.spond to the rocjutst 
 therein contained \>y presentin;^- sucli facts as have come to my knowledge hear- 
 ing upon the subject referred to. 
 
 To consider tlie (juestions in the onh'i- in which they appear in your com- 
 munication, namely : 
 
 First. — " The clmractcr and prdSpeclN of Itijitre trade httiveen lludsoiis Bai/ 
 and the viain line oj railmays panning through the Province." 
 
 The trarfic thus designated should be divided into four classes. 
 
 1. That created by conveying tlu; products of the Hudson Bay region south- 
 ward to, or through, Ontario, 
 
 2. That of bringing merchandise and supplies northward from, or through, 
 Ontario for consumption in Hudson Bay industries. 
 
 3. That coming from beyond Hu<lson Bay and by utilizing its waterway 
 passing to or through Ontario. 
 
 4. That passing to or through Ontario via the waterway of Hudsons Bay to 
 regions beyond. 
 
 The first class mentioned must primarily result from the sea fisheries. The 
 whale fisheries heretofore exclusively carriecl on by New Kn<iland will be trans- 
 ferred to Ontario, and the whaling nsndezvous at Marble Island v ill be aban<lon(>d 
 l)ecause steamers wintering at Moose River can reach the sanw ground .several 
 weeks earlier. 
 
 The most experienced and successful whaling captain formerly in the trade 
 who has spent seventeen years at Marble Island or in " Hoe's Welcome " Straits, 
 estimates that tin; profits of tlu^ trade if prosecuted from a railway terminal 
 in Ontario would be .'52;")(),01)() a year. ( )th(;r masters of whaling vessels, one of 
 whom has his naTue ai)pen(led to one of tlu; principal straits in tlu; Bay, corrobor- 
 ates this view. The Dominion Government, when the new route is available, can 
 with gieat advantai^es intervene and regulate the annual catch, so that the 
 whaling industry would be increased from year to year and these valuable mam- 
 mals protticted from extermination. 
 
 The 'right' whales, which are worth from $10,000 to S20,000 each, pass 
 from Hudsons Bay by the inland channels to the Gulf of Bothnia, and thence to 
 the Arctic Ocean, and vice verna. One of my informants captured five of them in 
 Hudson's Bay in a single season, and estimated that he saw 150 passing north, 
 through the whaling grounds which they frjquent but for a few weeks in each 
 spring. 
 
 [11] 
 
 ritl 
 
12 
 
 
 For fiii'tluT data relatiu",' to thin industry refiTeiice win Im; had to tlie l.'oport 
 of the Dominion (lOVcrnnicnt'H expedition to Hudsons Hay under Lieut. Oonlou 
 in \HHH, pat^'cs (iO-l-2-.S. 
 
 Another .sea in(histiy which will concentrate at the nio.st scnithern railway 
 ttiriniiial on James Bay is salmon tiHhin<>;. Salnxni abound in all the watt^rs flow- 
 ing into the sea in that retfion. The rivers emptyini;- into Ungava Bay are 
 especially [)roliHc in salmon. Their home also extends to all the j/reat rivers 
 emptyin^f on tlu' east (toast of the northern sea. 
 
 Taking all of this .salmon-hreeding territory into account it is safe to say that 
 it equals in extent and piobaMy in productiveness that of British Columbia, 
 where tlie exports of salmon have risen from zero in !<SN()toaii annual cash value 
 t.at the. ftnli'vics of over four millions of dollars 
 
 The estimate that one million o\' <lollars would scjon, afcer railway facilitieH 
 reached these shores, be paid out ainuially at Ontario's seai)ort for .salmon alone 
 is undoubtedly a safe one. 
 
 That other tisheries would a(l«l to this income is equally certain. The Globe 
 of the I'Uh itistaiit contains a repoil of an interview with the distinguished 
 scientist, Dr. Robert Bell, who has exploiHMl that region more than any other 
 living man, and in which the following occurs : — 
 
 " Speaking of the fishes of those waters Dr. J Jell said that about thirty species 
 " were already known to occur in Hiidson Strait or Bay oi- in the waters fallinff 
 "into them. They include the cod, the connnon .salmon, Hearne's salmon, sea 
 •'trout, speckled and grey trout, halibut, the large wdiite fish, herring white-fi.sh, 
 " capeling (the food of the cod) a sjiecies of eel, a ti.sh like the whiting, jackHsh, 
 " pickerel, pike-perch a.;d other.s. Back's grayling, the most beantiful of fishes, 
 •'is common in sonie of the streams (m tlie western side of the Bay. One or two 
 "trials for cod in deep water in one part of Hudson Bay di<l not prove anything. 
 " Dr. Bell had seen fair-sized cod caught neai- Foi't Get)rge in James' Bay." 
 
 There is another fishery resource which has never as yet been bro'ight to 
 public notice. Tliere Ijeing no obstruction to the pa.ssage of fish from the Arctic 
 Ocean to (Jreat Slav(> Lake, the latter in the s{)ring season is swarming with a 
 distinct species of sahnon known by the Lulian name of Iconnu, th '. supply of 
 which is practically ine.xhaii.stible, to say nothing of other food fishes ndiich 
 abound in tliose waters. 
 
 When the short railway portage to connect the same with Hudstais Bay via 
 Chestertield hilet is completed, the cheapness of conveyance by the nearly all 
 water route will inevitably bring these food jtroducts to Ontario's seaport for a 
 market, and will render it one of the greatest, if not the mo.st important centre 
 for the <listrd)Ution of fishing vahies on this continent. 
 
 The customeis for .such prcnlucts are at picsent found mainly in the Uiiited 
 States, and the streams of money which nuist be returned to Ontario for these 
 exports wdll rapi<ily reach to enormous amounts, from tlie fact that tliere are 
 about thirty millions of ])eople living in a zone which can receive sea food from 
 Ontario's sea coast when it has adequate railway facilities to supply the demand, 
 cheaperand quickei- thati from any other .soui'ce. The conniierce thus established 
 will be as expansive and reliable as that in breadstuff's. 
 
