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I ' I.nnpUnfff ffV'.sY 7X) 'n'"' (.'rrfTiHivh If^v *,l^ " f HWf« .'v>l ^is '^^■■ I' »(<■/! 6l5 SHEWING _L^ TTT T-^~\" OhOTO Li^M BY THt ei'^^WD Lilc CO MONTREAL 1% ,•■''■ i -.-? •- ■"fff^A i%hse •***■-»,;?« viflAW.".--' • *«e>S':.'^'K~:- ■"*■*' ?-4«»rS^e^:' v-m^. T A NEW ROUTE FROM EUROPE TO THS \mm\ OF HoRTH America WITH A OESCBIPTION OT HUDSON'S BIT AND STRAITS. /ssutJ by the Nelson Valley Railway and Transportation Comfany^ Montreal, MONTREAL- PRINTED BY JOHN LOVELL & SON. 1881. t ■.trit.->U*,tr :rj^ii/$^^i^'^ d:n?|fl: r 1 ■"' ' 1 < ^:. 4 [ *fT7^ihH^ *:.fif-,n*T* ifTiifllinfimtnr^ 196 53 4 I / < I / > .■•S'.«?tWia.* THE NELSON VAIIKV RAiLV. AV ant. TRANSPORTATION C()^!PAN^' IN'(^Hi;i'uK\\TK') i:; VIC. CHAP. 57. 1SS(». BOAHT) C/F PKOVISIOXAL DIHKCTORS. .' I ! Chairman ; The Rv\. THOS. KVAN. Sk.natok, Moxjkeal. Thk Hon-. .lOHN HAMII/r(»X.SKN\T()i;, - - Mc.ntreal. ALKX. MrHKAY, Ks(^, I'l-c.^iilont Cutiiuiu Shipiiin^ Co., Montkkal. PETER KEDl'ATH, E>y.. Muimr Hou.so, Cl.l^elhiu^t. I,ovm(.n. GEO. A. DKUMMOXl), Est^. President Canada .Suiritr Retiiiinj: Cmniianv. - . . . . Movthkal. Dl'XCAX MACAKTHCi;, E.M^. Manager Merdiant., Bank otCanada, WivsiPKO. ALFRED BRUWX. E.-. UFFU'i-; : NO. 39 ST. FKAXrOLs XAVihil ST, .MONTREAL. V catti fair Stat( th; III Ch ceiiln over inii m; VVIi unii.so wliichl unset I pany " s ►.W»lJut 500,000 square miles, or more than half that of the Mediter- ranean Sea. The drainage basin of Hudson's Bay measures about 2,100 miles from east to west, and 1,500 miles from north to south, and its whole area is not far from 3,000,000 square miles. It extends from the Rocky Mountains nearly to Lake Superior, and southward far into the United States. The above figures will give some idea of the importance of the subject about to be referred to. It is true that part of the region draining into Hudson's Bay is barren and unfit for the abode of civilized man, yet vast tracts possess a very fertile soil, and a climate suitable for the growth of all kinds of cereals and root crops. Tho whole region is interspersed with almost innumerable beautiful lakes, many of them of great size. It is also traversed by great rivers affording long stretches of navi- gable water. The eastern shore of Hudson's Bay is generally high and rocky, its western side is mostly low, with muddy shores and level land stretching far into the interior. The shores of the southern prolongation, James' Bay, are all low, with level land to the west and south, and rocky ground to the east. iH^ ttiM i*t>c;;'.ac •i»i'»^n-ii|»}«f Hudson's Bay may be doscribod as a shallow soa whon we consider its ^reat extent, but the depth of vvuler is very uniform, and it is singularly free from shoals, reefs or other impediments to navi<^ation over the greater part of its extent. The avora^^e depth of the bay is abok^t seventy fathoms, while that of Hudson's Straits is from 150 to 300 fathoms, Besidoa innumerable small streams, about thirty rivers of considerable size flow into Hudson's Bay. The lon<^ost of those on the east side has a course of about 500 miles. A number of lar^o rivers flow from the east, south and west into the southern part of James' Bay. Of those the Moose is a mile wide for some distance up, but is too shallow for large vessels. The Nelson, on the west side, is the longest of all the rivers of Hudson's Bay. It is the great trunk river which discharges all the waters which have gathered into Lake Winnipeg from every point of the com])ass, and has a volume equal to about four times that of the Ottawa at the capital of the Dominion. Its length is about 400 miles, in which distance it has a descent of 710 feet from the surface of Lake Winnipeg. If we add the length of the Saskatchewan to that of the Nelson we shall have a total of 1,300 miles from the source of the former in the Rockj" Mountains to the mouth of the latter on Hudson's Bay. The Churchill, which ranks next to the Nelson in point of volume, has its sourco between the Saskatchewan and the MoKenzie, and in its course of several hundred miles it flows through a succession of large lakes, between which are many fine falls and cascades. It is considerably larger than the Rhine, and its water is as clear and bright as that of the St. Lawrence. In Hudson's Straits the spring tides have a rise and fall of about forty feet and neaps of about thirty. The area of the Bay is so much greater than that of the openings con- necting it with the ocean that its tides are considerablj'' lower. In passing up the west coast, they decrease from fifteen feet of spring tide at York Factory to nine or ten ►:•>?';<:< t^«!