HOMES AMONG THE YELLOW WHEAT
"The stranger that sojourneth with you shall be unto you as
the homeborn among you, and thou shalt love him as thyself."
--_Leviticus, XIX_, 34.
[Illustration: A Rye Field in Brandon, Manitoba]
Edmonton once more. Two Spanish sailors shipwrecked and navigating the
Pacific on a log, search the shore for a sign. Into what land are they
drifting? The one at the bow (does a log have a bow?) sees something
through the haze--"_Gracias a Dios_! Praise be to God, it is a
Christian country! I see the gallows!" We too get our sign. We reach
Edmonton on Convocation Day.
Most young countries for the first ten years of their lives confine
their energies to roads, bridges, transportation--things of the
market-place. Alberta has been a full-fledged Province of Canada for
barely three years, and, coming out of the wilds, we sit on the back
benches and see her open the doors of her first Provincial University.
The record is unique and significant. On the banks of the Saskatchewan
rise the walls of the new Parliament Buildings, a replica in small of
Minnesota's State Capitol at St. Paul. This new Province, carved out of
the heart of the world's biggest wheat-farm, would seem to hold within
it all the elements that make for national greatness: the richest soil
in the world, oil, timber, fur, fish, great underlying coal measures, a
hinterland which is a very Pandora's box of gifts. Strong, sane, young
people have the situation in hand, each alert to grasp the skirts of
happy Chance. Peace walks within these western borders. What more would
you?
The very first man we hunt out in Edmonton is Mr. Wyllie of Chipewyan.
On his promised visit to the Orkneys the old man had gotten as far as
Winnipeg, where the crowds of the modern city affrighted him. "Miss
Cameron, the men on the streets were as trees walking, and no man
stopped to ask how the other was doing. If that is the world, I wanted
to go no farther. I'm going back to Chipewyan, and I will take my family
with me. We go home with dogs on the first ice!" Poor Wyllie! Before the
bells rang out the Old Year, his soul heard the summons none may
disregard, and alone he went out on the Long Journey.
What of Inspector Pelletier, Walker, Joyce, and Conway, essaying the
traverse from Resolution to Hudson Bay? For weeks after coming out we
waited for news of the party. Month succeeded month and no word came out
of the white silence. Hudson Bay has no daily mail service. "There ain't
no busses runnin' from the Bank to Mandalay." It is not until March that
the welcome word comes that the original party safely made salt water.
The relieved tension at Regina headquarters and the joy of personal
friends is dimmed by the news of the death of Corporal Donaldson, who
joined the others at Chesterfield Inlet. Donaldson, in company with
Corporal Reeves, started down Hudson Bay in an open boat and encountered
a herd of walruses. Enraged and maddened at the shots of the men, one
huge animal made a charge, the boat was upset, and Donaldson, trying to
make shore, was drowned. Reeves survived.
It seems to be a chapter of accidents. Just as this book goes to press
we learn of a double fatality which attended the transport of the 1909
outfit of Count von Hammerstein. This plucky developer of McMurray
oilfields, while running Grand Rapids on the Athabasca (the rapids which
we had descended in an empty while the other sturgeon-heads were
discharging freight at Grand Rapids Island), struck a boulder. The boat
turned turtle and the three men were tossed into the torrent,--von
Hamerstein, V. Volksooky, a young Russian, and a French half-breed, La
France. The Count was washed ashore and escaped, but the others were
drowned. Deaths such as these are the price of Empire. When the
railroad reaches the Athabasca, the running of these dangerous rapids
will no longer be necessary.
[Illustration: Charles M. Hays, President of the Grand Trunk Railway]
In the footprints of Back and Samuel Hearne, Alexander Mackenzie and Sir
John Franklin, for six months we have been treading the silent places.
We have thought much of these faith-possessed men who found the roads
that others follow. In faith they wrought. Canada does well to honour
these great of old, and that she appreciates the work of her early
explorers is shown in the fact that British Columbia recently granted a
pension to the granddaughter of Simon Fraser, the man who in 1808 first
sailed down the great river that bears his name. But the day of our
great men is not over; Canada still in her great North and West has
Pathfinders of Empire. The early voyageurs made their quest in the
dugout and the birchbark; and the tools of these are rails of steel and
iron horses.
