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"•— "^^ p— 1— -^^^p-" 
 
 ^^^^^»*PWll^ipPHH»Wli»™inWf"»»» 
 
 ^p^p^^^p^w^^»»"?w^»T^^ 
 
 REPORT 
 
 OF 
 
 MR. W. T. JENNINGS, C.E. 
 
 ON 
 
 ROUTES TO THE YUKON 
 
 PRINTED BY ORDER OF PARLIAMENT 
 
 OTTAWA 
 
 PRINTED BY S E. DAWSON, PRINTER TO THE QUEEN'S MOST 
 
 EXCELLENT MAJESTY 
 
 1898 
 
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 REPORT 
 
 OF 
 
 MR. W. T. JENNINGS, C.E. 
 
 ON 
 
 EOUTES TO THE YUKON 
 
 PRINTED BY ORDER OF PARLIAMENT 
 
 
 C)TTAWA 
 
 PRINTED BY S. E. DAWSON, PRINTER TO THE QUEEN'S MOHT 
 EXCELLENT MAJESTY 
 
 1898 
 
 J 
 
^'"'jfp^'f^^^^ ('*C^T?*'^''''i**R*"® MjKr.yiW.'.;*^?;*?? 
 
REPORT ON ROUTES TO THE YUKON. 
 
 Toronto, nth Janiuiry, 1898. 
 
 The Honourable Cliflford Sifton, 
 
 Minister of the Interior, 
 Ottawa. 
 
 Sir,— I have the honour to transmit herewith the following papers 
 relating to the exploratory work undertaken at your connnand by myself 
 and assistants late in the season of last year, over that section of the 
 country north of the Stikine River, B.C., to the Yukon, and to say that, 
 until Mr. A. B. Ross, C.E., returns, I will not be able to report further 
 on the portion of the Stikine route lying between the head of the Sheslay 
 River and the Stikine valley via the Clearwater River:— 
 
 Papers, &c.: 
 
 (i.) Statement of route followed by myself and party via the Stikine 
 
 to Teslin Lake, dated 15th December, 1897. 
 (2.) Report on the Stikine River and routes therefrom to Teshn Lake 
 
 — with plans, sections and estimate of cost. 
 
 (3.) Report on Teslin Lake and the Hootalinqua River by Saint-Cyr. 
 
 (4.) Report on the McClintock Portage between the Hootalinqua 
 
 River and Marsh Lake. , , , 
 
 (5.) Including remarks on Taku Arm and route from it via Toosliai 
 
 Lakes to White Pass, with plans. 
 (6.) Report on route from Chilkat Pass to Yukon via Nordenskiold 
 River (with plans by McArthur) and approximate estimate of 
 cost. 
 (7.) Report on route from Dyea through Chilkoot Pass to Lake 
 Bennet, and thence to Tagish Lake and Hootalinqua River, 
 with approximate estimate of cost. 
 (8.) Report on route from Skagway via White Pass, thence to Lake 
 Bennett and above route to Hootalinqua River, with approxi- 
 mate estimate of cost; also, on an alternate plan to a point on 
 Lewes River below White Horse Rapids. 
 (9.) Report on route from Taku Inlet to Teslin Lake, with approxi- 
 mate estimate of cost. 
 (10.) Memorandum of cost of prospectors' outfit. 
 (11.) do electric railway, Stikine to Teslin Lake. 
 
 (12.) do wagon road do 
 
 (13.) do packing, by mule service. 
 
 In making out approximate estimates of cost of lines over country 
 which I personally have not seen, I wish it to be fullly understood that 
 I do so from infomiation as to character of country given me by the 
 gentlemen named, and therefore by comparison and my general knowl- 
 edge of British Columbia. 
 
 I remain, sir, your obedient servant, 
 
 W. T. JENNINGS, 
 
 M. Inst. C. E. 
 
HEPOHT OF Mli. .lENNISdS 
 
 Toronto, 15th December, 1897. 
 
 The Hon. Clifford Sifton. 
 
 M mister of tlie Interior, 
 Ottawa. 
 
 Sir, — In .accordance with your desire for an interim report, covering 
 tlic examination of country made by mc for a highway or railway route 
 between the Stikinc Kiver and Teslin Lake, li.C, I iiavc the honour to 
 report that I ])rocecdc'd from Ottawa to \'ancouver, thence up thi last 
 in the (iovcrnment steamer " Ouadra " tn Wrangel. Alaska, and by a 
 small steamer from t'.ie latter point, via the River Stikine to Glenora. 
 and on by canoe for ten miles to Telegrajjh Creek at the head of steam 
 navipfation, and distant from Wrangel 130 miles, and at an elevation of 
 540 feet above sea level. 
 
 Some ten days' delay was here occasioned through various unavoid- 
 able causes arising out of the luirrird nature of the trij) and the conse- 
 (juent want of a i)rearranged plan for transport. lIowe\er. the assistants 
 and outfit having arrived, and pack animals secured, I directed Mr. A. 
 P>. Ross to proceed to Glenora and seek a pass to thf north by way of 
 .Shakes Creek or by tlie Clearwater River, in the hope of finding a 
 shorter and more direct route with a lower summit than that via Tele- 
 graph Creek. 
 
 On the 25tli September, accom])anied by Messrs. Saint-Cyr and 
 Morley Ogilvie as assistants, the journey to Teslin Lake was com- 
 menced, the course for the first 15 miles being up the Stikine trail over 
 a series of high gravel benches and easy sloping and lightly wooded 
 country to the Tahltan River, where a descent was made and the river 
 crossed (at an elevation of 600 feet), near its cf>nfluencc with the .'^tikine, 
 which occurs in a canyon with almost vertical walls of basalt. A .sharp 
 climb of 200 feet again brought us to the top level of the escarpment, 
 thence we continued over an old (Hudson's Bay Company's) trail along 
 the slopes on the left side of the Tahltan valley for 28 miles, to the 
 forks of the river, the ground passed over being generally irregular and 
 indicating in many places that clay and gravel slides were of frequent 
 occurrence, particularly about the lower portion of the valley; on the 
 contrary, the right slope, while noti so flat, is more regular and the 
 benches are of firmer material. Fi'om the forks to the divide between 
 this stream and the Koketsi River the valley expands, having a bottom 
 width of from ^ to i mile, with pine and spruce-clad hills to the south, 
 and easy hillocks and broken benches to the crest of Level Mountain, 
 a high, gravel-covered basaltic plateau extending to the north. Some 
 seven miles from the forks the course of this branch of the Tahltan 
 turns to the north and north-west, terminating in Level Mountain, and 
 where it enters the valley occurs the divide between the Tahltan and 
 Koketsi formed by the detritus brought down from Level Mountain 
 during the flood periods. This divide is almost imperceptible and that 
 it is apparent at no distant date water flowed from the North Tahltan 
 in both directions. The valley hereabouts is at an elevation of 2,200 
 feet and is covered with a healthy growth of small pine, poplar and 
 spruce. 
 
 Immediately after passing the divide. Koketsi Lake or Taku head- 
 water is reached; it is some two miles in length and one in width, the 
 shores at the eastern and western extremities of the lake being marshy; 
 on the south a mountain with easy foot slopes extends to the lakeside,^ 
 
ox fiOUTtS TO THK YUKoy. 
 
 while tlio iiortli side is bordered l)y small rock bluffs and the pravelly 
 slopes of Level Mountain. 
 
 For the next four miles the valley is from a half to one mile in width 
 (excepting at one point where a 60 feet cascade occurs in the stream) 
 with a marshy area and a small round lake in tiie middle of it; here the 
 valley now contracts somewhat and the hills descend with steeper yet 
 easy slopes. At ten miles from the divide a valley opens to the south 
 and a])pears a likely course to the Clearwater River. Three miles be- 
 yond, and in the same j^^eneral N.W'.W. course, a level area about one 
 and a half mile .scpiare, and timbered principally with cottonw(^od of 
 f?ood size is reached. Here tiie Koketsi stream and l^nj^alls Creek j<jin 
 the Sheslay, which api)arcntly heads some fifteen miles south in snow 
 and ice-cai)ped mountains, but its most easterly branch, as far as could 
 be seen, appeared to extend through low timbered country; and it is by 
 this valley I hope that my assistant, Mr. Ross, w'ill find a way to the 
 !^tikiric River. 
 
 The Sheslay is a formidable stream even at this point and flows north 
 through an open valley for fifty miles to the Inklin or Taku River, and 
 is Hanked on the west by snow moimtains. The elevation of the flat 
 land at the junction of the Sheslay and Koketsi rivers is about 1,900 
 tcet, and here the built trail tenninates. at an old Hudson';! Bay Co. 
 post called " luigalls," from thence a course (not yet worthy of the name 
 of a trail) and inade by miners and others, ascends Engalls Mountaiti to 
 the north of the flats utitil an elevation of some 1.200 feet (or 4,000 feet 
 above sea level) is readied, thence northerly it winds about for two or 
 three miles in a series of marshy depressions until open rolling country 
 some 300 ft'et lower is reached. From the high ground on Rngalls 
 Mountain a good view of the head valleys of the .Sheslay and i^ ""-de- 
 dontooya rivers was obtained and if a route by *he former proves j^rac- 
 ticable to the Stikine, a shorter route to the north will result. From 
 this high vantage point it was observed that the Doo-de-dont<jo} a 
 headed in Level Mountain, and near that of the north fork of the 
 Tahltan. in a country favourable for a route via Telegra'i<':i Creek, and 
 undoubtedly the shortest ccnirse toTesHn Lake if the Clearwater proves 
 tmfavourable. 
 
 From Fngalls .Mountain the ciiaracter of the c(juntry changes, the 
 vallev is from three to eiglit miles wide and lies in view for many miles, 
 but while it is a valley in comparison with the high flanking terrace of 
 Level Moiuitain on the east and Heart ]N Fountain valley to the west, it 
 has many isolated hills and dunes breaking the general plane of its sur- 
 face. At a distance it appears o]Vcn and grasslike, but on ap])roaching 
 one finds the surface covered with loose turf and moss, very wet and 
 unpleasant to travel through, but all on a hard bottom of gravel and 
 detritus formed by glacial and volcanic action. Three streams head in 
 this valley, viz., the Doo-de-dontooya, Matsa-tuya and the Koshin, 
 which are fed principally by streams rising in Level and Heart Mount- 
 ains. At thirty miles north from Fngalls, Koshin Lake is situated under 
 a high wooded hill which continues in ea.sy undulations to the Xahlin. 
 To tiie east of Koshin Lake a fine open flat extends for at least three 
 miles to the foot of the long, regular timbered slope of Level Mountain. 
 
 I'rom Koshin Lake to the Xahlin. tlie course of travel continues fpr 
 .some thirty-three miles along the slope on the right bank of the Koshin 
 River, through an easy country, generallv wooded with a small growth 
 of spruce, black i)ine, poplar, alder and willow, and at a general eleva- 
 
Htronr or aih. jensinhs 
 
 tiun (fallinj^' towanls the Xahlin), of from 3,600 to 300 feet in the above 
 distaiu-c. 
 
 The Nalihii is a rapid river (150 feet by 6 feet at flood) flowing in a 
 defined, {fravel-slopod valley some 1,200 feet wide and 225 feet deep. 
 Its direction from the sonrce, in Level Mountain, is f^n-iurally west for 
 thirtv-si\ miles, when it turns ai)ii|)tly to the south and so continues 
 for ei^ht miles, then a>;ain curves to the west. In its course it is fed by 
 streams from a large lake area ti ) the north ; it alst) receives the waters of 
 the Koshin, Doo-de-dontooya and the .Sheslay rivers, and, from its con- 
 fluence witli the latter it is lost in name, and onward to a junction with 
 the N'akina Kiver, it is called the Inklin; thereafter, to a point of dis- 
 charge in Taku Inlet, it is called the Taku River. 
 
 r>om the Xahlin l-Jiver northward for 4S miles the valley contracts 
 from 20 to H miles in width and has in its central sec ion a contiiuious 
 stretch of rounded Iiills all heavily timbered with spruce and i)ine, while 
 on either side in the low gromids, are many lakes and marshes; the 
 valley to the eastward being the widest and l)est for railway purposes. 
 The watershed of Teslin Lake and Taku River basins occurs only some 
 foiu- miles from the Nahlin Kiver, in the middle of a prairie dividing a 
 large lake in liie eastern valley, and at an elevation of about ^.rxx) feet 
 above sea level. 
 
 In this area the water courses observed on the slopes of the high land 
 to the east are lost in a succession of lakes and marshes extending 
 northward for 25 luiles, when finally the waters unite at the foot of 
 Iloot-so-gola Lake and thence, after tumbling over " \\'hite Swan " 
 cascades, foriu in a defined channel (200 feet by 5 feet at flood), flowing 
 north for eight miles (between gravel banks nearly 100 feet in height) 
 to the south end of Teslin Lake. Teslin Lake is from two to four miles 
 wide and 2.400 feet a!)ove sea level, and extends in a north-westerly 
 directiou for 60 miles, thence discharges by a navigable river of the 
 same name into the Lewes River at a point some too miles bevond the 
 lake. 
 
 While tile country over which the so-called trail extends between the 
 Xahlin River and Teslin Lake is not suited for railway pur|io.ses owing 
 to its undulating and elevated character, still, a good route for a trail, 
 wagon road, or railway may be had on cither side of the vallcv proper 
 (and preferably by the east side) over an easy country (with light un- 
 dulating gradients) all the way from the head of the Doo-de-dontooya 
 River. 
 