 The commercial laws which will govern this traffic will be noticed under 
 another caption. 
 
 Next in importance are the mining resources of Hudsons Bay, of these Dr. 
 Bell said in the interview just quoted that nearly all the economic minerals 
 
13 
 
 existed aloii;^ tlic sliorcs oF Hiidsons Bay. The pi't'doininiitinj^ iidnfial was iron 
 ore, wViioh wa-; t<> Itc t'oniid in vast dcfiosits it) various localities conti^jjunns to the 
 sea 
 
 The tjuestion of tlicii' commercial value*, of course, depends eliietly upon the 
 cost of their transit to a coiumrreial mai'kt^t. and thivse conditions catniot be satis- 
 factorily aseco'taincd until a, railvva\- to these shores renders further iiivesti;^ation 
 upon a praetiea.! hi(.>i.s possihlc. 
 
 other 
 
 
 KoUKSTUY IMioDUcrs. 
 
 A third source of tiatKc exists in the products of the foivst-^. North of the 
 Canadian F^acitic Uaihvay the tindier isof medium ^lowth, of which my ohserva- 
 tion leads ine to estimate thaf fifty \><y cent, is ])oplar of two lejidinj;' varieties. 
 twenty-five percent, of spruce and twenty-hvc yer cent, tamarack, white cedar 
 and oth((r varieties of little value. 
 
 The (establishment of pulp mills at the watei- powers aloni;- the i-iver, will, no 
 doubt, follow the advent of i-ailway comnnjuication throueh the vall(\v iin(J atlord 
 a means of utilizin;^' the ]iulp woods so abundant in that r(>nion. 
 
 To what extent agiicultural de\"elopment will follow is not ci^rtain. hi 
 places wht;re clearines have been made, as at the abandoned Hudsons Hay Com- 
 pany landing opposite Brunswick Lake, luitritious cattle era.sses grow luxuriantly 
 and give promise of a develo|)ment of dairy j)i-oducts when cheap access to that 
 region is obtainable. 
 
 The section of the loute located south from the (.'anadian Pacific Railway to 
 Sault Ste. Marie I found to be, so far as examined, a district with (piit<; dissinular 
 characteristics, especiall3' for one hundred miles north of the St. Mary's river, 
 which 1 visited in company with the then president of the com]mny who traversed 
 its entini distance to the ( '. |>. \{, 
 
 These farming lands are as a rule e<puil to any in Ontario. Tliey are uuiinly 
 covered with a heavy growth of hard wood timber, comprising mapk^ and beach 
 to the extent of fully sixty per cent. Twenty per cent additional is in soft 
 woods, as cedar, balsam and hendock, while the remainder is sprtice interspersed 
 with Norway pine and white pine. The ground has a deep rich soil whicli can 
 sustain a large fanning popidation. 
 
 Where farms have been established under intelligent management the yield 
 in cereals and in root crops is phenondnal. Timothy, or herd grass, is found 
 above the height of a full sized man. 
 
 The best farms are as yet located nt^ar the lin(^ of watei- communication, as 
 at Coulais Bay, where is clainu'd to V)e the most piotitable cranberry farm in 
 Ontario. 
 
 A very intelligent farmei' residing there niformed me that after prospecting 
 through the northern States from Michii>an to Montana he had .selected a farm 
 near the Ooulais lliver, and inteiideil to make that his future home, having 
 already cleared U|i enough to give hiui a satisfactory sup[)ort. 
 
 The building of a railway from Sault Ste. Marie to the 0. I* li. will 
 open a largcir area of the farnung land than any other route of th(! same 
 length in northei-n Ontario, and its coniu'C.tion with the section of railway 
 to tlie great sm will create such a reliable market for farm product; to 
 supply the fishing industries, that the sc^ttletnent of the j)resent wildernti.ss will 
 
1 + 
 
 i 't-- 
 
 
 II 
 
 li<5 i'}i))i(] .iiiil idilwav trartir corri'spninliiij^Iv iiicrciscd, /nm-uhil fh*' f'urttier can 
 
 •laiiLr II i>riijil I It r'lfii /•! Ill/ Ihe, I'lml fur rnlt i.i:ii,lion b;/ xelJii'iJ tin' fitn-Ht (/nywih (lit 
 fasi (iH remoi'i'il. 
 
 TIk; hasin <»!' IIuiIhoiis Hay can all In; iiiadt^ tiihiitary to (Jiitaiio whoii it can 
 offt'-r tlic cliraiM'st railway connection witli its nnvitfalil" Wiitcrs. Tin's it can do 
 l)y the Moose Uivci- valley I'oute to the railwiiy system of (,'anaila at Missanabie, 
 and with the <;reat lake waterway at Sault Ste. Mai-ie. The same result will 
 follow in res|iect to the vast Mncken/.ie I'iver hnsin if ejisy transit vmw \)v. esta- 
 idishod between ("h(!stertield lnl(;t and .Slast; liake. The niost reliable inforniu- 
 fcion as to the natnre of this nmlertakin;;' is furnished by the well known cnjj^iin^er, 
 Mr. .1. W. Tyrrell, wjio. whih' in the employ of the Dominion (loveinment during 
 sevei'al years of exploration and scientific examinatioMs on the northern coastn of 
 Kxidsons IJay, jxissed over a })ortion of the " <livid(! " btitween Hudsons Ba}'^ and 
 Slave Lake, and is the oidy (jngineei- known to have nmde any examination of 
 that vicinity. 
 
 In a letter fiom him to mystdt". dated Septendter t)th, 1897, tin; following 
 sentences occui- : 
 
 "In regard to llud.M>u's Bay and your proposed route via its waters to the 
 '• famous mining <lislricts of northern Canada permit mt; to say that 1 have spent 
 ''thiee seasons in the region in (piestion and have crossed the wat«!rs of the Bay 
 " in \arious directions five times. 
 