*^^ I i feet at Moose Factory, at the head of James' Bay. On the eoBt cor..:t tides arc still lower. The straits vary in breadth from forty-five to one hundred miles, and are about 500 miles in length. The tides are estimated to have a swing of about twenty miles, and the currents both ways are necessarily pretty strong. The effect of this on drifting ice when any is present is very important, causing it to open out and move about constantly, 80 that a steam vessel would be very little im))eded in passing the Straits. It should, however, bo here mentioned that vessels often sail through without encountering any ice. The delays which sometimes occur to sailing ships are due to what is called drift or pan ice by the Newfoundland sealers, and which seems to be most common in July, being apparently set free by the heat of the spring in the channels to the north-west of the Bay and Straits. The Bay itself is, of course, open all winter with the exception of a narrow margin around the shore. The ice which forms here is, however, thin, and disappears in the spring, being dissolved by the heat of the sun. It is doubtful if the ice sets fast completely across the Straits, oven in the middle of winter, their width, depth and the strength of the tidal currents tending to prevent it from doing so. At all events, it is probable that the Straits would be found comparatively unobstructed early in the spring before the pan ice of the more northern latitudes comes down. In the popular mind tliere is a rather indefinite idea of the geography and conditions of these regions, and much of the prejudice which exists in refierenco to Hudson's Bay and Sti'aits may be due to confounding them with Davis' Straits and the Labrador coast, which are much encumbered with ice. It appears that the principal danger to be apprehended in passing from the ocean into Hudson's Bay is in crossing the stream of ice which floats past the entrance to Hudson's Straits at certain seasons. Once througli this the naviga^ tion westward is said to be comparatively easy. Besides the main entrance, there is, however, another to the north- ;S^iB?«b«.^r^!iUf;:4*'$♦f4*v.^^:-H0-^-; . ■ w; ! a>yn>.* t ;n»r{}tnyiat;t« i»m'ti'i'ii Wi f 8 ward around the back of Resolution Island, and a third on the oppoeite side, south of the Button Islands. Ships have already passed throutrh both of these, and their existence, as a means by which stenmships could avoid the drifting ice, may yet prove of considenibio importance. Navigators find it best to enter the Straits in the fair way, but after gaining a certain distance, they keep near the north side, where it is found that the current runs regularly and the ebb tides are weakest. Both shores are high and bold, with deep water in all i)arts. The Straits and the groat body of the Bay are remarkably free from sunken r jcks, reefs or shoals. In connection with a description of the route from the centre of North America to Europe by way of Hudson's Bay, it may be proper to glance at some of the resources of the Bay itself, and of the country immediately surrounding it. The trade in furs has been the principal business hitherto carried on in this part of the world, but other articles have also been exported in comparatively small quantities. These embrace oil, whalebone, feathers, and skins of porpoises and seals. The report of the United States Commissioners of fish and fisheries for 1875-76 states that, during eleven years preceding 1874, about fifty voyages were known to have been made by whaling vessels from New lilngland to Hudson's Bay, and their returns amounted to at least 81,371,000. Some of the vessels had gone back repeatedly, showing that the business had been very pro- fitable. It is still carried on, but no returns of a more recent date than the above a.e at hand. Large whales are found in considerable numbers in north-western parts of the Bay, and the white porpoise is very abundant around all the shores. Several species of seals are also plentiful at certain seasons. Very little is known in regard to the fish resources of Hudson's Bay and Straits. The cod not being regarded as an article of commerce in these regions, and as the few nations who frequent the shores never attempt the sea I i 3trti;tri'4?^.a|j»;rti w ,*?u\ i :f i i i i t > : > : - i - 10 3f«iiH«. tionH of ^old, Rilvei*, copjior and inolyhdonum havo boon re- corded at diffbrerit [)oiril.H on the EaHtrnain Coast. J)r. Boll of tlio (Jeolo^ieal Survey has found valiiahio depoMitn of galena at Richmond fJulf, and inexha«istil»lo qnantilioH of rich mani^aT\if'eronH iron ores on the Nastapoka Islands on the east side. Lar^o qnantitins of iron ])3'riteH and sheet mica are reported to occur in the north-western part of the Bay, and of ])Iumba/^'o on th" north side of the Straits. A Bj'Htcniatic search for minerals on some parts of these coasts would no doubt bo rewarded l)y valuable discoveries. Wo now come to consider the practicability of tho navi- gation of Hudson's Straits and Bay i\n' tho ordinary ])ur- poses of commerce. And, first, wo must premise that, while tho experience