 While the whole country is covered with tufty grass, moss and occa- 
 sionally mire, and unpleasant to travel over in unseasonable weather, 
 yet a road can be inexpensively made, as the .soil is good for the pur- 
 pose tind would be ilry if relieved of its heavy blaidset of moss. 
 
 From the Xahlin River northward and to the east of the valley the 
 high ground continues in a more abruiit form and should not there be 
 called Level A fountain as some of the peaks are rugged and snow- 
 capped, while to the west the same chain of snowy peaks c<intinues from 
 the head of the Sheslay River to Teslin Lake with onlv one break, 
 where the Inklin River passes through it. 
 
 Inuiiediatcly at the south end of Tesli!i Lake and for many miles 
 down its eastern side extends an easy, gently .sloping bench; therefore, 
 a terminus can be selected at any one of various favourable points. The 
 lake for the first ten miles is river-like, with two prominent narrows, the 
 water was found (on the 15th October) to be 4 feet in depth, witli soft 
 
ON IIOUTES TO THE YUKON. 
 
 bcitt'jtn; wliilc liitjli watermark indicated 1 1 J j feet above tlic level then 
 taken, and 8 feet above an ol)scrvation made in June last. 
 
 At Teslin Lake an Indian trail from Taku Inlet terminates. One 7 
 feet by g feet lojf shanty dignified i)y the name of tlie "post " was the 
 only evidence of the advance of civilization in the locality, and it con- 
 tained but a meagre quantity of supplies. 
 
 'resliii Lake was reached on i.^th ( )ctober. I was fortunate in being" 
 al)le to at once c)btain a '' scow " boat, 22 feet long, anc' a " skiff " Ixiat 
 of smaller size, and in tlicse boats I desf)atche(l Messrs. Saint-Cyr, 
 D.I..S., and Alorley ( )gilvic, B..\,Sc., with llneo men to survey Teslin 
 Lake and its outilowing river, of the same name, to its continence with 
 the Lewes Kiver, with instructions to .Mr. t )gi!vie to part company with 
 Mr. Saint-Cyr at the portage leading to .NIcC'lintock River and Lake 
 Marsh (on tlie Skagway route) and from the point of sejiaration to 
 make a track stu'vey with copious notes of the elevations, and pliysical 
 features of tlie couiUry passed over, al.so from Lake .Marsh to proceed 
 south to Taku Arm of Tagish Lake, and contimie his survey and notes 
 frrnn a jioint where terminated bv Dr. Dawson in 1XK7. on the supposed 
 jfood route for a road to .Skagway, via White Pass, and where I pro- 
 posed to rejoin him, my intention being to return to the sea at Juneau 
 by Taku trail aiul inlet for by Taku an<1 Kattine rivers to \\\\\\ Lake, 
 &c.) as I learned that engineers, under orders from a private comi)any 
 were examining that route to Teslin Lake; however, in this T was dis- 
 appointed, as neither white or Indian packers were available, and it be- 
 ing impracticable lo take horses over the mountains so late in the 
 sea.son, I was thus forced to return to the I^^tikine River. 
 
 A?, ^Tr. Saint-Cvr's survev of Teslin Lake and river, and Mr. ( )gilvie's 
 work, as mentioned above, will foiin the snl)ject of a later reixirt, I will 
 now only mention that Teslin Lake was fonnd tf) be 60 miles long and 
 from 2 to 4 wide, generally straight and with g-ood depth of water, and 
 teeming with magnificent troni. 'IVsIin or Hootalincpia River, from 
 the north eiifl of lake continues for 25 miles (to McClintfick Portage") 
 in a generally direct N.N.W. course, and I learn by wire from .\lr. Sainl- 
 Cyr that it is wide and of ample dej^th for pa.ssage of steamers to the ■ 
 Lewes River. 
 
 The return journey was commenced on ( )ctober r4tli. over the same 
 route to the Koketsi and Tahltan divi<le. thence u]) the liillside and 
 tbrough a valley to the main or soutli fork of tlie "i'ahltan. a rapid 
 stream <So feet wide and two feet deep, and evidentlv draining a con- 
 siderable area of the high land to the south. From the trail crossing, 
 the valley of this stream extends in a soiith-westerlv direction and is 
 flanked by rolling ridge-like liills lying in a north-western direction and 
 all densely clad with a small growth of spruce and pine. 
 
 From the crossing of the Tahltan the rontc continues in a sonth- 
 easterly direction in the valley of a small stream and over easy gronnd 
 slopes and benches to Telegraph Creek divide, which is an open, straight 
 gladelikc pass from 150 to 300 yards wide, covered in the bottom, and 
 for a few hundred feet up the slopes with a coarse description of tufty 
 grass and scrub willows, growing in a west surface soil. 
 
 The elevation of the summit of this pass is 3.600 feet above sea level. 
 or 3. TOO feet higher than the Stikinc TJiver at the mouth of Telegraph 
 Creek. The flanking mountains rise some 2.000 feet higher and are 
 covered with an open growth of small spruce and willow trees, gradu- 
 ally decreasing in density and size as the timber limit is reached. 
 
8 
 
 HIiFORT OF MR. JE.\NIN0S 
 
 Some 8 iticlies of snow had fallen in the pass, and the two small lakes 
 were frozen over. From the sunnnit the course of Telegraph Creek is 
 sotxth-east. straight and gradual. About seven miles from the summit 
 the higher slopes on the north side of the Stikine valley terminate in a 
 wide benoii (with isolated hills dotting its general surface), which ex- 
 tends up the Stikine valley towards the mouth of the Tahltan and dowti 
 to (jlenora or beyond. 
 
 Telegraph Creek was cached on the 22nd October, after a continu- 
 ous journey of at least 350 miles. The weather was fine for the time of 
 year. Light rain fell on several days and two snowfalls of about 5 inches 
 each occurred, but strot'.g " Cliinook " winds soon caused it to dis- 
 appear. The temperature during night hours almost invariably fell be- 
 low freezing point, bi'» not more than 22 degrees of frost was obsen-ed 
 at any time. 
 
 On the 23rd (October I took ])assage in a canoe for Wrangel, with the 
 intention of proceeding to .'"^kagway, and on nearing the Cleai>vater 
 River was fortunate in meeting Mr. Ross, who had ju.st returned from 
 the exploration of a route up Shakes Creek and over to the Sh. Tahltan 
 head. .\ ])ass 3,850 feet high and distant 40 miles from the .Stikine 
 River was I'ound, but it is higher and the route much longer than that 
 by Telegrai)h Creek. 
 
 Mr. Ross had finished a plan and report of liis operations thus far 
 and was then ready to work u]) tlie Clearwater valley to the Sheslay 
 River, as directed. 
 
 I recpiested him to get throtigh as soon as possible, ancl, if a favour- 
 able route was found, to continue down the Sheslay or send a compe- 
 tent man to examine the .lopes of that river north to the Inklin. I 
 have since learned from Mr. Ross tliat, owing to tlie low stage of water 
 and other disturbing influerces, due to the lateness of the sea.son, he 
 was only able to advance some ten miles up the Clearwater, when he 
 decided to retrace his steps and proceed by Telegraph Creek trail to 
 Engalls, and from that point endeavour to ascend the .Sheslay valley 
 and over into that of ihe Clearwater, thence to the Stikine and liome. 
 
 The .Stikine River and its branching head waters rise in the Cassair 
 Momitains between latitudes 56° 20' ai;d 5()° 20' N. and longitudes 128" 
 and loC'j^ ^^ • The main stream and its upper feeders, the Tanzilla, 
 Tooya and Tahltan, gradually converge and eventually unite in one 
 grand watercourse within a distance of from to to 26 miles above 
 Telegraph Creek, which is at the extreme head of .steamboat naviga- 
 tion, and tlistant from the sea, at Fort Wrangel, Alaska, 150 miles. 
 
 The feeders fcxcejiting the Tooya) and main river run as a rule in 
 deep, and more <ir le.ss contracted valleys, with occasional canyon walls 
 and generally .steep lower slopes, while high undulatijig and mountain- 
 ous country form the surroundings. 
 
 From Telegraph Creek southward for some 30 miles, or to the inland 
 bonier of the Coast Rar.ge, high gravel terraces or " benches " of a 
 fairl} regular level and outline are noticeable especially on the east side 
 of the valley, while near the water level low benches are of more fre- 
 quent occurrence, greater extent and with few rocky projections on the 
 river sides. 
 
 About T r6 miles from the sea the Clearwater River, a large tributary 
 flowing through an open valley enters from the north-west. 
 
 Below the Clearwater and to within 20 miles of the sea, the general 
 course of the vallev is south, and it is from one to three miles in width. 
 
ox ROUTES TO THE YUKON. 
 
 9 
 
 but the river makes many bends and swings from side to side of it, and 
 the bottom lands are more frequently divided by sloughs or b}-channels 
 cut (during freshet seasons) through the silty and loose formation. The 
 Klootchman and Little Canyons being almost exceptional ixjints where 
 there is only one chaimel, confined between rugged but receding rock 
 walls, respectively 300 to 400 feet apart and one-third of a mile in length 
 a. the former, and 100 to 150 feet apart for three-fifths of a niile at the 
 latter. In ixjlli cases the direction of the river between the rocky shores 
 is straight. 
 
 HcIonv the Little Canyon and on to the sea tlie tfat lanrls increase in 
 extent and the by-chaimels in number and capacity. 
 
 The ( )ch-.sa-Kieen, Scud. l\jrcui)ine and Iskoot Rivers How into the 
 Stikine River from the east at varying intervals, als(j many .small 
 streams from glaciers and mountain clefts on both sides. The Lskoot 
 River, which is the largest of the tril)ntaries named, enters 35 miles 
 from the sea, and ten miles l:)elow it the .Stikine clianges direction to the 
 west, passes out through the main range of mountains and on through 
 an expansive valley to its wide delta-like mouth on the coast line, some 
 12 miles nor'h of W'rangel and in latitude 56° 40' X. and longitude 132^ 
 20' W. '['he range of mountains cleft by this river valley is principally 
 of granite rock and grand to look upon, as tlie jieaks are lofty, rugged 
 and irregulai. and some live or six large and many small glaciers are 
 yet to be seen, but with few exceptions they are " dead." The whole 
 valley and slopes to the timber limit are clothed with cotton-wood, 
 spruce and alder trees, which decrease in size and (juantity as the in- 
 terior country is reached. 
 
 The Stikine River is usually navigable for i^nverful steamboats of 
 suitable design to Clenora or Telegrapli Creek (a distance of 150 miles) 
 between the ist of May and a date sometimes well on in ( )ctober. de- 
 pendent, of course, on the openness of the season and the amount of 
 ram and snowfall. Its width varies from half a mile on the lower river 
 to 500 feet .at Telegraph Creek. The depth is generally good and the 
 channel is remarkably free from snags, simlcen rocks or boulders. At 
 Little and Klootchman Canyons (respectively 06 and 106 niles from 
 the sea) during high wal'^r periods wlien many drift trees are running, 
 it is with considerable risk that the ])assage tlimugh tiiese contracted 
 reaches are made, and delays are coir.mon, as the drift-wood is liable to 
 become foul of the rudders or wheel. The first 50 miles from the sea, 
 or to the Creat glacier, is very good water with a moderate current not 
 exceeding three miles per hnu'r, while from this point upwards the 
 chamiel becomes somewhat more tortuous and contracted, with an in- 
 creasing general rate of cmrent varying from three to eight miles per 
 hour; however, the exceptionallv swift sections are few and usually 
 not over a half mile in length. 
 
 A powerful river steamer should I)c able tf) make tlie Little Canyon 
 in one day's run from the mouth of llie river, and the dlenora or Tele- 
 graph Creek on the second day. 
 
 The sum of $3,000 could be advantageously spent in removing snags 
 and boulders, and in placing permanent cables for ns(> in the heavy 
 water, iirincipally above the Little Canyon. 
 
 I reached Wrangel on the 25th OctolSer, where T h,ad the nnexi)ected 
 pleasure, .Sir, of meeting you. and as you degned it inadvisal)le for me 
 to attempt an examination of the Dyea and White Passes at such a date, 
 I returned with you on the " Quadra " to \'anco\iver, where we arrived 
 on the 1st Xovember. 
 
10 
 
 REPORT OF MR. J EN SINGS 
 
 The next day I proceeded to Victoria and obtained from the Sur- 
 veyor General of British Cohimbia some data which I thought might be 
 useful in this connection, and at once left for home. 
 
 I inclose report on the routes examined, accompanied by the follow- 
 ing plans and sections : — 
 
 Plan from Wrangcl up Stikine River to the Tahltan River. 
 Plan of the country from the Stikine River to TesHn Lake. 
 Sections on the various projected routes. 
 
 A package of photgraphs, taken by me, showing the general char- 
 acter of the Stikine River and country traversed. 
 All of which are respectfully submitted. 
 
 I remain, Sir, 
 
 Your obedient servant. 
 
 W. T. TEXXTXGS. 
 M. /„st. c. /;. 
 
 REPORT OF A RAILWAY ROUTE BETWEEN THE STIKINE 
 RI\ER AND TESLIN LAKE. B.C. 
 