 ■' The nctrthwest arm of Hudsons Hay. known as (Jhestertield is a deep fiord, 
 " extending foi- about two hundred miles to the westward into the interior of the 
 "country. For a further distance of .seventy miles Baker Lake still furnishes a 
 " channel f(»i- ileep seaiiavigation. whilst Mowing into this Lake from the we.st- 
 " w^ard ther(! is a huge stieam called the Telzoo River, navigable for a long dis- 
 " tance by river boats. 
 
 " From the head of Hakei- Lake westerly to the na\ igable waters of the 
 " (Jreat Slave Lake system the distance is only about one hundred and sixty miles, 
 "and so fai' as 1 could see in })assing through the district, no untisual difficulties 
 " wouhl be met, with in the construction of a I'ailroad. 
 
 ' At one place where a large river joins the Telzoo from the westward great 
 "quantities of drift wood were found, much of it being of large <linienHions, prov- 
 " ing the existcaice of a foi-est district u])on this branch not far di.stant. The 
 " timber of this forest must be of the greatest value in constructing a railway 
 " across the 'divide,' "" 
 
 This warrants tim conclusion that an easy ami short railway connection 
 with those waters can be readily built at a modei-ate cost. Th(i significance of 
 this to the connnercial and indu,strial interests of Ontario is too vast to be easily 
 grasi»ed. 
 
 It means that the grain, cattle, Uunljer and minerals east of the Rocky 
 Mountains and north of latitude 50, as far east as the fSOtli meiidian of longitude 
 will .seek an eastern market through Hud.sons Bay, of which Ontario can possess 
 the commercial centre. 
 
 It also renders it cei'tain that meichandise am be transported frotn Ontario 
 (,o the greater part of that region cheaper than from the Pacific coast, which will 
 largely i ule out competition from the United States, notwithstanding the great 
 preparations being made by the latter to secure the same. 
 
 To elaborate the details of this result would require too nnich space, but the 
 following extracts from a communication published in the Toronto "Globe" may 
 be quoted. 
 

 15 
 
 " To the Editor of the Globe : 
 
 "Sill, — I lej^faiil the coiumunications in your Inst Saturday's issue discussing 
 the means of access to the Klondike "fold fields as containing: statements of the 
 iitmost momtmt to the business interests of Toronto, and only wish that they 
 were made more conspicuous and placed in juxtaposition for easy reference by 
 your readers and were all accompanied by a map indicating their <4eographical 
 importance clearly and fully. 
 
 " The first is a statement on pat,'e 5 of the relative distance from Toronto to 
 the Kloiidii<e ^oU\ n-gions by two roates, one by way of the C. P. R. to 
 Kdmonton, and thence to the Athabasca River and via. that stream and 
 its outflow to the mouth of the Mackenzie River; the other between the 
 same last-mentioned point and our city via the new proposed route to the Ontario 
 sea coast, and thence 1)V steamer in Hudsons Ray to the northwestern extremity 
 of tidewatej- in Ciiesterfiekl Inlet and with a portage railway to deep water in 
 Great Slave Lake whence steamers can proceed to the Mackenzie River and 
 follow it to the sea without any break in an ample channel all the way. 
 
 " The eompari.son shows that the Athabasca River route is 000 miles longer 
 from Toronto, and has 2,402 miles of railway transit, 551 miles of river transit, 
 nnd 250 miles of deep water lake transit with six trans-shipmeits, against 970 
 miles of railway transit and 1,700 miles of deep sea transi*^ /ith no river navi- 
 gation, and but three trans-shipments by the Ontario sea coast route. 
 
 " The conclusion is evidently well founded that passengers can be transported 
 by the Ontario line in one-third less time and cost, and freight at two-thirds less 
 rate between the same points. 
 
 This is a revelation of Toronto's vantage ground, rendering a vast and rich 
 territory conmiercially tributory by the new route, which may be considered one 
 of the most important announcements yet made in its history. 
 
 Toronto, August 10. J. W. Lan'omuir. 
 
 The area of the territoiy north of latitude oO to be thus made ti'ibutary to 
 Ontario as will be seen by the accompanying diagram is larger than all of Europe 
 excluding Russia, and exceeds that of the continent of Australia. 
 
 The report of the Senate Ccmimission publi.shed by the Dominion Govern- 
 ment in 1SS8, ccmtains abundant evidence that the natural industrial resources of 
 northwest (Canada are varied and inmiense, and only wait the advent of a resident 
 population to give them immediate commercial importance. That official state- 
 ment of these conditions is the best possible answer to paragraphs three and four 
 of the points upon which information is desired. 
 
 Passing on to the next point on which you desire information, namely : 
 
 As to the extent to which Government did in solicited for the aforesaid Com- 
 pany. — I can only refer to a statement pi'epared by the directors the present year, 
 in which it is [)ro])osed that for the portion of i-ailway in Ontario the Province 
 grant ten sections of land and S3,000 in money per mile. The Dominion has 
 !B7,50() ii^ money and twenty sections of land per mile already authorized as a 
 bonus to ;thi' first i-ailway reaching Hudson's Bay. The portage railway, further 
 north and west will, of course, be .solely aided by the Doininion. 
 
 As to the next statement yon sugoest, namely : — 
 
 A co'iiipurison with other proposed routes to Hudson's Bay as to distance ; 
 estimated, cost, and competitive iraffic, mention will be briefly made of the follow- 
 ing facts ; — 
 
 I 
 
 »i(i' 
 
ii; 
 
 >> \ 
 
 The must eustorn route proposed is an t'xteiision ot the Lake St. .lohii Kail- 
 way from (^liifl)t'C. Tlic ilistatice in an air line is stated by Mr. Sullivan, Knifi- 
 n(u;r and Inspector of Survcysol" that Province;, to l)e '172 miles. Allo\vin(f til'teen 
 per cent, for curves, about i'M miles should be estimated as the aetual ilistanee. 
 This add<'tl to tin- existing- i!H miles wouM make tbcMlistaiiee ti> a eonunereial 
 outlet 02 1 miles. 
 
