v^, ,%. ^ nO'. IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I 11.25 l^|Z8 125 i50 ^^^ MI^^B ij£ y^ |22 m U ill 1.6 6" -■ P /a e /a /A '^ °m Photographic Sdences Corporation 23 WfST P*yklN . '^REET W'ia'ifER, N.Y. 14580 (7»ft) 8'2>503 v •s^ \ \ r> <^^^^\^\ 4s. % CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques C Technical and Bibliographic Notes/Notes techniques et bibliographiques The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. D D D D D D Coloured covers/ Couverture de couieur I I Covers damaged/ Couverture endommagte Covers restored and/or laminated/ Couverture restaur^ et/ou peilicul6e □ Cover title missing/ Le titre de couverture manque I I Coloured maps/ Cartes gdographiques en couieur Coloured init (i.e. other than blue or black)/ Encre de couieur (i.e. autre que bleue ou noire) □ Coloured plates and/or illustrations/ Planches et/ou illustrations en couieur Bound with other material/ Reli6 avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La re iiure serrde peut causer de I'ombre ou de la distortion le long de la marge intirieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certalnes pages blanches ajouttes lors d'une restauration apparaissent dans le texte, mais, lorsque cela Atait possible, ces pages n'ont pas 6t6 filmtes. 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Tl to Tl P< o1 fil Oi bi th si) ot fir si« or T^ sh Til wl Ml dif en be rig rei m< This item is filmed at the reduction ratio checked below/ Ce document est fllmA au taux de reduction indiquA ci-dessous. 10X 14X 18X 22X 26X 30X J 12X 16X 20X 24X 28X 32X ■liili Th« copy filmad har* has b««n raproducad thanks to tha ganarosity of: Library Division Provincial Archives of British Columbia L'axamplaira film* fut raproduit grica A la g^nArosit* da: Library Division Provincial Archives of British Columbia Tha imagas appaaring hara ara tha bast quality possibia considaring tha condition and iagibility of tha original copy and in kaaping with tha filming contract spacifications. Las imagas suivantas ont M4 raproduitas avac la plus grand soin, compta tanu da la condition at da la nattati da l'axamplaira film*, at an conformity avac las conditions du contrat da filmaga. Original copias in printad papar covars ara filmad baginning with tha front covar and anding on tha last paga with a printad or illustratad impras- sion. or tha back covar whan appropr^ata. All othar original copias ara filmad baginning on tha first paga with a printad or illustratad impras- sion, and anding on tha last paga with a printad or illustratad imprassion. Las axamplairas originaux dont la couvartura an papiar ast imprimAa sont filmto 9n commandant par la pramiar plat at un tarminant soit par la darnlAra paga qui comporta una amprainta d'imprassion ou d'illustration, soit par la sacond plat, salon la cas. Tous las autras axampr jiras originaux sont filmis an commandant par la pramiAra paga qui comporta una amprainta d'imprassion ou d'illustration at an tarminant par la darnidra paga qui comporta una talla amprainta. Tha last racordad frame on aach microficha shall contain tha symbol ^^> (moaning "CON- TINUED "). or tha symbol Y (moaning "END "). whichavar applias. Un das symbolas suivants apparaitra sur la darniira imaga da chaqua microficha, salon la cas: la symbola — •« signifia "A SUIVRE ". la symbola V signifia "FIN". Maps, platas, charts, ate, may ba filmad at diffarant reduction ratios. Thosa too larga to ba entirely included in one exposure ara filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartas, planches, tableaux, etc.. peuvent Atre filmis A des taux da reduction diffirents. Lorsque le document est trop grand pour Atre reproduit en un soul clich*. il est film* * partir da I'angia sup*rieur gauche, de gauche * droite, et de haut an bas. an prenant la nombre d'imagas n*cessaira. Les diagrammas suivants illustrent la m*thode. 1 2 3 32X 1 2 3 4 5 6 Jl ) ♦ The Manitobax. [§^2. 151 Tlie Watepwajrg of tt^e .Nopth- .;• .) ■ west. ) 1 ;;■. (h'lir the Maintohan.) BY HE three H. N. KUTTAX, C.E. ^ HE three chief rivers of North ; JL America, east of the Rocky moun- tains, are : (1) The Mississippi, drainage area 1,244,000 square miles. (2). The St. Lawrence, drainage area 51,0,000 square miles. (3). The Nelson, drainage area 480,- 000 square miles, It is proposed at present to consider tlie two last named in connection with the facilities which they atforc^, for the transportation of the surplus grain of the Noi'lhwest to the seaboard and to Eui-ope. Chicago may be taken as the principal head of navigation on the St. Lawrence and Winnipeg on the Nelson route. The fail way haul from the great wheat producing area of the continent, to Ohicago, may be stated at 1,000 miles, and to Winnipeg at 200 miles The distance from Ohicago to the head of oceHii navigation at Montreal is 1,260 miles, anid from Winnipeg to the head of oc^n navift&tion at York is 660 miles. 'Montreal id distance from Liverpool 3^225 tniles and from York to Liverpool is 2,966 miles. Inland Navi- OceiiitNavi> Total gation. gation. miles. ChlioagO to Liverpool.. I,te0 3,885 4,485 Wini#cff to Liverpool. 