 Sir. — In rcjiorting on the result of my observations for a railway 
 route between Stikine River and Teslin Lake. B.C.. I would, however, 
 first refer to the means of communication between the sea and a sug- 
 gested point of debarkation on the river, by mentioning that the i^^tikine 
 has been navigated by steamers to Glenora and Telegraph Creek (a dis- 
 tance of from 140 to 150 miles from the sea") since the early seventies, 
 when the Dease Lake and Cassair mining excitement was at its height, 
 but while so navigated during the open season, usually between May 
 1st and October 20th, the journey has almost invariably been consider- 
 ed slow, tedious and not without danger, partlv owing to the inferior 
 class of steamers used and partly to tlie lluctuating state of the water. 
 At times the river is too low for s]ieed with a reasonable cargo, or the 
 stream may be very high and the rifdes diificult to make headway 
 against, with the additional danger of drift trees or snags getting foul 
 of the steering gear or wheel. The latter danger is most to be feared 
 where the channel, is contracted such as in Little and Klootchman's 
 Canyons where, if any mislia]) occurred to the vessel's machinery, she 
 would at once be carried against the rugged rock walls by the swift, 
 swirling, disturbed waters, and simk by having her planking either torn 
 out or stove in. The distance of 96 miles between Wrangel and Little 
 Canyon can be made by a powerful stennicr in one day. whereas by 
 reason of the swift and difficult water above it will take two *(lays more 
 to reach Telegrai)h Creek a further distance of only 54 miles or 150 
 miles from the sea, therefore, with these facts before r)nc. it seems rea- 
 sonable that a route wliere safe and speedy transit is contemplated 
 it is advisable to commence the railway well down the valley at a point 
 to be determined on below the Little Canyon, and on the left bank of 
 the river 06 miles from the sea. 
 
 The route from a point below the Little Canyon, where suitable 
 dock and siding acconunodation is to be had, on for thirty miles to a 
 crossing of the river near Shakes Creek, has been laid down on the left 
 side of the river, as being the least subject to snow slides, owing to the 
 moimtain slopes being more distant and less precii)itous. and to enable 
 the line to be carried through a depression between the eastern terniina- 
 
 * Mdriiiiip (if .Hcodtul (liiy, ninniii)/ in il;ivli(.'lit only. 
 
ox hOUTES TO THE YUh'OX. 
 
 u 
 
 tion of the g^raiiitc spur through which the Little Canyon extends (in a 
 straight cleft) and the mountain side, thence across the Ok-So-Kieen, 
 a rather formidable mountain stream which will require a pile bridge 
 of at least lOO feet in length, also protection cribwork; from here to 
 the Klootchman Canyon, some lo miles from the Little Canyon, the 
 course will be generally over flat lands, and occasional short ragged 
 and sloping points of grainte and changed rocks, avoiding as far as 
 practicable by-channels or sloughs, some of which will recpiire to be 
 closed by the introduction of rough crii)work. 
 
 At the Klootchman Canyon it is advisable to carry the line at some- 
 what higher level than ordinary to ease the curvature and avoid filling 
 in the water where short, sharp indentations in the shore line exist. 
 
 l<"rom the latter point brf)ken flats and occasional rocky poitUs will 
 have to be crossed to reach the left shore at the Grand Rapid (a i)ar- 
 ticularly swift section of the river) where the foot slope of the last spur 
 of the Coast Range proper comes in close proximity to the river, here 
 a short, strong shed will be required, as it is evident that snow slides 
 annually: ])assing tliis spur, a gravel bench will have to l)e cut into, 
 thence the line will continue over the Doch-da-on, a stream very similar 
 to the one before referred to, and on over bottom lands and along the 
 river's side of an almost isolated ridge of granitic or altered rock facing 
 the Clearwater valley, thence contimiing on gravel benches and short 
 irregular rocky projections and across several minor streams to a ])oint 
 where the river may be crossed liy a bridge about 775 feet in lengtli, 
 placed at such an elevation as will ensure its safety during high water 
 periods, when the water level is fully 15 feet above its lowest mark. 
 
 I would here mention that should it be desirable at a later date to 
 continue a railway to the vicinity of Dease I^ake or to meet a line from 
 the Skeena or Nasse Rivers the ground ahead is favourable for con- 
 struction at moderate cost. 
 
 Again, should a route, now being examined by one of my assistants 
 (via the Clearwater) be found ])racticable, the Stikine would likel\- be 
 more advantageously crossed lower down the river: however, of the 
 Clearwater route I am unal)le at present to say more than that the 
 valley of that river appears open and easy, as viewed from tlie Stikine 
 River. 
 
 From the crossing of the .Stikine to the divide between the Tahltan 
 and tlie Koketsi streams there is a choice of routes. The first by an 
 immediate and steep ascent along the right slope of the Stikine valley, 
 over rock and gravel formation and through an indentation in the 
 range where Telegraph Creek has its rise in a regular glade-like pass 
 at an elevation of 3io<i feet above the river level (at crossing) and dis- 
 tant 27 miles therefrom: thence down the easy, pine-clad slo])e of 
 Arthur Creek to the South Tahltan and on over flats and ligln rolling 
 ground to Ivoketsi divide, a distance of K) miles from the pass or 46 
 from the crossings. 
 
 The grades on this section (j^articularly on the .Stikine slope") will be 
 severe, and reaching, in places, to 4 j)er cent, to ensvn-e moderate con- 
 struction cost. 
 
 The second roiitc follows ihe right slojie of the Stikine with a 
 gradual rise, over better ground than to be had on the Telegrajih Creek 
 route, to the eastern or tongue-like end of the range terminating at the 
 confluence of the Tahltan and Stikine rivers and where the mountains 
 gradually fall away to liigh rolling, lightly timl^ererl hills. 
 
12 
 
 RKi^ORT i)F MR JEN XI SOS 
 
 The ascent to this point (sonic 1,200 feet) would be readied in 30 
 miles, over moderately inexpensive country with gradients which need 
 not exceed 2 ])er cent. 
 
 From this jioint the route continues along the right slope of the 
 Tahltan, in places over steep and rocky ground, witli only such light 
 undulations in the grade line, as local circumstances may economically 
 demand, to near the Forks of the Sh. Tahltan, where the stream slujuld 
 be crossed and the line continued over easy clay and gravel slo])es and 
 benches to the Koketsi divide, or to the same point as described for the 
 first or Telegraph Creek route, a total distance of 50 miles from the 
 Stikine crossing and 12 miles longer than by Telegrajih Creek. 
 
 I would here point out that route .\o. 2, althougli longer, has several 
 advantages over the other to which due consideration should be given, 
 viz.; The gradients are lighter so that with the same engine jiower in 
 about ecpial time heavier tonnage could be transported to Koketsi. 
 
 The work of construction would l)e less jjcr mile. 
 
 It would ai)proacli 12 miles nearer the Dease Lake district and Tooya 
 River basin than that via Telegrai)h Creek, therefore more favourably 
 s'tuated for future extension eastward to Dease Lake, or to meet a 
 line from that district, or the sea coast via the Xaas or .'^keena River 
 valleys. 
 
 It is also possible that a route from here to Teslin Lake via the 
 Tooya Iviver is to be found and, as it maybe incjuired why that country 
 was not fully examined, I would state that the time or means at my 
 disposal was not suflicient to enable me to cover, iiersonally. or by 
 assistants available, more country than was examined. 
 
 At Koketsi (1,700 feet above the Stikine crossing) there apparently 
 occurs an<)ther choice of route, for a short distance, and to which I 
 again refer to as numl)ers i and 2. 
 
 Number one extends from Koketsi up the valley of the north fork 
 of the Tahltan River to its iiead (distant say 6 miles), in Level Mount- 
 ain (a vast basaltic and gravel-covered plateau extending northward to 
 the Xalilin River, a distance of 70 miles* and at an altitude of about 
 i.fioo feet above Koketsi. thence descending (200 feet) slightly for 8 
 miles througii a l)roken. lumi)v and irregular looking valley (bounded 
 on the north by the e.scar]Mnent and slope of Level Alountain) to the 
 head of theDo-de-dontooya River and Me-a-de-le Lake, a total distance 
 of 14 miles. 
 
 The route from the Koketsi divide, is through an ojkmi valley as far 
 as seen by me (2 miles), but I ant informed In- an assistant who ex- 
 amined it that towards the head it is a series of canyons and broken, 
 irregular masses of rock intermixed with gravel on the slopes ; iiow- 
 ever. by commencing to rise witli a heavy gradient some distance back 
 on the last section it is probable that a line may be obtained above the 
 "canyon " portion, the walls of which are not usually very high in tliis 
 section. 
 
 The summit once reached, the descent (as viewed hy nn" from an 
 elevation of 4,000 feet at Engalls Afountains) would be made tlirough 
 a section of country apparentlv composed of l)roken and discoimectetl 
 hills, as above described. 
 
 Number two. or the alternate route, would be a distance of 15 miles 
 from Koketsi to the head of the cast branch of Engalls Creek, with a 
 rise of 1,400 feet, thence in 7 miles a descent of .say 150 feet to \Ie-a- 
 de-le Lake, in all 22 miles from Koketsi, or 8 miles longer tlian No. I 
 route bv the north fork. 
 
ON liOUTES TO THk YUKON 
 
 IS 
 
 It is evident that with a distance of 15 miles in which to make the 
 rise of 1,400 k'vt a muich easier grade can be had than l)v way of the 
 nortli ftuk. but I cannot advise such a course unless the whole of route 
 number two be adopted, when it would be an object to incur the ex- 
 jjcnditure for additional mileage, for the sake of obtaining easier gra- 
 dients; again, within tlie limits of this part of the route are several 
 alternative plans. 
 
 1st. To keep on easy grcnuid to the right of the Tahltan to Koketsi 
 divide, thence along the southern margin of the lakes of .same name, 
 and crossing the stream at IVotile rock and tliere commencing an 
 ascent for <> miles, along the side hill to the summit of Engalls Creek, 
 with a 3 per cent grade, easy curvature and comparatively light work; 
 thence from this point descending to .Me-a-de-lc I.ake over the ground 
 before referred to. 
 
 2nd. A line should be tried through a high depression north of Pro- 
 file rock bv connnencing the ascent cast of the north fork cros.^iing. 
 
 3rd. A minute examination should be made up Ouartz Creek ravine, 
 as it appears open to the north. 
 
 ( -nlv bv an 
 
 instrumental siu'vev. with measured distances, can t":ie 
 
 proper route in this vicinity he determined, and the base of operations 
 should be established l)y rumiing up the north fork and over the sum- 
 mit to Me-a-de-le Lake and returnmg by Engalls Creek and the Ko- 
 ketsi to i)lace of beginning. 
 
 From Me-a-de-le Lake, for the next 118 miles, one line is connnon 
 to both routes, and extends northward in a very direct course for 57 
 miles to the Nahlin [\iver over flats, glades and gentle slopes in the 
 valley near the base of the western shed of Level Mountain with a 
 small i)ercentage of curvature, easy gradients and light work. I'or a 
 considerable ])roportion of the distance the country is tunbered with 
 a small growth of s])rnce, pine, .scrub willow and alder, the spruce, how- 
 ever, predominating. The surface of the ground throngli the whole 
 valley is covered with a deep growth of moss and, in places, " bunch " 
 and coarse tufty grass. 
 
 The soil consists of light clay, .sand and gravel, witli drift lioulders 
 and occasional masses of basalt and limestone. 
 
 The seven or eight streams passed over are small and unimportant: 
 a short pile trestle being sufificient ff)r each. The names of the largest 
 being the Doo-de-dontooya, Massatooya, Kakatooya and Ka-haTc. 
 
 The Nahlin River, where crossed on the trail, is at lea.U 150 x 6. with 
 I per cent fall at flood, and runs in a valley about 1,200 feet wide, 250 
 feet deep and with r^ to i slopes, but where the line is projected, at a 
 point some 4 miles above the trail crossing, it runs in a much contract- 
 ed V-shaped trough, about 100 deep and 350 wide. 
 
 At the Xahlin River, Level Mountain or plateau terminates, hut the 
 high ground continues northward, in a more elevated^ irregular and 
 mountainous form; and it is at the foot of its western slope and border- 
 ing the eastern edge of an exten.sive marsh and lake district called 
 " Grand \'alley " that the line is projected in a northerly course to a 
 regular, easy, rolling bench area reaching from the cascades of " White 
 Swan " River to and along the margin of Teslin Lake. 
 
 On the .section of 67 miles between the Nahlin and Teslin Lake sev- 
 eral streams are crossed, but none of such importance as to require 
 more than an ordinary pile stnicture. The soil is principally of a sandv 
 gravel nature, and very little rock will be met with on the location line. 
 
14 
 
 ItEPOnT OF MR. J EX XI SOS 
 
 From the *^ Cascades," and to tlie end of a river (which I have named 
 White Swan) flowing into tlie extreme south end of TesHn Lake, north- 
 ward for many miles, tlie slightly undulating gravel bench land, cover- 
 ed with small spruce, &c., continues; therefore, the point for a tenninus 
 need not now be defined, beyond the statement that it should be situat- 
 ed north of the shallow narrows and on the optii portion of Teslin 
 Lake, at least lo miles beyonil where " White Swan " river enters its 
 estuary-like southern end, thereby ensuring a longer season of naviga- 
 tion, as the shallow contracted portion doubtless freezes over some 
 weeks before the lake. As Teslin Lake and its outflowing river of the 
 same name will form the subiect of another section of this report, I 
 will only say that both lake and river are favourable, during the open 
 season, for navigation In steam and other craft. 
 