 The total ofKcial returns show tli<' cost of tlie poilion ah'eady built to have 
 be(Ui <»v(;r forty-eiirlit thousand ilollars |)er mile, includin;^' Hfty-one miles of branch 
 lines. Foi- the main line up to liSDo, tlie Donnnion Government had paid a bonus 
 of .1i'l,()()2,()()(), or about ?.-.,-J()() p.-r mile ; the Pioviner of (Quebec, i?2,()n(),r)0(). or 
 over *10,})()() per mile, and th.- City of (Quebec, i?4(i2,0()0, or nearly #2,500 per 
 mile, not countini"; branches. 'I'he a;jtf rebate of Government aid is therefore aliout 
 Sl<S,(iOO p(;r mile of main line. At this rate it would cost to ext(;nd thi; same to 
 Hudsons Bay S20,()40,()00, of which S7.!)H.S,00(> would be the proportion of Gov- 
 (irnment subsidies. 
 
 The geographical direction of this route; will evidently r«;nder exj)ortation of 
 Hshery products over it luiprotitable undei' any circumstances, Jleuce its u.seful- 
 ness as an avt^nue to Hudsons Bay would be of little account, and its investnit^nt 
 qualities would remain as poor as ever. (See note). 
 
 The next western route, heretofore promoted, is that from North Bay, on 
 the; C P. R., to M<)os(( P^ictory. for which a cc^rporation was organized, and its 
 prospectus ])ublished in liS(S4 , a copy of which, with map attachfid, is now 
 before me. 
 
 The line as shown on said map, is J-JTo miles long, with the west end ot" Lake 
 Abbitibi as a central point. T,> this should be ailded fifteen i)er ccsnt. for curves, 
 which would make the actual construction, distance 430 miles, and from Toronto 
 to Moose Factory, by this i-oute, (i54 miles. 
 
 Recently another charter has been obtained for a route from Sudbury to 
 Lake AbVntibi, and thenct; to Moose Factory, and a con.solidation of the owner- 
 ship of both interests is undei'stood to have taken place. 
 
 The features of each are essentially the same, except tha' ' he more westeily 
 route is n^ported as traversing .some valuable pineries near the .southern end, but 
 this is probably more than counterbalanced by having its line projected over a 
 very rough country wher«! no main watercour.se can he followed (see notcj with 
 many interfei'ing lakes to cause a serious lengthening of its line, which will 
 probabljr not be less than the other. an<l may be considerably more 
 
 For purposes of comparison both of these routes may be considered as essen- 
 tially alike, (except that the Sudbury route will with pn^sent connectioi; idd 
 seventy-nine miles to the distan(;e via the other to Toronto. 
 
 There remains but one more projected Hudsons Bay routi- to be considered, 
 namely, that fi-om Winnipeg northward to Fort Churchill (that to York Factory 
 near the mouth of the Nelsem having been abandoned because of the impossibility 
 of obtaining a harbor there). ' ' ■ . , 
 
 This route will be about 800 miles long when constructed. Foi- the first 800 
 mile:! it will pass between competing lake waterways, which will be cheaper 
 
 (Notk). The ejiniings of this line, a.s now (jpenitud, wuru ro ported to (« tveriniiont. (See 
 Report of 1H!>.5) jis !?1(>4,;{12.97. Operating expenses ^ir»7,7H7.2'2. leaving a net of $6,1.75,75, 
 or ^27.17 l)er mile ff»r repairs, etc., etc. 
 
 (Notk). Vide. ]to])(»rt of Provincial Surveyor engaj^ed in locating the line between the dis- 
 tricts of Algonia and Nipissing for 132 miles north of the ('. P. R. during 1896. 
 
• St. .luhii Kail- 
 Sullivan, Kiiifi- 
 J lowing fil'tiM'u 
 ictual distaiKM'. 
 () a (roiiiiiit^rciul 
 
 \y hiiilt to liavet 
 miles ot" braiK^h 
 111 paid a bonus 
 ■, *-2,()9(),r)0(), or 
 arlv #2,500 \)<iv 
 therefore aln)Ut 
 ind the sanio to 
 )ortion of (Jov- 
 
 • fX[)ortation of 
 euce its useful- 
 its iiiv(>stinent 
 
 Nortii l>ay, on 
 aiiized, and its 
 ached, is now 
 
 'st en<l of Lake 
 :ent. for curves, 
 1 from 'roroi\to 
 
 )ni Sudbury to 
 of the owner- 
 more westei iy 
 thern end, but 
 •ojected over a 
 (see uotej with 
 le, wliicli will 
 
 dereii as csson- 
 iinnectioi; add 
 
 be considered, 
 
 York Factory 
 
 e impossibility 
 
 n- the Hrst 800 
 nil be cheaper 
 
 )vi'niiiient. (See 
 not of !^6,:.75,76, 
 
 ! between the dis- 
 
 8. 
 
 17 
 
 frei«;lit cuiriers. Kor rbe remainder it must tra\erse a \ery rou;^li eianitry with 
 lar^e ri\ors U> cross, and liiialK reach a port over (iOO miles north of Moose Fac- 
 tory, with all the ailxei^e climat ie conditions uhicb that implies I'o aid this the 
 h -minion (io\ernmenl proposed to coid'ei- a land <;rant of twenty sections to the 
 nnle, an<l later on a cash bonus of about $10,()<)(> per iidle, but the project is still 
 in abeyance, with stupendous ditlicidties coid'rontine- it. 
 
 To all of these proposed ronte> one most serious objection a] (pert a ins. They ai'e 
 not on lines to atlord exjiorl facilities for the main lishei-y inilustry of the Hud- 
 sons Bay refjion, hence they cannot prove payinij investments, or present stron;;' 
 fdainis for <;ov<'rnnient aid. 
 