[Illustration: William Mackenzie, President of the Canadian Northern
Railway]
We are accustomed to look upon a railroad as a cold thing of dirt and
sand and rock, ties and steel,--a mechanical something associated with
gradients and curves. But the history of railroading in Canada is one
long romance; back of each line is its creative wizard. We are too near
these men to get their proper measure; the historian of the future will
place their names on Canada's bead-roll:--Charles M. Hays, the forceful
President of the Grand Trunk Pacific; Mackenzie and Mann; William Whyte
of the Canadian Pacific. Canada owes much to Caledonia. Nine-tenths of
those pioneers of pioneers, the trading adventurers of the H.B. Company,
came from Scotland, that grey land where a judicious mixture of
Scripture and Shorter Catechism, oatmeal and austerity, breeds boys of
dour determination and pawky wit, boys who, whatever their shortcomings,
are not wont to carry their wishbone where their backbone ought to be. A
conspicuous example of the dynamic Scottish Canadian, hale at sixty-six,
is William Whyte, Vice-President of the Canadian Pacific Railway. At an
age when most men are content to "drowse them close by a dying fire,"
William Whyte finds himself in complete charge of all the affairs of the
Canadian Pacific Railway Company between the Great Lakes and the
Pacific. Through the positions of brakemen, freight clerk, yard master,
conductor, night station-agent, passenger agent, this man worked on his
own passage along Fame's ladder. Twenty years of adolescence and
preparation, twenty years with the Grand Trunk, a quarter of a century
with the Canadian Pacific, this is William Whyte's record of splendid
service. He has always played the game and he is still in the harness.
[Illustration: Donald D. Mann, Vice-president of the Canadian Northern
Railway]
[Illustration: William Whyte, Second Vice-president of the Canadian
Pacific Railway]
When people enquired of the early Christians, "What do you call your new
religion?" they answered, "We call it _The Road_." If religion is the
best work of a man made visible, as I think it is, then the Canadian
Northern Road may well stand for the religious expression of the men
who made it. It takes more than money, more than dreams, more than
ambition, for two men in twelve years to build, own, and personally
control five thousand miles of railway. As Riley says, it takes sweat. A
mile a day for twelve years,--this is the construction-record of the
Canadian Northern. It sounds like the story of Jonah's gourd. In 1896,
nothing. In 1909, a railroad line with earnings of ten million dollars a
year west of Port Arthur alone, and twelve thousand people on the
regular pay-roll. Beginning in Manitoba and operating in the three
prairie Provinces, the Canadian Northern is primarily a western railway,
its remarkable growth being coincident with and closely related to the
tide of immigration.
[Illustration: In the Wheat Fields]
As a case in point, on our way south from Edmonton we pass through the
divisional point of Vermilion on the Canadian Northern, which is not to
be confounded with our Far North Vermilion-on-the-Peace. Vermilion
exemplifies wonderfully the Go-Fever and the Grow-Fever of the
Prairies. Before it was three months old its citizens had organised a
Board of Trade, had given it a Methodist Church, a newspaper, a bank, a
public school, three lumber-yards, three hotels, three restaurants, four
implement warehouses, two hardware stores, two butcher shops, four real
estate offices, a furniture store, a drugstore, a jewellery store, a
steam laundry, a flour and feed store, a shoe-shop, a bakery, and a
bookshop. Three barbers had hung out their signs, and so had two
doctors, a photographer, a lawyer, a dentist, and an auctioneer. There
were two pool-rooms and a bowling-alley.