 Should the Clearwater valley jjrovc favourable for railway or road 
 construction, a very considerable saving in distance will be effected to 
 Engalls Mount.iin, where the line may be united with any one of the 
 routes above described, or it can be carried down the Sheslay River, 
 some ten miles, and through a gap near the north end of Heart Mount- 
 ains to the Doo-de-dontooya River, thence to a junction with the first 
 line. 
 
 In conclusion, I may state that provided all arrangements are made 
 and the location determined upon by April next, the line of railway by 
 either route shewn on the plan can be completed and in operation by 
 September following, at a cost of four million dollars, that portion situ- 
 ated on the Stikine River below the crossing, including the bridge, 
 costing $746,000 of the total amount. 
 
 I remain, Sir, 
 
 Your obedient servant, 
 
 W. T.' JENNINGS, 
 
 M. Just. C. E. 
 
 Toronto, 17th December, 1897, 
 
 EXAMINATION (^F TESLIN LAKE AND HOOTALINQUA 
 OR TESLIN RIVER— 200 MILES. 
 
 By the attached report from Mr. Arthur Saint-Cyr, D.L.S., who I de- 
 tailed to make a track survey and examination of Teslin Lake aTul the 
 Hootalinqua River, it will be seen that these waters are navigable dur- 
 ing the open season between the 20th of May and possibly the Tst of 
 November, for such steam and other craft as are suitable for the jmr- 
 pose, and that no doubt need be entertained as to the depth and soft 
 bottom in the various tiarrows near the south end of Teslin Lake, as 
 the water (which was in the middle of October eleven feet below 
 H.W.M.) keeps up to a good level until the heavy frosts of October 
 check the outflow from its watershed. 
 
 From a miner who spent tiie winter of 1896-97 on its shores, I learn- 
 ed that Teslin T,ake was frozen over on the 27th October, 1896, and 
 opened on the i8th of May, 1897, ^'so that the lake is well stocked 
 with trout, white ( " Dagolly ") pike, and " Inconnu " fish, of whicii I 
 had evidence when there. This is also reported as a good district for 
 moose and cariboo, also for bears, foxes, beaver and other fur-bearing 
 animals. 
 
ox ROUTES TO THE YLKOX. 
 
 15 
 
 There are very few Indians living in the district, which is apparently 
 hunted over by and under the control of a tribe whose headquarters 
 are on the Xakinah River at head of canoe navigation on the Taku 
 River and distant about 70 miles from Teslin Lake. 
 
 The result of the chase is thus lost to Canada, as these Indians trade 
 exclusively in Juneau, now an American town. 
 
 I may be allowed to mention that our investigations amply corrobo- 
 rate the statement made by Dr. C. W. Hayes, wiio traversed Teslin 
 Lake and the Hootalinqua River in 1891, and whose report thereon is 
 to be found in Vol. IV. of the National Geographic Magazine. Wash- 
 ington. 
 
 January 6th, i8<)8. 
 W. T. Jennings, Esq., C.E. 
 
 Sir, — After receiving tiie Surveyor General's message and letter dated 
 (3ttawa, August the i8th, recjuesting me to place myself under your 
 orders for the rest of the season and make such surveys as )()U might 
 require, in connection with a proposed railway line to the waters of the 
 Yukon River, I'discontinued the exploration of the Tooya River valley 
 at which I was at the time engaged, and nearly through with for the 
 season, and reported to you at Telegraph Creek, on September 20th. 
 
 After giving you all the information that I had been able to gather 
 during the summer exploration of the country between Teslin Lake 
 and Telegraph Creek, I accompanied you on your trip to the lake. 
 There I received your instructions for the survey of Teslin Lake and 
 Hootalinqua River and proceeded at once to carry them out. 
 
 I now transmit to you mv report on both lake and river, and the 
 countrv' in their immediate vicinity. 
 
 This survey commenced on October the 14th and was completed 
 thirteen days later, on October 27th. 
 
 Whenever the weather was favourable, observation for latitude were 
 taken with a pocket sextant, and, after being reduced, afforded a good 
 check on the work. 
 
 The distances, I find, jre as follows: — 
 
 Length of Teslin Lake 6oyi miles. 
 
 From Teslin Lake (foot) to Lewes River I39/^ " 
 
 Total distance 200 miles. 
 
 Distance between the foot of Teslin Lake and 
 McClintock Portage by the river 42 miles. 
 
 Roth lake and river He in a wide and partly timbered valley, the gen- 
 eral trend of which is in a north-westerly direction. Along the lake, 
 the valley averages about two miles in widtli, and along the river one 
 mile. 
 
 The water level of the lake was found to be 11 feet below high-water 
 mark. 
 
 At two miles from its head the lake contracts, forming narrows which 
 extend fully a mile in length. 
 
 Soundings taken in these narrow* revealed a depth of four feet of 
 water, with muddy bottom. 
 
 From the end of the first narrows the channel runs along the mouth 
 of a shallow bay lying on the west side of the lake. The mouth of the 
 
16 
 
 ItEPORr OF Ml!. JENXIX'iS! 
 
 bay is about one mile wide. Imnicdiately beyond the bay tlu- cliannel 
 is obstructed In' a bar witii only five feet of water. 
 
 l*"runi this point for a distance of four miles liie lake is comparatively 
 narrow (about 6(X) yards in width). Then another larjifc bay (about two 
 miles across the mouth) extends one and a (juarter mile to the south- 
 west where it receives a larj^e stream which drains a considerable area 
 of country. 
 
 The last narrows (Moose) occur after ])assinpf the second bay. The 
 width of the lake is here reduced to ai)out two Imiidrcd yards. A fjood 
 sized stream empties into the lake on the cast .side, immediately beyond 
 !\loose Xarrows, and has deposited a larj^e body of silt, forminj,^ an area 
 extendintr nearly to the west side of the lake, and leavinj^ a channel 
 only about tliirty yards wide. This narrow chaimcl runs alont,' the 
 west shore for a distance of nearly half a mile fiom the narrows. 
 
 Here commences the lake projier, and for fifty miles is plain sailing', 
 with a good depth of water mitil the foot of the lake is readied, where 
 the channel is again reduced in depth by a bar with only six feet of 
 water over it. 
 
 Lake Tcslin is bounded 1)y momitains of from lin-ee h^ four thousand 
 feet in height, and at some distance in the iiUerior detached snow-clad 
 peaks, rising to an altitude of six thousand feet, are often to be seen. 
 
 Two deep indentations were noticed along the east shore of the lake; 
 the first one, occinTing tliirty-six miles from its head, receives a good- 
 sized stream which flows in from a south-westerly direction. 
 
 The other one. which is the deepest, is three miles further on atul re- 
 ceives the Xe-Sutlin-ni River, which is the largest stream entering the 
 lake on that side. 
 
 Resides these two rivers there is another one which enters the lake 
 only a .short distance below the Moose Xarrows. It heads from the 
 south-east and at its month the Taku Indians have established a fi.shing 
 station. 
 
 Of the three principal streams which enter the lake on the west side, 
 one was particularly luiticed. nearly opposite Xe-Sutlin-ni Bay, on 
 account of its valley, which is very wide. This valley extends in a 
 southerly direction, and may possibly connect with the Nakinah valley 
 and leading towards tlie Taku River, in wiiich case it would afford a 
 pass from that direction to Teslin Lake. 
 
 In the lake are several small islands. They generally lie close to the 
 shore and at some anterior ]ieriod were undoubtedly ]iart of the main- 
 land. Their sides are formed b\- high bluffs and escarpments. As a 
 rule the water is very deep close to them. 
 
 The Hootaliufjua River which flows out of Tcslin Lake is quite a 
 large stream. It varies greatly in width at different parts of its course, 
 expanding sometimes to half a mile, in which case it is partly obstruct- 
 ed by large bars which, however, leave a deej) though sinuous channel; 
 again, in places it divides into several cliannels. tiius forming large 
 islands, where timber of good size and quality is generally to be found ; 
 while in other parts it narrows down to a single channel a few chains 
 in width. 
 
 The current, which is rather slack for a short distance below the foot 
 of the lake, increases gradually till it reaches a velocity of nearly five 
 miles an hour near the confluence of the Hootalinqua witii the Lewes 
 River. Only in a few places, in bends, and for very short distances, 
 was a velocitv of six miles an hour recorded. 
 
ON ROUTES TO THE YUKON. 
 
 17 
 
 The proniiiKMit feature of the valley in the inimediato vicinity of the 
 river is the iiigh benches which skirt it on either side. 
 
 Froi McClintock Portage down to its confluence with the Lewes, 
 the river is very crooked, and where close to the foot of these benches 
 it has caused extensive land slides which have left bare the face of the 
 hills, thus forming high cut banks of clay and gravel. These alternate 
 with flats fcMiiied from the materials carried down by the stream during 
 the season of high water. 
 
 Further inland the benches gradually change to rough hills, mostly 
 timbered, and culminating in high mountain ranges of four tliousand 
 feet above sea level. 
 
 Eleven miles below McClintock Portage the river divides into two 
 wide channels. The left-hand channel is the principal niie. It rims 
 close to tiie left bank which is here formed by a sut bank three hundred 
 feet high. This channel is narrow and the water runs swiftly. The 
 other, although the shorter of the two, is full of bars and is obstructed 
 by snags. It is sejxirated from the main channel by a large island. 
 
 A careful examination was made of the confluence of the Hoota- 
 linqua with the Lewes River for bars which, are likely to occur at a 
 point where two streams meet. Such a bar here exists and is situated 
 in the Lewes River, some distance above the mouth of the Hootalinqua 
 and spreads southerly into a large. island, of which more later on. 
 
 This bar divides the Lewes River into two channels. The main 
 channel follows close to the left bank, while the other deviates towards 
 the Plootalinqua River which it actually enters, forcing by its own 
 velocity a passage for itself through tl e comparatively sluggish waters 
 of the Hootalinqua after which it again re-enters the main Lewes 
 River. 
 
 The bifurcation of the Lewes at this point and the presence of an 
 island covering the Hootalinqua mouth has frequently caused boat 
 parties of miners intending to winter there to be carried so far down 
 stream bef( • discovering their error as to determine them to go on 
 rather than return against the stream. 
 
 So said a party of American miners whom I met on the Hootalinqua 
 some six miles above its mouth, and no doubt accounted for the ab- 
 sence "fa lumiber of their friends who were a short distance ahead of 
 them, 'd who promised to stop at the Hootalinqua for the winter. 
 They iii.iher explained that they had nearly made the same blunder, 
 mistaking the w'aters of the Hootalinciua, wliich are a dirty brown 
 colour, for those of a slough or of marshy water. 
 
 At the confluence of the Hootalinqua with the Lewes River there is 
 a large island, the sides of which arc constantly wearing away under 
 the action of both streams. 
 
 The materials thus eroded are carried down and deposited under the 
 island, causing a serious obstacle in the form of a bar with only four- 
 teen feet of water on it, in a channel at one and a half chain from the 
 east bank of the river, but it must be kept in mind that the water was 
 then very low, being ten feet below high water mark. 
 
 Timber of good quality was seen at several places along the Hoota- 
 linqua River. It is mostly spruce of i8 inches to 24 inches diameter. 
 It grows on the islands and the flats adjoining the stream. Some pines 
 and cottonwoods of large size were also noticed. 
 
 The permanent streams flowing into the Hootalinqua from the high 
 lands on each side of it are not numerous and are generally of small 
 size. 
 
18 
 
 HKPOUT Of MR. JESNINOS 
 
 Only one fair-sized stream entering from the cast was noticed. It is 
 fift^ feet wide from l)ank to l)anl<, witii a very swift current. The water 
 was two feet decj) and rumiinj? over large boulders and I infer, from 
 the colour of the water, which is of a bluish tint, that it heads in a lake 
 in the interior. 
 
 Up to November loth, the day on which I left the river, ice had not 
 fonncd along its margin, nor di(l I see any floating drwn, altln-iugh the 
 thermometer for several days registered as low as 44 below zero, I)ut a 
 steady falling of the water, averaging two inches a day had, however, 
 been observed. 
 
 I remain, Sir, 
 
 Your obedient servant, 
 
 ARTHUR SAINT-CYR, 
 
 D.L.S. 
 
 McCLIXTOCK RR'ER PORTAGE. 
 
 BETWEEN THE HOOTALIXQUA RIVER AND FOOT OF 
 MARSH LAKE— 2;t MILES. 
 
 Feeling reasor.ably sure that the correctness of former reports of the 
 navigability of the Hootalin(|ua River would be established by the ex- 
 ploration party under my charge, I deemed it advisable to have this 
 link between the two great sources of the Yukon examined that, in the 
 event of the development of the district by the construction of a rail or 
 wagon road, the de])artment would be fully conversant with the locality. 
 I therefore detailed Mr. Morley Ogilvie to assist Mr. Saint-Cyr in the 
 survey of Teslin Lake and the Hootalin(]ua River to the point where 
 the Indian portage trail commences, then to " track survey " the coun- 
 try to Marsh Lake and. thereafter, contiinie the .same work ;:outhward 
 on Taku Arm of Tagish Lake and, returning along the western margin 
 of the lake, to explore to the White Pass by way of Too-tshai River and 
 lakes, that course having Ijcen much referred to of late as a more suit- 
 able route between White Pass and Tagish Lake than the one in use. 
 