 On the other hand, the Moose iliver routi' from Hudsons l^ay is the shortes, 
 and easiest one to Sanlt Ste. Marie, the ;;i-eatest and cheapest t ransjiortation 
 centre on this Continent, if not in the world. Frei<iht has ruled thert; the past 
 season at twenty cents per ton ' up "' for a l.OOO miles carriage, an«l from sixty to 
 eiehty cents " down.' 
 
 The e.\])ort trade ol' Hudsons liay nnist from ti.\ed coiinm-i-cial laws .seek its 
 main outlet there. It is easy to <lemonstrate that a ton of Hsh bound for the 
 lake jMirts of the I'liited States would be worth less at Toroid(.i than it would be 
 at Hudsons Bay with an option to shi]t via a direct line to the " Soii," Jn tlu- 
 matter of shippini^' freie^ht and passenj^eis fioni Toronto to Hud.sons Bay and 
 beyond, the ('. I*. R. could ationl to join in otferino- ipiicker time and lower rates 
 to Moose Factoi'V via .Mis.sanabie than coidd be atfordeil by a direct route if l>uilt 
 between the two places. 
 
 A remarkable feature of the .Vlissanabie line is that but 122 nuhrsof air line, 
 or addini; fifteen ]>er cent, for curves. 142 miles oi' actual line only, is required, to 
 extend th<' railway system of ('anada to navioable waters lea<lin^ into Hudsons 
 Bay. About 100 additional miles over (j. i*. li. to Heron Bay will complete a 
 portaj^e railway between a waterway of the jjjreat sea and of the oreat lakes, 
 or '0)0 miles in all, fifh jt' pi'r cent, of tin' smne (i/re<idt/ huili. 
 
 From Thkse Fact,s the Ff»LLOwiNo Comparison rs 0)Mpilki). 
 
 Distances from udoufuble initem ronnecflnff ii-'Uh Hiidtiotis Buy to txistiity 
 
 Railways. 
 
 From Fort ("hurchill to ('. I*. R. at Winnipeg, Manitoba 750 Miles. 
 
 From Rupert River to L. St. 1., or Quebec R. R., at L. St. 
 
 dohn Quebec 887 " 
 
 From Moose Kiver to C. P. R. and (1. T. at North Ba\-, ( )ntario 385 " 
 
 From '• " " " •' Sudburv ' '• 380 " 
 
 From " " ■' " " Misflanabie " 122 
 
 (From tide watei" to Missanabie 23t) miles.) 
 
 In the fortgoing table no allowance is made for curves in tlie .several rail- 
 way lines to avoi<l lakes, rivers, deep cuttings and embank nu-nts. These are 
 estimated at fifteen per ceid. on all the routes e.xcept the Miasanibie, wdiich fol- 
 lowing one river v^alley where no lakes or mountain ranges are to be encoiuitered 
 will not exceed live per cent, probably. 
 
I.s 
 
 
 riiilcr tilis nilr tilt' ilistaiicc III' acliinl iifw railway lulu' iniill uii ilir scNciiil 
 lilH'H will III' as lullows: — 
 
 Fiiit ( 'liuicliill to Wimiiiic;; Mdi Milr-. 
 
 Ilu|i'it Ki\i'r to LalNt' St. .lolm 44"» 
 
 Moo.M lli\i'r to North Hay 44.'! 
 
 Moosf liivcr to SiKlhiiry 4.*J7 
 
 MouHc Kivt-r (o Missiiiialii"' .... \'2X 
 
 (Tiilc walri- to .Mis.saiialii(' 2')\ inilfs.) 
 
 I 
 
 li 
 
 .'■- 
 
 Dishnur t'vnm, (irciil [jiiJci's or SI . Lairre/nvc liiri'rlit ffn rujiihli ir<(/«'/'.>"- 
 ConncctlTKi iv'itli JIailsim's lin/f. 
 
 \ia Lake St. .loliu lly. to <^)iu'lii'c, (i'2l iiiilt'.s. 
 
 \'ia North l>ay to Alndnia, near ( iforyiaii Hay, (i<>4 iiiilo; 'roioiito. (i;")!l milrs. 
 
 \'ia Siulliiiiy to Alffoiiia, '^'2'} miles; T(»ronto. 7'^'*^ miles. 
 
 \'ia Missaiialiif to Heron Hay. 242 miles : Saiilt Ste .Marie, ;>{)"! miles. 
 
 \'ia \\'iiini|iet;' to Kort William. 1.2*2(i miles. 
 
 These tattles demoustl'ate ahsoluteh' till' SlUierioi'itv III' the .Missiiiiahie Hue 
 
 tti Ihidsoiis Hay. 
 
 ilesjieetiriL;' the qiiei-y !'■ to suhsidies heretot'oie ui\rn liy ^(i\ iriimeiil , 
 whether Domiiiioii, or Hroviiioial. or municipal in aid ol' ])i'oj)o.sed railwiiv lines 
 which may lie utilized in ivachinf;' Hudson's liay the records show : 
 
 That to the Lake St. .)«ihn railway 81M,()0() per mile in money has lieiu 
 jiaid as heretofore stated. To the North Hay route ."?:i,()0() |iei- mile lias lieen 
 autliorized as ])rovincial aid. lait not earned. 
 
 'I'll the railway lietween North Hay and ( Ii'axenhurst 81 2.000 per mile in 
 n\one\' was paid hy the Dominion j.^'o\ crnment. 
 
 For the I'ort Arthur and Hainy Lake railway .S:|,()00 |)er mile from Ontario 
 and 8(i,40n per mile in money from the Dominion were voted the pi'eseiit year. 
 
 The ("anadiau Pacitic i-ailway owes its existence to liberal yox frnmentaJ aid, 
 which the otHoial return.s .sliow to liave been i?i')."i,!*()4,7o4.0! in money. Also 
 2G. 772,800 acres of land alonf;' the route t]iron;;h the " yrain belt' west of 
 ( )ntario, the products of which are now beintj' exported in enormous (jiiantities. 
 