660 2,006 8.686 /The total distance from the centre of the wheat area to Liverpool is: Via QJhicagO'5,4&5 miles ; via Winnipeg 3,826 miles. The saving in distance by the iSelson route being 1,659 miles, maide up as follows : ttailway, 800 miles ; jnland navigation, 600 miles ; ocean navigation, 269 miles; tOtHl, 1,659 tnie.j. In vi^w of the above facts it is certain- ly won h while to look ca> efully into the practical que -tions affecting the navi- gUtioD .Vfth^r Nelson routu, and if the atfficulties titd ^ such as can be reariily oViirt!ome, thfe early adoption of that i^tej'for the great bulk of the export and import trade of centriil 'Noitk Auierica is f^ssurfd. , ^m; ,, It is ,|iot ; considered necessB^f hore to answer the statement, that is always made when the Hudson's Bay route is mentioned. '"That it is impossible to navigate Hudson's straits." It should, in the absence of any proof to the contrary, be sufficient that one of the most practical officers of the navy. Captain, now Admiral Markham, after a personal examination, has reported strongly in favor of the contention that the navigation of HuH'^on'e straits, is comm^rci«lly practicable. • m, In Hudson's Bay, between the strftits and the mouth of the Nelson, there are no difficulties as Dr. Bell says, in speak- ing of the bay, "It is open all thf^ year round." ' Lake Winnipeg, at the bottom of a basin which, during the glacial period,had its outlet to the south, now^ receives the- drainage from an area extending from the head waters of the Mississippi and, the height of land west of Lake Superior to- the summit of the Rocky Mountains; and from the watershed of the Missouii to those of the Athabaska and Churuhill Rivers. This immense drainage ar^a • of some 480,000 square mil«>s, had its outlet through the Nelson River into Hud on'» Bay. A short distance to the east of the Nel- son and close to it is the Hayes River. The H^yes rises about 28 miles from th& Nelson at the outlet of Lake Winnipeg^ an<> 98.97 Via Winnipeg. . . 8.82« 287 170 4.00 The rates used in the above statement of list are : Railway rate per ton, mile '(X)5 Lake " " " -0015 •Canal " " " 003 Ocean 0006 Present western rates are higher than the above, but in making the comparison it is of eourse necessary to use the same rate for both The rates of speed from which time in liours is computed are : Rail, including stops, mile* per hour, 15 ; Canbl and river, 10 ; Lakes and ocean, 15. By reducingthe time anddistancds to the equivalent number of round trips which <;an Ite made in a season from Chicago and Winnipeg to Liverpool ; it is found that from Chicago seven find one-half round trips are possible and fr^an Winni- peg eight round trips are possible. That the Hudson's strait may not open at the &i me time as the inland navigation, or that they may not be open as long each season, which i « taking the worst possible view of the case, does not materially affect the value of the route, because it will in any event be necessary to elevate the grain at the ocean terminus. Thestraits Are open a sufficient length of time for all ; practical purposes. The Dominion Gov- ■ernment and th^ Winnipeg «fe Hudson's Bay Railway Co. have demonstrated that fact in the interest, and to the satisfac- tion of the latter, and the railway, which has been corar.:enced,'will be in operation to York or Churchill it is expected, in a yea*- or two. It is certain that within the A< xt de- 163721 cade the quantity of wheat for export from the Canadian Northwest and the ad- joining states of the Union, will reach 200.000,000 bushel'. This wheat can be delivered at Winni- peg with an averat^e rail haul of about 200 miles, as against 1.000 miles to Chicago, the difference in favor of Winnipeg being equivalent to a saving of 12 cents per bushel or in round figures $24,000,000; add to this a savins of $1 per ton to Liv- erpool via the Hudson's Bay route, and the outgoing freight alone, shows a sav- ing of $30,000,000 per annum in favor of that route. By applying the above rates to the distances of the St. Xjawrence route via Port Arthur or Duluth, it will be found that the Winnipeg and Hudson's Bay route is much sup^Hor in point of time, distance and cost ; in fact that it is the natural outlet and highway from VVeetevTi North America to Europe. As to whether the Nelson or Hayes route is the most favorable, or which is the,., best point on the Bay for an ocean terminus, it is not intended to express an opinion. The object of this article will be at- tained if it has thrown any light upon' th« subject which will show the practi- cability and great importance of that Hudson's Bay route. ' ' (ALL RIOHTg RIMIRVRD.] The Shadow of a Wrong. BY ALIWAL NORTH. 44 (For the Manitoban.) I KNOW you will y/^e jhim, dear ; / every one lik«6 Be#tie." The^ / speaker wasya lady of middle' age an4 anyone within rangejof her voice' could not fail to detilct the maternal love and pride with whi^'h she pi;unounced the name.ot her son /Her listener made no answ«»r to the refbark, hef silence being hardly noticed /by her