 The work having been accomplished, I am able to report that the 
 Portage trail ending on the Hootalinqua was found at a point some 42 
 miles by river from Teslin Lake (Lat. N. 60° 50' 14") at an abrupt turn 
 in the river where Mary's Creek, a stream flowing almost' parallel to 
 the Hootalinqua, enters from the west. 
 
 The western side of ]\Iary's Creek was followed for some 6 miles to 
 a flat bench (600 feet above the Hootalinqua and 000 feet above the 
 ]\larsh Lake) forming the divide between its waters and those of the 
 McClintock River which, from this jjoint, extend in a south-westerlv 
 direction for some 29 miles, to where discharged in Lake Marsh near 
 its outlet. The McClintock is a small stream which passes through an 
 open valley flanked by high rolling hills and an almost continuous line 
 of gravel and sand beaches, with a bottom area consisting of numerous 
 swamps and hay meadows, the latter predominating, especiallv near its 
 mouth. 
 
 The higher slopes of the valley and the bench lands are covered with 
 a growth of small size black pine, while spruce of fair dimensions was 
 obsen^ed in secluded damp spots, and the swampv bottom lands sup- 
 port a growth of scrub willow. 
 
O.V ROUTES TO THE YUKOS. 
 
 19 
 
 From the information obtained it is evident tliat this section of the 
 country affords a very inexpensive route for a railway, wajfon road or 
 trail to the Hootalinqua, thereby avoiding the canyon and rapid waters 
 of the Lewes River. 
 
 I might here point out that there exists another trail through the lovr 
 open valley between the foot of Teslin Lake and the outlet of Tagish 
 Lake (near the military post), but time would not permit of its ex- 
 amination. 
 
 The shore line of Taku Arm was defined to a point some miles be- 
 yond the outlet of Toot-shai Lake and the latter river and lakes of same 
 name were surveyed and noted to White Pass, with the result that the 
 course from White Pass to navigable waters on Tagish Lake was found 
 to be much longer, and through a very much rougher country tlnn that 
 traversed by the present trail to Lake Beimett. 
 
 RAILWAY ROUTE FROM CHILKAT PASS TO THE YUKON 
 RIVER, VIA NORDEXSKIOLD RIVER— 245 MILES. 
 
 A railway covering the ab5ve-named district may be commenced at 
 a suitable harbour and town site on either Chilkat cr Dyea Inlet at 
 head of Lynn Canal ; thence up the valley of the Cl.ilkat River for a 
 distance of 20 miles to near the Indian village of Klookwan at the con- 
 fluence of the Klaheena and Chilkat Rivers, where an elevation of 115 
 feet above sea level is gained. 
 
 The course on this section would be generally straight between the 
 points mentioned, and jmncipally over bottom lands of alluvial deposit, 
 covered with a growth of scrub spruce and alders. 
 
 If the west side, or from Pyramid Harbour, is selected, the line will 
 cross the Kat-se-ka-hin, Tah-kin and Tisku, glacier-fed rivers, thence 
 lip the valley of a slough of the Klaheena River, wl.ereas on the oppo- 
 site side of the valley there are no entering streams, but a large slough 
 of the Chilkat extends close to the base of the mountains for a great 
 ]>art of the distance, leaving but little room for a road-bed clear of the 
 foot slopes, which would, however, have to be used on either side, for 
 short distances, at unavoidable points. 
 
 l'>om the 20th to the 50th miles the valley of the Klaheena is follow- 
 ed in easy bottom country somewhat similar to that first described, at 
 the 38th miles where the Klaheena River is crossed, the ascent to the 
 summit (3,280') becomes steeper, necessitating a gradient of 4 per cent 
 for 12 miles to overcome it ; but this gradient can be reduced bv a 
 more gradual rise, on a 2>4 per cent grade, commencing at the 28th 
 miles (480') and using the mountain slopes formed of broken rock and 
 gravel benches; or, another modification is suggested bv conmiencing 
 a I >^ per cent gradient at the 28th mile and using the 'lower slope to 
 reach a gravel bench at the 42nd mile (1,500') thence continuing in the 
 bottom for the next eight (8) miles, with a 4 per cent gradient to the 
 sunmiit. How^ever, all the engineering features above expressed can 
 only be fully determined after a careful location survev has been made 
 on each route. 
 
 From the summit (3,280') at the 50th mile on to the yi^A mile (3,200') 
 at the " height of land," the course is projected over easy, grass and 
 heather-covered country with springy' slopes, and composed principally 
 of earthy soils intermixed with loose masses of rock and boulders 
 2V2 
 
20 
 
 imrour nr mii. jussisaa 
 
 A branch of tlu- Chilkat is crossed at tlic 581I1 inilc. and the line 
 carried tn the hack of a kiwih at the 59th mile, thence with a slight 
 descent in the next !>{• niiles a small lake is reached, and fruni this 
 point to the "height of land " the line is. with liRht >,Madients and few 
 cnrves, projected over easy, prairie-like conntry, which contiiuies to the 
 7.^nl mile, where the Alseck River is crossed (.^2(X)') and the riKht side 
 of the valley taken at the foot of heavy undnlatinj,' jjravelly conntry to 
 the Hist mile, where the second crossing (100 ft.) of the Alseck is made 
 
 (3.150'). 
 
 From this p<jint on to Dalton's House, situated at the <j)6th mile, and 
 when' the north and south branches ol the Alseck River unite (2.520'), 
 the country is heavier than the last section, the valley more contract- 
 ed, and with blufT canyon-like walls of clay and silt, and it is a fptestion 
 which an instrumental survey can alone determine as to whether it 
 would not be more advisable to keej) oiU of the bottoiu and upon the 
 slopes above the liluffs, to a point 7 miles beyond Dalton's. 
 
 At the crossin^j of the Alseck a bridge of say 150 feet iti lenj^th will 
 be required. 
 
 From Dalton's. for seven miles U]) the north branch of the .-\lseck 
 Kiver. the same clay canyon-like side slopes continue, then the valley 
 broadens out, with flat side hills containinj^; many si)rinpfs and wet spots, 
 to Kluk-shu Lake (2.625') at the 1 12th mile. 
 
 The .stream having; been crossed at the K\vd mile the line is thus 
 on the east .side of the valley, and so continues i)ast Kluk-shu 
 Lake over an easy, lifjhtly-woodrd bench-like country to Des-a-deash 
 Lake (2,625') 'it the 117th mile, and whose waters flow in both 
 directions ; froin here northward for the next 20 miles the line 
 continues over timbered, sandy side hills, and with liffht undulating 
 gradients until the Klu-hina River is crossed at the I37t1i mile (2,725') 
 thence for the next five miles a sharp ascent (2 per cent grades) over 
 sandy ground is made to reach the altitude of a depression (3,295') be- 
 tween a bluff-faced knob and the mountain proper. 
 
 The line from this point descends with liglit gradients and over open, 
 grass-covered clay and sand benches and flats to the 162nd mile (2,600') 
 where the Kas-ka-wulsh \i\\cv turns abruptly to the west: here an 
 ascent of 500 feet in 5 miles is made through lightly-wooded undulat- 
 ing sand hills to the divide (3,100') of the Alseck and Yukon w^aters. 
 
 From the divide, at the 167th mile (3,100') for the next 8 miles, the 
 line passes through a valley about a quarter of a mile wide, with alluvial 
 bottom, thence along the east side of valley on gravel slojies and 
 benches extending along the Hootchei Lakes to the Indian village of 
 Hootchei, and continuing to the foot of the lake, crosses its outflowing 
 stream at the Kjoth mile (2,500'), thence along the west bank of the 
 Nordenskiold River to its forks; about the 230th mile, where a crossing 
 is made and, in the course of the next two miles, the branch stream is 
 passed, thence continuing on the right bank almost to its mouth, the 
 Nordkenskiold is crossed (1,600') for the last time, and the valley slope 
 of the Yukon gained at a point 5 miles below " Five Finger Rapids " 
 at an elevation of (1,600' above sea level) anrl distant from Lynn Inlet 
 245 miles. 
 
 The countn,' traversed from Hootchei Lakes down the Nordenskiold 
 River is of an open, gravelly bench and flat character, covered with a 
 sparse growth of small spruce and pine. The rivers and streams cross- 
 ed are unimportant and may be readily bridged. 
 
O.V nOL'TKS TO Tim YUKOS'. 
 
 21 
 
 From the lerniinal point on the Yukon River to Fort Selkirk is a 
 distance of 57 miles. The eouiitry is easy and open, and the river is 
 wide and j^ood for steamboat iiavi.iiation. 
 
 I am indebted to Mr. MeArthur, D.L.S. (who e-xamined the district), 
 for all verbal information aiul photographs used to enable me to furnisii 
 this report. 
 
 From the said information and a jjfencral personal knowledj^e of lirit- 
 ish Columbia, I conclude that a single track railway extending- from 
 the sea to the Yukon Kiver. with ail appliances for business will cost, 
 approximately. Ji;5,635,ooo » ir $23,000 per mile. 
 
 RAILWAY ROUTE. 
 
 DVKA VIA CHILKOOT I'ASS TO TA0I8H LAKE AND THENCE TO 
 
 HOOTALINQC A UIVKU IN CANADA— 111 MII.RS. 
 
 The town of Dyea is situated at the extreme iiortiierly end of Dyea 
 Inlet of Lynn Caiial, in Lat. X. 5<j" 30', and ho\\\r, \\\ 135° 22'. 
 
 There is a ^ochI (lei)th of water in the harbour for the larj,'est ocean- 
 fjfoing vessels, but to make a suitable landing-place considerable ex- 
 pense would be eiUailed owing to the high tides and shallow water 
 immediately at the head of the inlet. 
 
 The dist.mce from Dyea to the sununit of Chilkoot Pass is fifteen 
 (15) miles and the altitude of tiie latter point 3,5^)2 feet above sea level, 
 therefore it will be seen that the average rate of gradient, after allowing 
 for Ioo])s and curvattuv will be 4 per cent, and this is oidy to be ob- 
 tained i)y connnencing the ascent at the sea and continuing along the 
 eastern side of the valley, on the mountain side in heavy rock and 
 earthwork (with occasional snow sheds) throughout the whole distance. 
 
 Any niodilication in the amount of work 01 cost of construction can 
 only be made by contimiing in t!ie valley bottom for so'many miles, 
 more or less, and finally ascending to tlie sununit with such heavier 
 gradients as the ground and distance will permit, and about as follows, 
 for a distance of 1234 miles, the first 8j/l. miles of which would be on a 
 gradient of ,'/i per cent followed l)y 2j^ miles of 3|4 per cent and 1^4 
 mile of 4^> per cent. I'^roni the latter point to the summit, a distance 
 of 2j J miles the ascent would I)e 2.512 feet, or at an average rate of 17 
 ])er cent, st) stee]> as only to I)e overcome by a cat)le line or the use of a 
 rack rail. 
 
 The cost of a bottom line would not be as great as the one projected 
 along the mountain side and, of course, would not have its cai)acity on 
 an equal power basis. 
 
 From the sununit to Lake Lindeman. a distance of 8l<i miles, a 
 descent of 1.31)7 f<-'et. or say 3 per cent, average gradient can be had, 
 with heavy work in rock, and a considerable amount of curvature. 
 
 The next section of 30 miles along the shore of Lakes Lindeman 
 and Picnnett to Caribou crossing at Xares Lake would, for the 15 nules, 
 be almost entirely over rugged, irregular points and hummocks of 
 glaciated granite rock, with about one mile of light work on a sandy 
 ridge between the two lakes mentioned, and the remainder of the dis- 
 tance, along the easterly shore of Bennett Lake would be over mixed 
 country, rock and gravel, not heavy, and with undulating surface. The 
 crossing at Caribou Narrows (600 feet) is unimportant, a sixty foot 
 span with trestle approaches being ample. 
 
22 
 
 BE PORT OF MB. JfXyiyaS 
 
 From the latter point, for a distance of i8 miles, to the outlet of 
 Tagish Lake, good ground for a moderately inexpensive line may pos- 
 sibty be had by foUowing a fairly direct course, between the points 
 mentioned, witl'i a very low sunmiit to overcome and thereafter a slight 
 descent to the crossing point (2,150') near Tagish village, where the 
 river between Tagish and Marsh Lake is about 460 feet wide and 12 
 feet deep, with a siltv bottom of unknown depth. 
 
 The next section of 33 miles, extending from the Tagish houses in a 
 north-westerlv direction through an open valley and over a low divide 
 to the Hootalinqua River (2,350') would, as far as known, be of mod- 
 erate cost, with light curves and gradients, as the country is not abrupt 
 and rockv, there being gravelly hills and terraces, as observed on the 
 McClintock River route between the foot of Marsh Lake and the 
 Hootalinciua River. ^ 
 
 With the exception of a few miles about the summit of Chilkoot 
 Pass, the country through which this projected line passes is covered 
 with a growth of small pine, spruce and poplar, and the streams crossed, 
 other than these referred to, are small and unimportant. 
 
 The total length of the line over the route descrilied would be ap- 
 proximately III miles and the cost probably $27,318 per mile, or a 
 total of $3,030,000. 
 
 I am indebted to Wm. Ogilvie, D.L.S., for the information given 
 regarding this route, and on which I have formed the above approxi- 
 mate estimate of cost. 
 