 If the.se ainiiunts are divided by the leiiifth of the main line of railway 
 from Moutieal to Vancouver, 2,!tO(i miles, tlie average appears at o\ cr Slil.OO i iu 
 money, and i»,200 acres of land per mile. 
 
 The present year a Dominion ^rant of Si 1,000 per mile in money and a 
 urant liy the Piovince of British Columbia of about 20,000 acres of land per 
 mile has been Ije.stowod upon the "Crow's Nest I'ass '" extensiun of this railway 
 system. 
 
 These pieceiU'Uts are submitted as waiTantiuij the expectation of aid, u|ion 
 the scale mentioned, fo thin s/iort line to Hudson's Bay. 
 
 ' ' Most I'voiii'incvt I'roriniuil Benefits J'ossih/i . ' 
 
 There are two most promini-nt intertists of the Hro\ ince of Ontario whicli 
 can be promoted liy the buildinij ol' the iiroposed short railway conutiction with 
 Hudson's Bay to an immense extent not otherwise po.ssible. ,..,- . ^ 
 
 One of the.se is its Lantled Jnh'rcsis and the othei its (Join mfrclttl fntc.irsls. 
 
till' scvcrnl 
 
 w 
 
 \\r^. 
 
 Wtih'rn 
 
 I, (if)!! unit's. 
 
 Ililrs. 
 
 ;;ili;iliii' lilU' 
 
 ;ii\ cllllin 111 , 
 lilwiiy lilies 
 
 y has liiiii 
 «■ has lit't'ii 
 
 ])i'i' mill' in 
 
 oiii Ontario 
 >('(il yt'ar. 
 
 iiit'Uta] aid, 
 
 )nt'y. Also 
 
 It"' west 1)1' 
 
 (Hiaiititit'S. 
 
 of la i I way 
 S1!>.<K) ' in 
 
 mey and a 
 of land [ht 
 his railway 
 
 if aid. npon 
 
 tario whicli 
 lection with 
 
 J'rorincitd Lmxl Ivtnr.sts. 
 
 Tt is well known that in liS7() the province was a\var<led a clear title to the 
 si'ctioiiof its pr sent tenitoi'y lyiny; nortli of tlie " hei<;ht of lan<l " pi-eviously 
 chiiiiieil hy thi' Dominion and coverine- an ai'ea (tf aiionl ninety niillions of acres 
 oi" janil, and that durinn the hc.oi'c of years since the award no niateiial incrcas«« 
 of value or of population has occurred in the annexed district. 
 
 If a proposition can Ix* siihstantiated that h'ss than one-tenth of that area, 
 iiiclinline- a section of similar wilfh-rne.ss adjoinin;;' on the .soiitliern slope of the 
 hei'ilit ot land " can be so managed as to increa.s(' tlie marketa'jle value of that 
 oiie-teiith of the Provincial Crown Lands ten millions of dollars within ten years 
 woulil the same lie ap])rdved liy }»ulilic sentiment in the province ii'respecti\e of 
 political or local atiiliations ' 
 
 .\ test is suggested as practicahle on the i'ollowine- lines of procedure : — 
 
 licl the Province offer as a premium to the I'oi'poratioii which irill lirsl huild 
 a railway thronifli the annexed district fi-oni the Canadian Pacitic laihvav to Und- 
 son's Bay on the shortest and must i)racticahle line every alternat(! township in 
 the l.st and "Jiid tica-s oi' e(|uivalent i)Uantity of land on each side ( if such line, 
 reserving s|ieciti('d pine timhei- and mineral rights therei!i, with the privilege of 
 sultstMpieiit ly continuing such line mainly throiiLih like wilderiie.s.s lands for a 
 ..imilar land allotment pi"o rata per mile in the unsin-vt'yed portion of the <listri(;ts 
 of .Mgoma or Nipissing to the yrcat lake waterway. I""i\ the piici' of Crown 
 Lands ill the townships adjoining the railway line at ."?2.()() per acre, and of those 
 in the townships in the next two tiers at $1.5<i and #1.00 per acre respectively, 
 withdrawing free grant privileges within the three tiers of townships next to 
 the railwav whili' continuiui'' them on those bevonil that limit. 
 
 When each lownship is made subject to sale, have the choice of location 
 exerciseil by the highest bidder. After the railway has been built for tivt; years 
 till' company to be reipiired to sell Hve per cent, of its lan<ls not iieces,sary for 
 railway pm-po.ses each year, when such |)er centage is to become subject to 
 taxation. 
 
 Ap] living this .system to the route covered l)y the charter of the Missanabio 
 Koiite i-ailway, and estimating the total distance at 400 miles, namely, 'liyO miles 
 north of the C P. R. and 150 miles south of the same, the reserved C'rown 
 Lanils in the first, or nearest, tiei* of townshi])s would be (J6.q townships, or 
 l,.5'}(t.()00 acres, averaging within three miles of a railway line valued at S2.0() 
 per acre, amounting to $.'>,072,000, and in the next tier ()()H townships, or L5:i(i,- 
 000 acres, averaging within nine miles of the railway, at Sl..')() per acre, 
 amounting to S-2,o04,000, and in the third tier LS-S.', town.siiips, or :i,072,000 
 acres, averaging within Hfteen miles of the railway, at SI. 00, amounting to 
 S;},O72,00O, making a total of ?jS, 448,000 for the .same lands that ari' now offered 
 at fifty cents per acre and also as free grants to actvl settlers, without attract- 
 ing the latter, and much less purcha.sers to any consi cable extent. Hut to the 
 al)()ve total should be added tbe .sale of timber and mining rights at the estimated 
 average of :?200,000 a year for ten years, or S2,0()0,000. which, ad<led to the land 
 values, pi-e.sents a total of Sl(),44«,o6o to be derived from <).21().0()0 acres of land, 
 inchidino: oiu'-third, or ;:},072,0OO acres, <rranted as a lu-emium for constructinji' 
 and operating the railway. 
 