of sailing vessels in tho past cannot bo taken as evidence of what may bo accom])lishod by propei'ly ooltrios, what may wo export a» possible to he done in order to Hecure the carr3in^ business of a continent ? The hmd is hit(h and hold all alon^^ both sides of Fliidson's Straits, withd(!ep water near tlic shores. In ])la('os it risoa to a height of 1,000 feet and upwards, iramwiiately overlook- ing the shore. A few sii^nal stations could bo placed upon these heights so as to command a view of the entire surface of the watei'. By moans of the tolei^raph between those stations they could bo onabUvl to communicate to vessels the ])osition of driflin/^ ice when any was present, which TTiii^ht, in tho absence of such information, interfere with their movements. It is believed that steam vosnoIs would thus be able to jiass through the Straits without diltiuulty durini^a sufficiently lont^ period of tho year. The len^^th of tho season durini^ which it is possil)Io to navigate Hudson's Straits by steamships is utdj)o.sed. Moose Factory is south of London, so that a groat part of the Bay lies in tho same latitudes as the British Islands. It is sufficiently far removed from tho cold ocean current, which passes down tho oast coast of America, to oscaj)o its prejudicial infli'^ncc ; while the region on tho west side of tho Bay l)egins to enjoy the benefit of the moderate climate of the great Norlh-West Territories of Canada. Al Martin's Falls, on tho Albany River, a record of tho weather extend- ing continuously over fifty years shows tho open season to last for six months, Tho dates of tho opening and freezing of Hayes' Jiiver at York Factory have been piosorvod for fifty-two years, and the average period of open water is there found to bo rather more than six months. Nelson iiivor. which is much larger, remains open for a considerably longer time each year. l—rtJrrn-Tfliinnn ,?a^^n-^^-.^ff nWKlJ CT: 12 Tho ships of tho HudHon'w Hay (company, having to mako only ono voya^o a yonr, nuturnlly ehooHo tho noason moHt convonictjt for thomsolvoM. 'Mio Now Knylatid whnloiH pans in and out of tho Hay at other Hoasons. 'I hoy no doubt carry on a Hiiccossfiil and profitahlo buf^inoss, but it appears to be ditllcult to ol)tain infonnatioti in this quarter in ro^^ard to the navigation of the Straits, as tho parties interested wish to retain tho advantages of their exporienco for (heir own benefit. Messrs. .job Bros. & ('o., prorninont merchants of St. John's, Newfoundhmd, writin/^ in reply to an etujuiry from VV. N. Fairbanks, Esq., of Emerson, Manitoba, state that they havo no doubt of tho practicabi- lit}' of navi/^atin/^ tho Straits and Hay with proper steamors lli insido in from wix to oi^lit IhthoniM, with oxcidlont li(ddini^ j^roiuul. The ojiHt nido nttords the beHt HJto for the construrtion of wharves. A point on tho west side apju^ars as if forriiod hy naturu lo cotninand tho ontranco (othe rivor. and upon tluM the Hudson's Hay ('ompany, about tho middlo of last century, orootod Fort l*rinany have shown that the average duration of the voyage of a sailing ship from York Factory to London is four weeks, or to the Land's End about three weeks. From Churchill, the time required would be a little less. ;^w'«*it;wji>uw;;-;tr-' •5-H^>.-^;rt-sHri;'.«ir;'t~THtJSfi» 16 If the grain crop of the North-West cannot be sent to Europe via Hudson's Bay the yeur it is harvested, neither can it be by the St. Lawrence ; and if sent by rail to Halifax, St. John or New York, the price which could be paid for the grain would necessarily be so low that it could with more profit be stored in elevators and exported the next summer by way of Churchill. Owing to the coldness of the climate, there would be no risk of damage to the grain by thus storing it over winter. Even should grain in the North- vVest prairie country always bring lower prices than in the older provinces of Canada, it may still be grown at greater profit, owing to the saving of years of time and the great labor necessary to clear the land of timber in the latter; and, as Colonel Dennis remarked in his pamphlet : " Should there prove to be even a four months navigation on this (Hudson's Bay) route, and especially should such period extend sufficiently into the fall to permit of moving to market the preceding harvest, it would be difficult indeed to take an over-sanguine view of the future of the magniticent territories now lying dormant in the North-West.' The comparatively new business of exporting live stock to Europe may in future be K.rgely carried on in the North- West, but, in order that this may be successfully accom- plisheH. an easy route to the seaboard is almost indispen- sable. The great system of inland navigation formed by the rivers and lakes of the Winnipeg basin seem as if they had been destined by nature for earn ing down live stock to the head of the Nelson