 Tt is just possible that from Caribou crossmg nortnward 42 miles 
 by the Watson River valley (to a point below " White Horse Rapi(l.-5 " 
 oil the Lewes River^ a favourable route may be had (with likely a small 
 saving in distance of railway mileage and water transport, to a com- 
 mon point at the mouth of the Hootalinqua). but the waters of the 
 Lewes River (here called Thirty Mile River), are nnich swifter and less 
 suitable for navigation than those of the Hootalinqua, therefore, no 
 appreciable gain would be made by adopting such a course. Indeed, a 
 line to the Hootalinqua would, according to present knowledge of the 
 country, api^ear to be of greater value as the country to the east of that 
 river and Teslin Lake is looked upon as likely to develop in a very 
 favourable manner. 
 
 RAILWAY ROUTE. 
 
 SKAGWAY VIA WHITE PASS TO TAGISH LAKE, THENCE TO 
 THE HOOTALINQUA RIVER— 12:5 MILES. 
 
 Skagway is situated some 2 miles from the north end of Dyea Inlet, 
 Lynn Canal (Long. 135° 22' W., Lat. N. 5<)^ 28') and may be safely 
 reached from the open sea by vessels of any class, but as shallow water 
 extends for some distance from the shore, long wharfs or hnding-stages 
 will be necessary to facilitate transfer of cargo and passengers from and 
 to ships and the shore. There is ample room for a town on the low 
 lands formed by the detritus brought down from the mountains by the 
 Skagway River. 
 
 The valley of this river is open and very suitable for railway con- 
 struction for nearly 4 miles, when it becomes contracted, with canyon 
 walls in places, and of steep gradient. At the 12th mile a large branch 
 
Oy KOUTES TO THE YUKO.S. 
 
 28 
 
 enters froi» the left, or easterly sitle, after which the valley contracts 
 graduallv to a l)ald canyony gulch in the mountain rock. 
 
 The bottom of the valley may be followed for ten (lo) miles with such 
 moderate gradients as it affords, and thereafter, in the next six miles to 
 the summit with an ascent of 1,770 feet (or about 5>^ per cent). How- 
 ever, this course would not be practicable unless imder special power 
 conditions and at an enormous expense f<ir protection from sliding 
 rock and snow. 
 
 The only feasible way of passing through this rugged defile appears 
 to be by commencing to ascend, with an average 4 per cent gradient, at 
 a point about three (3) miles from the sea, and continuing along the 
 mountain side to the left where, high above the valley, the slopes are 
 flatter than near the base. 
 
 In this way the sunnnit (2,600') may be readied in a distance of 16 
 miles, with heav\- rock work, and somewhat costly snow sheds, in short 
 lengths, at several places. 
 
 The next section of 24;^; miles would be through a broken, hum- 
 niocky, uneven but generally level and rocky country, passing near a 
 nuni1)cr of small lakes, and eventually reaching Lake Bennett; thenoe, 
 continuing on the same route as ])rojected from Dyea to the Hoota- 
 linqua River, a total distance of 123 miles from the s'^a. 
 
 The streams crossed on this section are small and may ho effectively 
 bridged at small cost. 
 
 About the summit level and for some distance on each side the coim- 
 try is devoid of timber; elsewhere the usual growth of small spruce, 
 pine and willows is to be found. 
 
 From information furnished l)y Messrs. W. (^gilvie and McArthur, 
 D.L.S., I have been enabled to furnish this statement, with approxi- 
 mate cost of construction and equipment at $28,309 per mile, or a 
 total of $3,236,000. 
 
 RAILWAY ROUTE VIA TAKU INLET AND XAKIXAH 
 RIVER TO TESLIN LAKE— 145 MILES. 
 
 Juneau, one of the principal seacoast towns of the district, is situated 
 on the main shore near the head of Gastineau Inlet, in Lat. 58° 18' N., 
 and Long. 134" 2},' W., and is the lousiness centre for Taku Inlet and 
 the mountain cjuntry to the east of it. 
 
 The shore line from Juneau S.E. for 12 miles to Bishop's Point, and 
 thence northerly up Taku Inlet, for 38 miles, is \cr\ irregular, and the 
 mountain slopes are steeji, rocky and rugged, with several "'live"' 
 glaciers discharging large masses of ice therefrom annually, thus mak- 
 ing this part of the route impracticable for railway construction. 
 
 The south shore of the inlet is free from glaciers, but it is rough and 
 irregular, and therefore too costly. 
 
 The inlet is reported as a very unsafe place for navigation owing to 
 the verv high winds and consequent rough water which ])revail here 
 at all seasons. coui)lcd with the additional dangers due to masses of 
 ice discharged from glaciers fronting on the Inlet which, floating about, 
 frequently pack in the various narrows. 
 
 However, conceding that during the open season, between ^lay and 
 October, the inlet is navigable, especially for vessels of moderate draft, 
 to a point 33 miles by water from Juneau, or 21 miles from the entrance 
 to the inlet, it appears to me tliat the railway may here be commenced 
 
24 
 
 REPORT OF MR. .JENXINOS 
 
 on flat land immediately to the west of " Twin " glaciers, and continued 
 along the bottom lands and foot slopes forming the north or right- 
 hand side of the Taku valley, to the confluence of the Slocah and Nak- 
 inah rivers at head of canoe and, possibly, light draft steam, navigation, 
 a distance of 51 miles. 
 
 The valley jiroper is from .)4 to i^' niiles wide, with almost con- 
 tinuous bottom lands, timbered with spruce, poolar, aspen and Canada 
 balsam, but fre(|uenlly cut into by sloughs or by-channels of the river 
 ])ropcr, which in places lie close to the mountain foot slopes. The 
 entering streams are not numerous or important, the largest being the 
 Tallaskaway at the 21st mile, and Salmon River at the 31st mile. The 
 structures for these streams shouUl be of s])an work, as a considerable 
 cpiantity of drift wood and ice, no doubt, passes down during frcsliet 
 j^eriods. 
 
 From the opposite side of the valley three streams enter, viz. : — the 
 Wright, a glacier stream, at the iith mile, the Ouorn at the 37th, and 
 the Inklin at the 43)/' mile- The latter being the largest feeder to the 
 Taku, and draining a vast area, extending eastward 80 miles and in- 
 cluding the watershed of the Nahlin River, heading in the Level 
 Mountain near Tooya Lake, and soutliward 60 miles to the head waters 
 of the Koketsi and Sheslay Rivers, near the Stikine. 
 
 The Inklin, Sheslay and Koketsi Rivers form a continuous salmon 
 run to Koketsi Lake. The XaUlin. being broken and steep beyond the 
 confluence of the Sheslay, is impassable by salmon to where the Teslin- 
 Stikine route crosses it. 
 
 The Xakinah l^iver, which is 200 feet wide at its mouth and 150 
 feet above sea level should, owing to passage of drift mati'rial at freshet 
 times, be bridged with am])le openings. 
 
 From the confluence of the Slocoli and Nakinah. at the 51st mile 
 (E. 250 ft.) on to the summit (4.100 ft.) at the inth mile (or a rise of 
 3,850 feet in 60 miles, i '4 per cent average gradient), the ground found 
 would Hkel\- be generally broken, with moderately heavy work in earth 
 and rock for 75 per cent of tiie distance. The summit section of from 
 10 to 15 miles in extent, and called "Ptarmigan flat," is open, moss- 
 covered and ligli; for construction. 
 
 From the sununit at iiith mile, to the south end of TcsHn Lake, at 
 the 126th mile, the descent would be r.700 feet (or to the lake level of 
 2,400 feet above the sea), giving an average gradient of say 2':; per 
 cent, over sloping earthy side hill ground, timl>ercd with spruce, pine, 
 alder and pojilar. 
 
 An ea.sier gradient may be ol)tained by extending tlie line from the 
 summit to almost any j^oint on the west shore of Teslin Lake lioyond 
 its estuary-like southern terminus, but es]iecially on to a terminus near 
 the centre of the lake, as the ground for a railway is alike favourable, 
 and a terminus on the lake proper would afTc.rd at least two weeks more 
 comnnmication than if jilacerl at tlie first-mentioned point. Thus in- 
 cluding distance for an easy gradient, the total length of the railway 
 line from the head of Taku Inlet to Teslin Lake would be 145 miles. 
 
 Such a line may be operated all the year, but \\\ conjunction with a 
 service on Teslin Lake and tlic Hootalin(|ua only lietween June rst and 
 November ist, and would cost, approximately, say $3,485,000, or 
 $24,034 per mile. 
 
 A wagon road starting from the same point and extending 120 miles 
 to Teslin Lake can be built over this country at a cost of from $r,200 
 
ON ROUT < TO THE YUKOX. 
 
 26 
 
 to $1,500 per mile, and a trail at from $100 to $250 per mile. The road 
 and trail can be operated free from snow during the period above men- 
 tioned. . 
 
 Food for pack animals is scarce on the lower river, but in fair quant- 
 itv from the summit plateau to near Teslin Lake. 
 
 ■ I am indebted to Wni. Ogilvie, D.L.S.. and C. W. Hayes for informa- 
 tion obtained from their reports regarding the route described as far 
 as the divide, and from my own observations of the sloping groynd 
 near that point to Teslin Lake. 
 
 TRAIL— STIKINE RIVER TO TESLIN LAKE, B.C. 
 
 Should it be considered advisable to construct a trail from the Stikine 
 River, a short and good route, with few luidulations, and over which 
 fast time may be made, would be to start from Shakes Creek or Glenora, 
 on the Stikine River, and uj) the right side of the Stikine valley to the 
 higher benches, thence through Telegraph Creek Pass and down the 
 slopes of Arthur Creek to a crossing point on the Tahltan, l^elow the 
 present ford, where a bridge 100 feet long (in short s])ans and on ]5iles or 
 l)ents) will be am])le; I do not think that ice or logs run to any extent 
 in this stream, which is too deep and swift to ford during several 
 months of the open season. 
 
 From the Tahltan crossing the trail should be carried with as light 
 ascent to gravel benches and sloping ground and. again descending, 
 continue for eight miles along base of hills to the Koketsi divide, thence 
 up the north fork to its head, in Level Mountain, and over a low sum- 
 mit to the head waters of Doo-de-dontooya, thence along foot of slopes 
 of Level ]^Iountain (and on the east side of ^losquito and Koshin val- 
 leys) to the Nahlin River, which would no doubt require to be bridged 
 in a manner as descri1)ed for the Tahltan. From the Xalilin River the 
 route should continue along the east side of the valley to Teslin Lake, 
 thus securing firm gravelly ground with slight undulations, and cross- 
 ing the few streams encountered, where small and in defined courses. 
 It would pass through and near good grazing grmuids. 
 
 A trail constructed on the above course will be about 175 miles in 
 length, and will cost from $100 to $250 per mile, according to its com- 
 pleteness and capacity to stand the wear and tear incidental to a large 
 amount of travel, and as it is likely that the travel will be heavy, with 
 many more animals passing over than the lotal " feed " to ha. found by 
 the way will sustain, " cache " houses should be erected at reasiinable 
 intervals in which jiackers doing business on the route may store feed 
 and grain. The trail should also be constructed m a substantial man- 
 ner. 
 
 In bush (ir scrubby land the clearing should be at least ten feet in 
 width, and the moss and turf removed for the entire width, that the 
 sun's rays, light and air may the more rapidly dry up the moisture, and 
 thus help to ])reserve the road. 
 
 The base of the trail should be at least four feet wide on level or 
 gently sloping ground, and formed, as far as possible, on a natural 
 foundation from cuttings, and the material removed, if not required 
 for embankments near by, should be '' wasted " clear of and below the 
 elevation of base. A trail so constructed will ensure good footing on 
 ground so compact as not to be churned into holes, ruts and mire, in 
 
26 REPORT OF MR. JENNINGS 
 
 wet weather, or so loose and friable that the water discharged from the 
 clouds or the hill side above will wash it out, or form guttering channels 
 in its line. 
 
 Soft, marshy ground or swales should be logged, brushed and top- 
 dressed with coarse, gravelly material or broken stone, care being taken 
 to make ample provision for the passage of water, with ditches above 
 leading to the openings and an off-take ditch to carry the water away 
 from them. Streams should be suflficiently bridged as their dimensions 
 demand. Smaller streams can be economically spanned by structures 
 formed of round logs, which are to be found where required. They 
 should be finished with a path of coarse gravel or broken stone, held in 
 place by side timbers, securely fastened to the cross pieces below. 
 
 Where fords are practicable they should be adopted (as the pack 
 animals require water) and care should be taken to see that they have 
 easy and firm approaches, such crossing places should be freed from 
 boulders and other obstructions to the safe passage of animals, and 
 flatted side logs should be provided for the passage of pedestrians. 
 
 A trail as above described can be built in two months or less from 
 time of conmiencement, provided that arrangements are made at an 
 early date for men, supplies and transport. 
 
 Various other routes might be referred to, but as the country gen- 
 erally has the same characteristics it seems unnecessary to describe 
 them, and as developments occur and localities demand, so trails, as 
 above described, may be built in a rapid mantier. 
 
 WAGON ROAD— STIKINE RIVER TO TESLIN LAKE, B.C. 
 
 A wagon road may be constructed on the general course referred to 
 for a trail, but with a slight addition in length due to the fact that it 
 should be carefully located with gradients not exceeding 5 per cent, 
 and these only at unavoidable points. 
 
 The clearing should be made at least 25 feet in width, and the moss, 
 &c., removed from the area to be occupied by embankments, and from 
 the slope above side hill cuttings. 
 
 The road should have a base of at least 12 feet, and. where made on 
 ground sloping transversely, be formed two-thrids in cutting. Passing 
 places should be provided. 
 