 Jt is easy to prove that this is an inider estimate of the advantages to accrue 
 to the provincial landed interests as a whole from the ailvent of the propo,sed 
 railwav. 
 
20 
 
 ;r 
 
 The htMM'tits aic only fstiinati'd for a wifltli of tlinc tow ii.slii]).s on oach 
 side, wliilf tlif saiiit' will actually cxtt'inl fur an avfrai^f ut" n\ oy fifty niilfs witlnmt 
 inclufjiii;;' llic sea coast ami river viciiiayr which it will ii'mlrr acccssiMc 
 
 The Provincial yovcnnncut will tind the railway capital ainost energetic 
 ai^ency in pr »inotinij imlustrial interestHuf all kinds which can Im; made tributary 
 to the railway traflic. and thus hasten the de\ elopmeirt of the provincial res(airces 
 now hidden in a \ast wilderness. The [,rovision leipiirii';; a lixeil ;;>nnial ditninu 
 tinn of its landed holdin;rs will terminate the same within an avcra<re of fifteen 
 years and dissipate all feais of a " land monopoly" 
 
 (Jiihiriip's dnmni yrtiil. 1 iili'r«'nfn. 
 
 If the proposition should tie sulmdtted to the husiness men of Outario that 
 n]»on an ai'rau;it>ment with the l'ro\ iuciaj jj;overnmcnt for a money oi- credit 
 advance of not exceediiij^f from five to ten per cent, of the ])idlils which will 
 result to the province from the enhancement of tJrown Land values as shewn in 
 the piecedine- proposition, as a premium fia- a special expeditinij and extension 
 of the railway facilities and connections rendered po.ssil)le Ky extraordinary 
 efforts at constiucti«)n pro^m-ss on the shorti'st route from the ( '. P. R. to Hud- 
 son's Itay, and across the ■divide" fi'om that sea to navi^ahle waters in the 
 .Mackenzie hasin, a territiuy larger than the whole of Europe (aitside of llussia, 
 containing the richest and most extensive mining; rcLfious in the worhl, as wcdl as 
 millions of .s(|nai'e ni'les of arable lands where wheat can be. most jiroHtably 
 produced, can be mad'' commercially tributary to Ontaiio for all time, or luitil 
 water c()ur.ses cease to be the cheapest means of transportation, and c(ai.se(]uently 
 addin;^' mdlions annually to the commerce of its chief cities, would thero be 
 hesitaticai and cav ilinif about memoi'ializiiie' the <,fo\ernment to arran<ie for such 
 ad\ances on liVjeral terms :' This is no idle (|Uestion Bepoiid all doubt such a 
 po.ssibilitv waits Ujjon ( )ntai'io"s decision at the (-[(tse of IS97. 
 
 'i'he accom|)anyine- ma]) shows how Kurope can l)e laid over ('anada west of 
 Hud.son's Hay and within the watersheds of tlie Hay and the two ijreat rivcM-s of 
 the noi'th west with a wide mai'i,nn of surplus space. 
 
 The dotted lini's show that pca'tion of the Dominion which must become 
 conunorcially tril)utary to the nreat sea of ("anada when suitable railway con- 
 nections are made and that the same is more that twice the art>a of Kurope as 
 tims pr()portione(|. 
 
 It is not iieccssarv to secure attention to this roijion foi' me to set forth facts 
 relatine- to its prosj)ectivc resources, because as you an.' well aware, the attention 
 of tlie ci\ilized world is now fastened upon it witli an intensity never e(|ualledin 
 the history of the human race. Kxpeditions are pre|)arine; to slart for its " Kl 
 Dorado's " in the comine- spring- from all parts of the fjlobe estimated to mnidter 
 from one (|uai'tei' to one third million of men. 
 
 Tran.sit lines are advertising to con\ey them to the valh^ys of the Mackenzie 
 and the Yukon via Kdmonton in the NorHi West Territories and by the vai-ious 
 passes thi-oueh the mountains on the Pacific coast, while not a solitary passenger 
 is booked to go l>y the Ontai io route which nature has ])rovide(l, and wdiich is 
 primaril}" better than any other to the main portions of tlu' mijiing territory in 
 Korth Westei'u L'anada. " , , 
 
 A few months of energetic pioneering route work will sutHce to change these 
 condition- and open up comiections via Ontario which would make Toronto the 
 headqnarter.s foi- the out-fitting of parties lx)und to the Klondike and intennediate 
 

 ships 
 
 (111 t'!irh 
 
 iiii1<' 
 •ssilil 
 
 s witliout 
 
 IIIOHt 
 
 iiad*- 
 
 t'lior^a'tic 
 trihutiiry 
 
 iiciiil 
 
 irsonrci's 
 
 '.MIlUJI 
 
 •ayv 
 
 1 iliiiiiiiii 
 
 )!' fiftrcll 
 
 I" Oil 
 
 tarid tliat 
 
 )llfV 
 
 or civdit 
 
 ts w 
 
 liicli will 
 
 (\S MS 
 
 slicwii ill 
 
 nn<l 
 
 extension 
 
 extiaonlinarv 
 . F. 11. to Hnrl- 
 
 waters in tJie 
 side dl" llussia, 
 )rl<l. as \\(>ll as 
 lost proHtalily 
 time, or until 
 
 I consequently 
 ould there he 
 ran^'e for such 
 
 II (louht such a 
 
 'anada west of 
 (fivat rivers of 
 
 must liecoiiie 
 
 e railway (ton- 
 
 oi Kiiropi! as 
 
 set forth facts 
 ', the attention 
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 irt for its " Kl 
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 the Mackenzie 
 b)- the various 
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 :,o cliange thes(^ 
 ;e Toronto the 
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 continent of 
 in the por- 
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 Bay 
 

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 ng actual proportions of area of the continent of 
 
 Europe, minus Russia, when duplicated in the por- | 
 
 
 tion of Canada commercially tributary to the 
 
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 New Transit Route via Hudson's Bay 
 
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 and Ontario's Sea Port. 
 