Farther south we reach the town of Vonda. The Canadian Northern reached
this neighbourhood, and the town-site was surveyed in June, 1905. That
year Vonda shipped over the line one hundred thousand bushels of wheat,
and in 1906 her exports were five hundred thousand bushels. The Canadian
farmer looks upon the railroad as his friend; you cannot expect _him_ to
use the inclusive condemnation, "Corporations have no souls." The main
line of the Canadian Northern runs from Port Arthur on Lake
Superior--where, by the way, stands the world's largest grain
elevator--to beyond Edmonton on the North Saskatchewan, operating in the
heart of one gigantic wheat-farm. The method of construction has been
unique. The owners commenced to build branch railways almost before they
had a main line. Little spurs to small elevators grew into long branches
flanked with bigger elevators, and the elevators evolved into villages,
towns, and cities, until to-day the result of twelve years' growth shows
a main line of thirteen hundred miles, with over three thousand miles
of branch railways. An orchard tree is a good fruit-bearer when the
thick clustering branches are more in evidence than the long thin trunk,
and the same applies to railroads. But this main line will grow, too.
Working out from its wheaten heart, its natural line of growth is east
to Hudson Bay, north beyond Edmonton, and west to the Pacific. Surely
the tentacles are pushing out. Already the Alberta Legislature has
granted the Canadian Northern a charter to Athabasca Landing, and one
hundred miles of steel will here tap all the lush land watered by the
Peace and the Athabasca.
More interesting than the line which gridirons the wheat-lands we are
passing through, are the men who made it. To try to write the history of
Western Canada's development and not speak of Mr. Mackenzie and Mr. Mann
would be as difficult as Mr. Dick's efforts to tell his story without
mentioning the unfortunate Charles I. William Mackenzie is the Cecil
Rhodes of Canada--gentle, kindly, almost retiring in his manner, and
with a glance as inscrutable as the sea. Beginning as a school-teacher,
he early threw aside the ferule and the chalk, to get into the world of
action. In his time he has built shacks, kept a country store, and run a
saw-mill. Three things come to him as priceless treasure out of the
self-discipline of these experiences: a rare aptitude to see and to
focus the central idea of any proposition, quick and unerring decision,
and the power of ready calculation. "I am seldom wrong in a figure," is
one of his few admissions about himself. The President of the Canadian
Northern travels without a secretary, dictates letters sparingly, and
works in an office as bare of adornment as a monk's cell.
And his working partner? Donald D. Mann is a man of deeds rather than
words. James J. Hill has declared Mr. Mann to be the greatest railway
builder in the world. Mr. Mann was born in Ontario not far from the
sleepy town of Acton and just six miles east of Rockwood, the birthplace
of James J. Hill. These two boys learned to swim in the same
swimming-hole. One wonders from what roadside spring they quaffed the
draught which sent them railroad-building. Mr. Mann thinks it a great
advantage to be born a country boy, for he says it makes a lad frugal,
strong, and resourceful. It worked out this way in his own case at
least, for there is not a thing in railroad building that Mr. Mann
cannot do with his own hands, from shoeing a mule to finding the best
pass in the Rockies through which to slide his iron horse down to the
sea. Direct, strong, simple, he knows how to control himself and manage
others. D.D. Mann is a conspicuous example of what a Canadian boy has
managed to accomplish by his own efforts. The beauty of this Western
Canada is that it holds out opportunities to every plucky lad who has
initiative and who is willing to work; nothing is stratified, the whole
thing is formative.
While the steel kings are letting the light of day into this great
granary, they are being helped by a government representative, as
democratic and direct as any of the pathmakers whose visible work we
have been noticing. The Hon. Frank Oliver, Canada's Minister of the
Interior, is essentially a self-made man. Before the railroad men
realised their vision splendid, young Mr. Oliver and his bride rode into
Edmonton on an ox-cart, with a modest little printing-press tucked away
among the wedding-gifts and household goods. Oliver was a practical
printer and soon issued a hand-dodger called by courtesy a newspaper.
The editing habit sticks. The Minister of the Interior owns and
publishes the Edmonton _Bulletin_. Mr. Mann says, "I like building
railroads"; Mr. Oliver might parody him and say, "I like building
newspapers."