 To thoroughly sustain heavily loaded wagons the bridges should be 
 designed and built on a more substantial plan than suggested for a 
 trail'. 
 
 In other respects, where applicable, the mode advised for trail con- 
 struction may be followed. 
 
 A substantial road can be built on the above route between the points 
 mentioned in QO days from time of commencement, for a sum not ex- 
 ceeding $1,400 per mile. 
 
 Cost and maintenance of a mule train on route between .Stikine River 
 and Teslin Lake; also estimate of season's results in packing a round 
 trip distance of, say 3CX) miles, light one way, and allowing that the 
 beasts be well fed and cared for : 
 
ox ROUTES TO THE YUKON. 
 
 27 
 
 Cost of jiack train cojisisting of 50 animals, larp, young and strong 
 
 with " rigging," &e., complete. Dcliverfd at Telegraph Creek. S 3,750 00 
 
 Interest on and depreciation of outfit at 15 p.e. per annum 562 50 
 
 Feed— "5 tons chopiicd stuff at $40 3,0f)0 00 
 
 40 tons hay nt $15 (100 00 
 
 1 herder and general man, iier annum COO 00 
 
 1 " " man's food, per annum I."i0 00 
 
 1 foreman packer, 7 iiionths at .'?150 {rates paid in 1897) 1,050 00 
 
 3 ordinary " 7 " 75 ( " 1,575 00 
 
 1 cook for " li " 00( " ) 3t;0 00 
 
 Food for 5 men (i " season f*'^ 5!! 
 
 Repairs to rigging, shoes, &e ^W» 00 
 
 'lotal S i<.5i>7 50 
 
 RESULTS. 
 
 Allowing four animals for packers' use, two out of service, one carry- 
 ing kitchen and food for packers, and three distributing food along 
 trail, &c., leaving forty paying pack animals. 
 
 Estimating that eight round trips be made in the season,, each ani- 
 mal carrying 300 lbs. paying cargo. 
 
 300 X 40 — 12,000 X 8 — Ofi.OOO lbs. at !)c. per lb. or net cost, 
 
 .S 8,(i40 00 
 
 Season's profit at 12c. ijer pt)und $ 2,880 00 
 
 The above mule train would thus only be able to convey one year's 
 food supplies and outfit for 48 prospectors; t' crefore, if a large number 
 pass over this route, more animals will be required to transport them 
 than can find food along the trail, therefore it is obvious that a supply 
 of grain, &c., will have to be distributed along the trail and cached, in 
 readiness for feeding when the grass gives out or is destroyed by fire 
 or frost. 
 
 Assuming that one person consumes 4 lbs. of food per day and the 
 charges therefor are as under: 
 
 IJi lbs, bacon at 13J! cts 20 cts. 
 
 ij " fluurat3icts 5 " 
 
 4 " beans... 2 " 
 
 4 " sugar, tea, apples, &c 10 " 
 
 37 cts. 
 
 Freighting from Victoria or Vancouver to Stikine River 4 " 
 
 Stikine to Teslin, 12 cts 48 " 
 
 Cost of one day's supplies for one man at Teslin 81) cts. 
 
 191 
 
T 
 
 REPORT OF MR. JENNINGS 
 
 PERMANENT WAY. 
 
 Materials, &c., required for one mile of railway track, &c., in position 
 on formation : 
 
 Steel rails, 5(i lbs. por 1. yd., 88 tuns, i?:W ................ . . 
 
 Allele plates, 2 ft. long, IS lbs. eacli, 176 joints, 4 bjlt holes, 704 plates at 18 
 
 lbs., 12,000 lbs. at 2 cts 
 
 Bolts, !f-in., round, oval nock, 1 lb. each, 1,408 lbs. at 3i cts. . . 
 
 Spikes, 5.)s x ft in.. 6,000 lbs. at 2^0 ■ 
 
 Ties, spaced, 2 ft., centre to centre, 3 ft. 6 in. by 8 in, face, 2,640 at 25 cts. . . 
 Washers, \ ulcanite 
 
 Tracklaving, permile , ^ o5?> I!!! 
 
 Ballasting, per niih', 2,000 cubic yds. at 40c 800 00 
 
 Total. 
 
 Steel rails, 70 lbs., 110 tons at 830 
 
 Angle plates, 30 lbs., 704 i)lateH, 21,120 lbs. at 2 cts. 
 Bolts (6 holts) 1 lb, each, 2,108 lbs. at 3.1| cts 
 
 Spikes, 5A x ^ in., 6,500 lbs. iit2i cts. 
 Ties, 2,040 at 25 cts 
 
 $ cts. 
 
 2,640 00 
 
 252 00 
 
 49 28 
 150 00 
 61)0 (X) 
 
 25 00 
 
 Washers 
 
 Tracklaying, per mile 8 250 00 
 
 Ballasting, 2,000 cubic yds. at 40 cts 800 00 
 
 Total 
 
 3,776 28 
 
 1,0.50 00 
 
 4,820 28 
 
 3,300 00 
 
 422 40 
 
 73 98 
 
 162 50 
 
 060 00 
 
 25 (X) 
 
 4,643 88 
 
 1,0.50 00 
 
 5,693 88 
 
 Cost of constructing one mile of roadbed. 
 LIGHT WORK. 
 
 Clearing, 9 acres at .S25 
 
 Close cutting, 2 acres at S35 
 
 < Irubbing, 2 acres at S50 
 
 Karthwork. 1,5,(HK) yds, at 25 cts 
 
 Rockwoik, 1,(XX) yds. at 81 
 
 Structures • •■■•■••••• 
 
 Engineering, 8600 ; stations, &c., 8150 ; water supply, 8150 ; telegraph line, 
 
 8110 
 
 Sidings 
 
 Contingencies 10 per cent . 
 
 Permanent way (light rails, 56 lbs.). 
 Total 
 
 8 cts. 
 
 225 00 
 70 00 
 
 100 00 
 3,750 00 
 1,(XX) (X> 
 
 800 00 
 
 1,010 00 
 350 00 
 
 ",305 00 
 730 50 
 
 8,033 50 
 4,826 28 
 
 12,861 78 
 
ON ROUTES TO THE YUKON. 
 
 29 
 
 Cost of constructing one mile of railway. 
 
 MEDIUM WORK. 
 
 Clearing, !l aoren at .'?20 
 
 Clone cutting, 2 acres at !?30 
 
 Gnjbbiug, K acre at .^50 
 
 Earthwork, 20, WM) cubic yivrds at 25cts 
 
 Kock work, 20,0(K) do %\ 
 
 Structures v • '^ ; ' ■ ■»; ; A ' 
 
 Kngineer, .S700 ; teleKriiph, -SllO ; stationx, &o., 8150 ; water wninUy, .9150. 
 .Sidings 
 
 ContinReneies 10 per cent . 
 
 Permanent way (heavy rails, 7" lbs.). 
 'I'otal 
 
 !? ct». 
 
 180 <X) 
 
 00 00 
 
 25 (M) 
 
 5,0(MJ 00 
 
 20,000 00 
 
 1,000 00 
 
 1,110 00 
 
 4()(t 00 
 
 27,775 00 
 2,777 50 
 
 ;?0,552 50 
 5,()il3 50 
 
 3(!,24« 00 
 
 HEAVY WORK. 
 
 Clearing, acres at 825 . . _ 
 
 Close cutting, 3 acres at !?35 
 
 ( {rubbing, 2 acres at §00 
 
 Earthwork, 4 ft. bank, 15 ft. base, 3,000 ft., 9,330 c. y. at 25c 
 
 Rock work, 5 ft. c\n, 22 ft. base by \ to 1 slope, 2,300 ft., 10,350 o. y. at !>1. 
 
 Structure^ . 
 
 Engineering, .'J700 ; telegraph lines, s^llo ; stations, &c., 15150.. 
 
 Water supply, S150 
 
 Sidings 
 
 Contingencies, 10 per cent., 
 
 Permanent w.ay (light rails, 5(1 lbs. ). 
 Total 
 
 8 cts. 
 
 225 00 
 
 105 00 
 
 120 00 
 
 2,3.S2 ,50 
 
 10,350 00 
 
 1,000 00 
 
 1,110 00 
 400 00 
 
 15,042 ,50 
 1,.5()4 25 
 
 17,200 75 
 4, .820 28 
 
 22,0,33 03 
 
 Stikine River Section — 30 miles. 
 
 CLASSED AS MEDIU.M. 
 
 30 miles of railway line complete at 822,000. 
 
 Dock siding and freight house 
 
 Bridge over river 
 
 Total. 
 
 8 eta. 
 
 (iOO.OOO 00 
 (),000 00 
 
 ^ii,»m 00 
 
 740,000 00 
 
80 
 
 REPORT OF MR. JSNXIXOS 
 
 Whole section, Stikine River to Teslin Lake. 
 
 30 miles as above 
 
 125 " litfbt at 813,(KX> 
 
 30 " hcavv at «:«i,(KX) 
 
 23 " niHflium at .<«22,000 ... 
 208 " say 811t,000 per mile- 
 Grand total. 
 RoUijig stock as per list. 
 
 $ cts 
 
 7-J0,(MH) 00 
 
 l,(iL'5,()tM) 00 
 
 ],(>80,'>0() 00 
 
 (lOtJ.OOO 00 
 
 a,!),'J7,«K) 00 
 
 STIKINE KIVER AND TESLIN LAKE, B.C. 
 
 KSTIMATK FOB ELKCTRIC RAILWAY. 
 
 Length— 165 miles. 
 
 Five iKiwer stations complete with hydraulic plant, &c 
 
 Twenty large cars, fitted with 4 motors each 
 
 Railway line fitted with feed and other wires, kc « o afin nnn m 
 
 Dynamo.s and " lioosters r« ^850,000 00 
 
 Railway liue-liglit rail 
 
 Wharf at each end, also freight horises 
 
 Two construction engines and 40 cars ■> 
 
 Annual Cost ok Opkuation. 
 
 Interist and^depreciation on 82;8o6;000 aVlO "lieV cent'. '. ". '. '. . '. '. • 285:o(K) 00 
 
 1iota,l ji 340.000 00 
 
 100 
 
 Sav 3 steamers plying on Stikine, bringing on average : 
 I)ro.spectors per day for 4 months-12,tK)0 passengers- 
 165 miles rail haul at 5 cents per mde— 88.25. ..... ......? 
 
 And ^ of a ton of freight per man— 0,000 tons at §50 per ton 
 
 99,000 00 
 450,000 00 
 
 -S 549,(KK) 00 
 
 Expenses as above 340, (K) 00 
 
 Profit and loss 8 209,000 00 
 
 STIKINE-TESLIN LAKK ROUTE, H.C. 
 
 As the cost of freighting is of interest in this connection, the under- 
 noted statement may be of vahte, but it must be borne in mind that it 
 is based on the assumption that the animals are supplied with food for 
 the greater part of the year, whereas it is likely that those worlang cii 
 this route would be removed at the end of the season to a locality where 
 they could be kept in the open and without expense except for the 
 wages and keep of a herder. 
 
ox ROUTES TO THE YUKON. 
 
 81 
 
 I 
 
 Calculated cost of mules, wagons, &c., delivered at, say, Gleiiora, food 
 and expense, for a season's work of six months, teaming between above 
 points — 150 miles each way, returning light : 
 
 Ten large team luuleH, <leliveietl, ^10<> each $ l.'K)'* 0() 
 
 Ten sets Imrness, i^(;., «(2"> each ^i>0 <*<• 
 
 WagoiiM, tent, kitchen, i!l:c 
 
 5(H) (Mj 
 
 Total cost of plant * 1,750 (Ki 
 
 Interest and flc]irt'ciation, 15 per cent ■•? 
 
 Keep iif iininiulK, ti niiintliH - IHtt (lay.i ; each aniuinl Ki pminils iiay 
 and 10 pnumlH oats |>er day ; 10 .v ll)=ltiO x l.HO^"_'8,000 pounds 
 
 hay .<<40 per ton* '. * .W) (Xt 
 
 10 X l(» = 10(l x 180 = 1«,OIH» pounds oats at 840 per ton ;«iO 00 
 
 Teamster, (i months, at 875 450 Oil 
 
 foodati?15 '.lo 00 
 
 •' boy and f(Kxl 125 00 
 
 Rephirs and shoes, &c 150 00 
 
 202 50 
 
 1,751 00 
 
 Total « 2,013 50 
 
 Say, 10 tiips in season, each of W tons net = :?0 tons = S(2,013.50-^30 = ?fi7.12 per 
 ton. 
 
 Cost 1 ler ton 8 67 12 
 
 (lovernment toll on, say, road=one-half cent per pound 10 00 
 
 Total, per ton 8 07 12 
 
 = 3'85(> cent per pound. 
 
 *As a considerable quantity of green "feed" is to be' had en route 
 during the greater part of tlie season, the amount of hay may not be 
 required. 
 
 Food and other supplies required by one man for one year's main- 
 tenance in the Yukon District: 
 
 13ic. 
 
 FOOD SUl'l'LIES. 
 