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21 
 
 mining locations, and leaA miners seeking to retni'n to tlie older countries with 
 their "dust" and ' nuggets " to come tliis way, to be followed l)y freighting 
 faciliti(^s wliicli will eoneentiut*' commerce at Ontario's new sea poi't, and its 
 governmental, financial, Miid nianufactui'ing (Japitol to an extent not now dreamed 
 of 1)\ its most sanguine husinii.ss men. 
 
 The methods to ohtain this end ai'e veiy simple and nee<l not involve a 
 ditlliU' of net I'lovincial iiidi-litedness. 
 
 With the j)olicy of the land developing .system above mentioned adopted, let 
 the (ioverinnent ap[ii'opriate from its shiire of the increased marketable value of 
 the railway I'onte lands snthcient to (jtler the railway Cftnipjiny a ])i'emium of 
 Sl,000per mih; for the route from the < MMI. to the navigable waters of the 
 Moose River if it will open a road lietween these two points so that a regular 
 mail route can !)e established by horse conveyance thereon not later than during 
 the month of May next l)y which mails can be taken fiom the cars to the st(>am- 
 lioat within twenty four hours tinn'. Add to tliat the offer of a premium of a like 
 junount for the extension of tht; road to tide water .it the mouth of the Moose 
 ltiv(>i' provided the t'oniiiany will ai-range with the Hudson hay (.<' Yukon Rail- 
 way an<l Navigation Company (chai'tered \)y the Dominion at its last session) to 
 open a mail road acro.ss the divide between the navigable waters of Hudsons Bay 
 iind (ireat Slave Lake \ia ( 'hestei'tield Inlet during the month of .Inly next by 
 which mail can be trans|)orteil between the same within sixty hours, and weekly 
 trips made l)y mail .steamers between tlu> "divide' Jind loi-t Simpsim on the 
 Macktfuzie River and mIso between the " divide " and Moose River in Ontario. 
 This done and ISltS will s(;e ( )ntario s commercial sui)ri'macy e.stalilished over 
 northwestern ( 'anada. 
 
 It cannot be doubted tluit from Fort Simpson ms a radial point a mail route 
 will be established by the Dominion (iovernment on the natural route u]) the 
 Jjiard River, and aci'oss the ili\ide of eighty miles to Teslin Lake at the head 
 waters of the Yukon and where a junction can be made with all the Pacific coast 
 routes to the Kloii'like, also another with the head waters of the Felly River 
 where the "divide " is less than ten miles. 
 
 And also the most important on<.' down the .Mackenzie River to the Peel 
 River, and thence across the fifty nnle " divide" to the Porcupine branch ..f the 
 Yukon and thence to the Klondike by a route entirely within ( 'anadian territory. 
 
 With the mails of these routes concentrated at Fort Simjxson they can b(> 
 taken thence to Toronto in nine days in 1M9(S witli the time gradually re 1 need 
 to nearly half that time in the next year or two. 
 
 Space will not permit of n)aking comparisons Vi ith other routes but th«» 
 superiority of this will a])]ii'ai- in a still stronger light foi' a winter i-oute as 
 st(!amers can nni on Hudsuns Lay all winter, and good roads and railways will 
 be progressi\oly opeiicd I'or winter use thence to Fort Simpstai astrjivel increases 
 in the near futurr. 
 
 If the ()ntario go\-ernment will oHei- an additional prenuum for opening the 
 railway from th.' ( '. P. K. to tide water in bs^litof $2,000 per mile ))ayable oiit of 
 sales of t'l'own Lands along tln'rout"' I have no doubt that that residt will be 
 a.ssured and if the credit of the ('om]jany can be aided as to plerlging its lands 
 for construction ea|iital south of thf ( '. P. R. that transit extension can be mater- 
 ially hastened. 
 
 The problem of terndnal railway facilities at the mouth of the Moose lliver 
 will re<piire to Ih- (lealt with soon altei' the line is opeiu'd to that point. 
 
\E 
 
 r2 
 
 At ])re.st'i)t tlu'fc is uhout Kve feet of water over tlic l)ar at low ti<le, with a 
 tidal risi" of! fi-oni i'i<-lit to ten fcttt. A pivliiniiuuy survey made hy tliin (.'ompaiis 
 before my comiection with it, shows that tlu> railway iilust l)e tiiianced with a 
 iarg»' rcsei-vt" for harbor and dock bniidiiio' (sxpemlitni-es, itefore hir^e oei'uii 
 steamers ean<;aiii suitabh' access to the railway terminus, but ti\- ou-eful manao-e- 
 meufc the coast wise steamer service can l)e commenced without ilelay to connect 
 with the Missanal)ie route whether operatetl by steamers on the lovvei- rivri' 
 siM'tion, or by throtiifh trains. 
 
 The overshadowing importance of the subject (Unbraced in this conununica- 
 tion will J trust he deemed as wairantinj;' its lennth, which is much mort! than 1 
 anticipated at its commencement. 
 
 \'ery res[(('ctfully yours. 
 
 ■ 
 
 CHAS. T. HARVEV, Chief Kncjineer, 
 Sault Ste.Marie \- Hudson's Bay Railway Co., an(i 
 Hudson's Bay and Vukoji Ibiilways \: Navi-^ation (\> 
 
 I' >S. — i enclose two maps which may he of ,sci\ ice for reb'icnee, and with 
 permission for their use in connection with your Repf)i't should xou so ilesir-. 
 
 i! 
 
 
 II 
 
le, with ;i 
 CJunipiUiy 
 id with a 
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 I coniu'et 
 
 WW livrl' 
 
 miiumca- 
 )ri' than I 
 
 yo., ami 
 nation (^1 
 
 and with 
 li>sii'.'.