[Illustration: Hon. Frank Oliver, Minister of the Interior]
Arrived at Winnipeg, we look back across this great prairie we have
twice traversed. The land stands ready to produce bread for the nations;
Nature has done her part, now man must do his. The two greatest needs of
Western Canada to-day are transportation and immigration. Of the one we
have spoken; the other claims our interest even more compelling, for man
is more vital than machinery. Canada is a country with a meagre past, a
solid present, and an illimitable future.
She, moreover, is the last unstaked Empire under a white man's
sky,--where wilderness and man are meeting. The flood of immigration
hither is not the outcome of the temporary mood of mankind or of the
immigration policy of a government. It is the natural sequence of the
economic conditions of a continent seeking the outlet of least
resistance to a more favourable situation. The people who are coming in
are not dreamers but workers. "The world's greatest wheat-farm," says
the economist. It is more than this: it is a human crucible, and we are
witnessing here the birth-throes of an entirely new nation.
[Illustration: Threshing Grain]
While seventy-five per cent of Canada's wheat-farmers are either
Canadian, American, or British-born, and of the class that preserves the
homogeneity of the race, every country on the map pays tribute to the
plains. Austrians are here and Galicians, Hungarians and Belgians,
Dutch and French and Germans, Italians and Polish, the Russian
Doukhobortsi, Finns and Danes and Icelanders, Swedes in thousands and
stalwart Norwegians. South Africans and West Indians are coming in with
Bermudians and Jamaicans and the bearded Spaniard. Far off on the
Pacific Coast, strangers are knocking at the western gate,--Chinese,
Japanese, and Hindoos.
[Illustration: Doukhobors Threshing Flax]
There is no Established Church in Canada; it is the freest land in the
world. On his one hundred and sixty government-given acres, the new
arrival may worship his God in his own way. The Greek Church in Winnipeg
has a Bishop who one day each year makes holy water of the Red River
when the Czar is performing the same blessing on the Neva. Down in
Southern Alberta refugee Mormons from Salt Lake grow sugar-beets,
revere the memory of Brigham Young, and multiply after their kind. Until
within two years ago the expatriated Russian Doukhobors maintained a
commonwealth of ten thousand souls, eschewing liquors and flesh-meats,
making the prairie blossom into bumper harvests, and holding all things
in common.
Winnipeg has three thousand Icelanders who, every August, take a day off
to celebrate the fact that the Danish King, in 1874, granted a
constitution to Iceland. When you ask them why they came to America,
they say, "Did not our Lief Ericcson discover this continent, why
shouldn't we come?" The Icelanders boast two members in the Manitoba
legislature. A Mennonite is a member of the Parliament of Alberta. The
first graduate of Wesley College in Winnipeg to find a place on the
staff of his Alma Mater is also a Mennonite. Winnipeg has several, Roman
Catholic Polish lawyers. Statistics prove that the young Jewish people
of Western Canada patronise the public libraries more than any other
class or race. All the citizens-in-the-making are closely interested in
politics. Recently there was chronicled the formation in Winnipeg of a
Syrian Liberal Club and a Syrian Conservative Club. Up in Edmonton the
Galicians (Ruthenians?) have just organised a corps of volunteer militia
to serve the Canadian country of their adoption.
[Illustration: Sir William Van Horne, First President of the Canadian
Pacific Railway]
The Americanisation of Canada? During the past seven years over three
hundred and fifty thousand people have come to us from the United
States. Is this American invasion to be feared politically? Western
Canada has no more desirable citizens than those who come to us from
the south. They are not failures, but are people who have made good,
intent on making better. One generation at the most,--sometimes but a
few years,--converts these into Canadian voters. The troubled English
brother should remember that when "American" farmers in Canada pronounce
on Canadian matters they do so constitutionally at the polls and as
Canadian citizens. As Canadians we believe that our national
institutions, though far from perfect, are in some respects superior to
those of the United States. We believe they are at once more elastic,
more responsive to the popular will, and more stable because more
elastic. The west is gaining in political power as it gains in
population and prosperity, and fortunately our government machinery has
been well tested before it is called upon to feel the strain of our
rapidly-increasing population. Canada may construct where older nations
must reconstruct, and if we borrow an American institution or two,
provided it be a good one, let no man hold up hands in holy horror.