 400 1. IS. Hour (Hungarian), at 3Jc 8 
 
 500 
 
 50 
 
 50 
 100 
 
 40 
 
 10 
 
 40 
 
 10 
 
 40 
 
 40 
 
 50 
 
 13 
 
 10 
 
 20 
 1 
 
 l)ac m at 
 oatmeal . 
 
 pilot l>read 
 
 beans (Bayo) at 3 
 
 evajHirated apples at fitc 
 
 " onions at 40l' 
 
 " potatoes at 25c 
 
 tomatoes 
 
 s])lit iK-as at 2ic 
 
 rolled oats at 3;Jc 
 
 sugar (granulated) at S^c 
 
 tea at 25c 
 
 green coffee at 25c 
 
 salt at Ic 
 
 pepper 
 
 mustard at 40c 
 
 J " si)i(es at <)0c 
 
 2 " baking soda 
 
 1 duz. Johnson's Extract of Heef, 4 oz., at 84.50 perdoz. 
 
 3 His. soup vegetables at33c 
 
 3 " lime juice taljlets at 30c 
 
 1 tin matches 
 
 ] box candles 
 
 Baking powders in tins 
 
 10 liars Koaj) at 50c., 4 at 50c 
 
 .\ doz. condensed milk at •'*2 per doz ... 
 
 10 lbs. currants and raisins 
 
 13 00 
 67 50 
 
 1 80 
 
 2 (X) 
 
 3 (M) 
 2 00 
 
 4 00 
 10 00 
 
 2 50 
 1 00 
 
 1 30 
 
 2 03 
 
 3 25 
 2 50 
 20 
 40 
 20 
 30 
 
 40 
 
 4 50 
 
 1 00 
 
 !»0 
 
 1 00 
 1 75 
 
 10 00 
 1 00 
 1 00 
 80 
 
 (Jross weight, say 1,000 lbs 8 140 53 
 
 In packing food or other supplies, boxes should, as far as possible, 
 be avoided, and sugar, flour, Ijeans, &c., in addition to the ordinary 
 sacking, be placed in canvas bags. Packages should not be over 30 
 
32 
 
 HEt'ORT OF MR. JENXlNdS 
 
 inches ill length, and 14 to 16 inches in diameter, and not more than 50 
 lbs. in weight. 
 
 I also add a list, with cost, of articles which one prospector should 
 take with him to ensure comfort, and the means of making his venture 
 a success in paying ground. 
 
 If prosjjectors form ])arties, a saving in articles, cost and transport 
 charges may be made per man proportionate with the numerical strength 
 of each party. 
 
 Articles ref|uircd for boat, sluice and house building; also for pro- 
 specting and placer mining: 
 
 1 llUCkct (lllMKIK'tic) ClillipiVHI) 9 1(10 
 
 li Ills. i|iiicl<sil\('r. . , 1 li5 
 
 2 i^oM paiiH 1 50 
 
 1 nIiom'I (rduiiil point, nolid l)iiik) 125 
 
 1 pick (HtccI piiiiitH, iiutdiiiiu wi'iL'lit, two liiindluM) 1 60 
 
 1 Imniini'r (.'1 11m. and one Imndlf), 70 
 
 *1 I'lioppintf iixt' (3Ji in., 2 liandlt'H) 100 
 
 •1 " (2ior3inclieH) 100 
 
 •1 haiu' ,xt) with claw handle 50 
 
 *1 small handli'^cach for x cut and rip ........ 2 00 
 
 " 1 sin^'le .X cut Maw, \ feet 2 00 
 
 *1 singli' whip Maw and hnndli' liijflit 'A T-A) 
 
 *1 eyt' aujjnr, oacli \, I, 1 k and 2 inchi'H M (W 
 
 *1 jack pliuii- . . . . .". . ." .. . 75 
 
 •1 Hpoke mIkivc, round and Hat .'W 
 
 *1 doz. awls— aM.sortod sizes 15 
 
 *A '• KiinletM 25 
 
 *l " pa<>k needltw 16 
 
 *} 11). twine (pack) 13 
 
 '1 V)all heavy twino .50 
 
 *200 ft. i-in. rope 73 
 
 I ft. Ain. roi; 
 
 "100 1 
 
 iipe. 
 
 I 00 
 % 24 40 
 
 The articles marked thus * in above list are sufficient for a party of six. 
 
 Articles required for Boat, .Sluice and House Building ; also for Prospect- 
 ing and Placer Mining — Continued. 
 
 U lbs. wire nails, eacii 2-ineli and Itincii .■? (10 
 
 2 " " l-inch and lA-incli 40 
 
 1 file for each kind of saw (4). . . . " (M) 
 
 2 mill saw tiles, 12-inch, for sharpening axes, &c 25 
 
 1 small whetstone 15 
 
 1 sheet emery cloth each, mediinn and fine 12 
 
 1 chisel each A-incli, l-inch, and lA-inch 1 23 
 
 1 conimi in rufe 20 
 
 1 lead iieneil 05 
 
 1 drawknife 50 
 
 3 lbs. caulking cotton for lioat 75 
 
 3 " i)itch, mixed, for Ixtat .")0 
 
 2 pairs rowlocks for l)oat 7.5 
 
 1 sheet iron stove with oven and pipes 7 00 
 
 1 nest of tin kettles 1 75 
 
 1 tin teapot 40 
 
 2 bre.-id pans 60 
 
 2 wash basins (1 for bread) (I 30 
 
 1 l)utcher knife, 9-inch 25 
 
 1 coffee mill 75 
 
 2 fryinif jians, 10-inch 40 
 
 1 iron fork 10 
 
 3 iron s|K)ons, long ladle, 12-inch 25 
 
 tin j)lates 25 
 
 3 " bowls 21 
 
 1 " cuji 10 
 
 .S " teaspoons 05 
 
 3 " tablespoons 10 
 
 3 pairs kni ves and f< irks .... 75 
 
 yards cotton for dish cloths, &c 50 
 
 2 canvas buckets, 2-gallon . 3 00 
 
 8 22 88 
 
I 
 
 ON HOl/TES TO rriK YUKON. 
 
 ss 
 
 'llic loi'ls oininicratcd above, also tin kcttlos and buckets, ample for 
 a party of six — spoons, plates, &c., for a party of tliree. 
 
 rKU.SONAL Kl-'FKCTH. 
 1 piiir KMiii luiotn $ 
 
 liin^, I'J li'iillii r IhiiiU. 
 
 heavy lai'cd hootH 
 
 " HlijumrH 
 
 nil)li(^rH 
 
 " (fIdVI'S 
 
 Wdolli'ii mitts 
 
 H'IRK'''"' Nlllllkcil fflllMM 
 
 Huow .■<liiH'H mill tliiinj,'.-! . . 
 
 llWHM^a.tillM 
 
 2 KIlitN WIKllll'tl t^ldtllCH 
 
 1 licMV.v overcoat 
 
 ■J ill-ill Hliirts 
 
 '1 [iiiirs eaiivas and blue .jeiin troiisftrs 
 
 M " lieavy woollen sockH 
 
 2 " mediiiiTi " 
 
 2 " kniikeiliiicliei- stoekintfH 
 
 2 HuitM lieiiA V woollen undeiclothos 
 
 2 " niedimn " 
 
 1 felt (soft) hat 
 
 1 heavy knit cap with ear liatiflap for winter UHe 
 
 1 necktie 
 
 1 woolli'n comforter 
 
 1 pair woollen mitts 
 
 1 " braces . 
 
 2 skeins lila<'k linen thread 
 
 2 " white " 
 
 2 " li>;ht dral) linen thruad 
 
 2 papers needles to suit 
 
 2 ilariiiiiK needles ... 
 
 1 hank each hlack and white yarn 
 
 .\n assortment of linttons 
 
 1 bnckskin 
 
 1 pound liahiche for snowHljoes 
 
 5 (K) 
 
 n m 
 
 •A W) 
 
 1 (K) 
 
 1 (HI 
 
 1 25 
 
 (1 M 
 
 II fid 
 
 .". (HI 
 
 ,'<ll (HI 
 
 1(1 (HI 
 
 :t (HI 
 
 'A (H) 
 
 1 (HI 
 
 1 (HI 
 
 1 20 
 
 4 (M) 
 
 4 «() 
 
 1 50 
 
 5(1 
 
 (1 50 
 
 50 
 
 60 
 
 no 
 
 10 
 
 10 
 
 10 
 
 10 
 
 00 
 
 20 
 
 10 
 
 1 (HI 
 
 25 
 
 ii; 87 21 
 
 PERSONAL. 
 
 1 tent, (ift. X 8 ft., 10 oz. duck with 2 ft. wall (^ood (or two nien).!^ 
 
 1 dunnage bag, .SO-in. x Ki-in. dianii'ter, canvas 
 
 1 " " oiled 
 
 1 tarpa\ilin (10 o/,.) (i ft. \ 8 ft. (do for boat .sail and for bed) 
 
 1 oiled cotton tarpaulin, (i ft. x (> ft 
 
 2 paii'.s blankets, 4 points and bag for ditto 
 
 1 small looking glass 
 
 2 towels 
 
 1 towel, bath 
 
 1 comb ... 
 
 I brush, each, teeth, 2.-)c. ; hair, 75c . 
 
 1 doz. (I? grs. ) (|iiiiiiue pilla 
 
 1 box anti-billious pills .. 
 
 1 small roll sticking plasll'r tape \ i 
 
 1 " lint.... I j 
 
 2 bottles painkiller I j 
 
 2 " Jamaica ginger ] (Jood for a party of six ', 
 
 1 small bottle chlonulyne .... I 
 
 1 pot vaseline 1 I 
 
 1 scissors, ordinary I I 
 
 10 (HI 
 1 (Ml 
 1 25 
 3 (VI 
 1 50 
 
 18 00 
 15 
 .W 
 50 
 
 10 
 
 1 00 
 25 
 25 
 II 25 
 (I 10 
 40 
 oO 
 II 2.^) 
 (I 25 
 25 
 
 S 39 30 
 
 m 
 
84 
 
 itisroiiT OF Mil. ./ir^ViV/iV^/.sr 
 
 1 Kill-iK't, !(ll)N.,Mit,v5l) ft, loiiK. •Mil. Ill' H.^ ill. iiiiwli wliiiii MtrtitoliiHl.9 
 
 UiO ft. (I('i'|i Mia line lorilittd 
 
 M do/. UHttdilcil I'y" tinli liiiiikM 
 It Hiicii't ciiiiiiiiciii lixliinK liiK'M 
 2 li'iiwliiiK liiii'S, loo ft. i-iu'li . 
 
 H|I(HIIIH 
 
 2 (ixtra triple li(NikH, lioitvy fur " ^iftn'mK " HhIi. . . . 
 
 I III. nIicI'I llMul 
 
 I ill. IiiicUkIkiI . •••..■• 
 
 I ritlf, lit{lit, Miiy 44 
 
 M " i!iirtri(ljft<«, liullnt . . 
 
 iV) " " Hllllt 
 
 1 Htnu^lit kiiifi', v\ ili'ii liiinilli', liliuli' i> in. Ioiik. 
 
 I li^lit, licit an I .^liiiUli fur l<iiilV 
 
 a IK) 
 
 50 
 20 
 lU 
 (M) 
 80 
 
 in 
 07 
 
 07 
 
 III (N) 
 
 1 TiO 
 1 M) 
 25 
 50 
 
 Tdt.il. 
 
 8 24 24 
 
 'I'lic al)Ovc artii-Us are siinRiciil for a party i>i si.K. 
 
 I 
 
r 
 
 f 
 
 •r4 
 
 i 
 
 a' 
 
 
 ^ 
 
s £^W^ 
 
 yi4mA^ 
 
 \y 
 
 
 -Jo-} 
 
 '-'-'- Ocean. 
 
 
 yKileS 
 
 '-. Ocean. 
 
 
 
 Sh^e^,ff^fJ' 
 
 O mm ■taw 
 
 limlMijIriirliiiil 
 

 ty/yKe, — . CA^^^i/nfiyi^ot^ytey ^^:^ 
 
 
 Te^sliw-Ci- 
 
 Tesl-irvL- 
 
 ^26J^Ue^ 
 
 T&s/tn L 
 
 '<!/?^. U,/eS 
 
 ^^-{^JZtLj ^^--^^ 
 
 O lOffO '■Ulf>0 
 
 llUjllMjhlllljIllI 
 O Join 7ffn 
 
 "TT 
 
 ^ 
 
 
 7 
 
-ac-. 
 
 
I 
 
r-ff'-^^"'%^>^■ 
 
 ■r 
 
 W - - - 
 
 *^i </l<"4i ,.%, 
 
 * 1 
 
 <i€c^ 
 
 
 
mi'iym 
 
 hiiiMlHiMMiiHiMHyi 
 
V 
 
 ifi^ 
 
 
 lit /:: 
 
 if ///f 
 
 
 
 
 
 
 ^1 ^/ 
 
 ////•; 
 
 /■/ 
 
 
 
 
 
 
 C 
 
 U'f^c/ly 
 
 YV//'/ 
 
 W^^ CiH^nfy u^ (•r/^ct-r tt 
 
 ^" 'yo^{_ ) =™ 
 
 ^'i^,n*utef<i- . 
 
 
 t= 
 
 
 =t 
 
 Raliway Routes 
 
 s'C^.- 
 
 wm 
 
 
— w^«^ 
 
 ^' 
 
 -Ct 
 
 '/ 
 
 tiriye 
 
 '^>fefc>^^-' 
 
 
 • Jt— ^ • 
 
 I I I I -1 — V 
 
 ^ 
 
 ^\ 
 
 '^'*-''-~*-V/*-»-«4-r 
 

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 »*>wu», ,,„ 
 
 
 
 
 
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