Valley, from which the animals could be driven along a common road, or carried by a com- paratively short railway to Churchill Harbor. This business, or even the export of dead meat by the cool northern route, is probably destined to give great additional value to the north-western prairies and the stock-raising country north- ward of the region in which wheat may bo grown. Apart from the difficulty as to the great distance for sending live stock to Europe through the older provinces or the United States, should any of the diseases which occasionally afflict **4H*Wf • . juj^;'»ui»saa»«b«i»'iut«i.ij*i«j r int to oither ilifpx, lid for with I next of the ain by S"orth- in the rreater > great latter ; Should on this period Mng to deed to iiificent 'e stock North- accom- dispen- Tied by if they jtock to animals acom- usiness, n route, to the Y north- Apart ing live United y afflict these animals be prevalent in these counli-ieH and not in the North-WoKt. the Ili.dson's Bay route might '-c uvailablc when all otherf< were closed. For heavy or bulky impoi-tH. the short route by lIudHon'n Bay would stand unriv;Jle' i *i';'i*ittH^i^.'i'i*7Hf*m 18 in Europe ovorcrowdod with redundant populations, and on the other almost uidiniited quantities of lino land ready for the plough, inviting them to come over and takepoBHension. All that Ih now wanted is a cheap and direct means of trans- portin*^ the people to the laud. By the proposed route iramiij^rants from Europe may reach their destination on the Saskatchewan or Peace River almost as soon and as cheaply as they could reach Western Ontario via Quebec, and much more cheaply and expeditiously than they could arrive in the Western States /;/« New York This independent route may also prove of value for mili- tary pur] loses. Troops have already been sent to the Red liivcr Settlement on two or three occasions by way of York Factory, traversinu^ in safety the intervening wilderness. Hy the aid of a railway from Cluuchill to the foot of Lake Winnipeg", a whole army might be transported easily and expeditiously'. Genera' Sir J. 11. Lefroy, President of the Geographical Section of the British Association, ''n his address at the Swansea meeting (1880) said: " Hudson's Bay itself cannot fail at no distant tlate to challenge more attention. Dr. Bell reports that the land is i-ising at the rale of tive to ten feet in a century', tha< is possibl)' an inch a ye:ir. Not, however, on this account will the hydrograplier notice it, but because the natural seaports of that vast interior now thrown open to settlement, Keewatin, Manitoba and other provinces un- born, must be sought there. York Factory, which is nearer Liverpool than New York, has been happily called by Prof. 11. Y. Hind the Archangel of the west. The mouth of the t.'hurchill, however, although somewhat furthci- north, olfers far superior natural advantages, and may more fitly chal- lenge the title. It will undoubtedly be the future shipping port for the agricultural products of the vast Norih-West Territory, and the route b}' which immigrants will enter the country." Sir Henry Lefroy is a well-known authority on niatt(n-s relating to these regions, having resided in the interior of the country, and being also ijersonally acquainted with Huilson's Bay, ■Vtrrri** -;M*v*i**tH*' *»•"'• d on yfor 48ion. i-ans- roiito >n the eaply much vo in r mili- \ii lied r York arness- [' Lake ly and [iphical at the ' cannot 3r. Bell ten I'eet vvever, hocauso n open ices un- neavei" )y Prof. \ of the |l), oilers ly chal- hipping ■ill- West 11 enter uthority I ill the nuainted 19 [n the spring of 1880 the Parliament of Canada granted a very liberal and comprehensive charter to the Nelson Valley Eailvvay and Transportation Company, which was ibrmeil for the purpose of opening up the Hudson's Bay route. This charter gives the (Vjmpany power to construct a railway from Churchill Harbor to the foot of Lake Winni- peg, with a branch, or continuation, south-westward to con- nect with tiie Canadian Pacilic Railway ; also power to con- struct telegra])li lines and common roads, to run steamers on the lakes and rivers and ships on the sea, together with various other privileges. During the summer of 1880 the Company sent out an engineer to run a line over the route of the proposed railway. His report and profile show the country U) be very favorable as far as tested. The whole lengtii of the lino will be about 350 miles. The ground has a general and gradual descent of 710 feet from Lake Winnipag to the sea-level, or about two feet in the mile. The Company's chief engineer and a staff of assistants arc again in the field the present summer, and it is expected that tlie preliminary survey of the whole line will be com- pleted before the close of the season, when the project will be brought before the public in a practical shape. .i''.«fisi:iriv'/'v