Japan has borrowed nationally whenever she saw, lying around loose,
something she could use, and Japan is as Japanese at heart as she was in
the days of the Tycoon and the two-sworded Samurai. Belgium to-day,
after centuries of contiguity and intercourse, is not exactly France;
and little Switzerland, surrounded by the Powers, will be Switzerland
till the last curtain-fall.
"Is Canada loyal to England?" is a question that sometimes meets us. No,
Canada is loyal to the British Empire of which she forms a part. Let
England see to it that she, too, is loyal.
Canada has two hundred millions of arable acres south of the
Saskatchewan. North of this river, in the pleasant valleys of the Peace,
are one hundred million acres more. If Canada were as thickly populated
as the British Isles it would have a billion people. The mind reels and
the imagination staggers in thinking of the future of this rich land.
God has intended this to be the cradle of a new race, a race born of the
diverse entities now fusing in its crucible. Most of these people in
time will intermarry,--Germans and Latins, Celts and Slavs, and with
these the Semitic peoples, in varying proportions and combinations.
Physically, what will be the result? Mentally and morally, what type
will prevail? Drawn by the lure of the wheat, all pour themselves into
the melting-pot. What of the new Canadian who will step out?
In the point of population, Canada begins the twentieth century where
the United States began the nineteenth. The race is ours to run. Wise
the nation, as is the individual, who can learn his lesson from a page
torn out of his neighbour's book, learn what to follow and what to
avoid. Our fore-elders who laid the foundations for us laid them
four-square. As Canadians, we owe a debt to the Fathers of Confederation
and their successors. In the West, our particular thanks are due to the
Hudson's Bay Company, the R.N.W.M.P., and all those factors which
established British law "in the beginning." Canada has never seen a
lynching; we have had no Indian war; with but one weak-kneed exception
there has been no attempt to hold up a train within our Western borders.
This is the inheritance of the people of this generation, and on this
foundation we must build. Our hope is in the children.
On the benches of one school-room in Edmonton I found children who had
been born in Canada, the United States, England, Scotland, Russia, New
Zealand, Poland, Switzerland, Australia, and Austro-Hungary. They were
all singing "_The Maple Leaf Forever_." It is the lessons these children
are to learn in that little red school-house which will determine the
future of Western Canada, and not the yearly tale of forty-bushel
wheat. In the past, nations out of their very fatness have decayed. Many
signs are full of hope. Last winter Mrs. Ray travelled alone with
dog-sled all the way from Hudson Bay to Winnipeg to place her children
in school. Her husband is a fur-trader and could not leave his post. At
all hazards the bairns must be educated, so the brave mother journeyed
out with them!
May I close with a purely personal note? At the end of a summer which
had showered us with kindness, I was to hear from the lips of a Roman
priest in St. Boniface the most delightful tribute I have had in my
life. We had gone across the river to see the holy relics and skulls,
the result of the La Verendrye research carried on by this clergy in the
Lake of the Woods country. I was anxious to get the story of the
recovery of these historic remains and also to secure photographs. But
the Father was obdurate, for he thought his Bishop might not approve. We
turned to go downstairs from the third story of the seminary. Looking in
at an open door, my eye was caught by the familiar wording of a
blackboard problem. "If 16 men and 4 boys working 4 hours a day dig a
trench 82 yards long----." And I halted, as the one-time circus-horse
stops when he hears the drum of a passing band.
"You are interested?" queried the Father.
"Yes," I acknowledged, "I once taught school."
He, still in the trammels, looked the enquiry he did not utter.
"I taught school for twenty-five years," I admitted.
We walked on down the stairs to the next landing in silence, when he
turned to me with, "And you taught school--for twen-ty five years?"
I nodded my head, and we went on. At the next landing the remark was
repeated. At the foot of the stairs he excused himself and came back
with the photographs which he presented to me with an Old World courtesy
and dignity. Grasping my hand in farewell, once more the man of God
wondered, "And for twen-ty five years you taught school. And you remain
so--" He hesitated for the word, and I wondered what it would be. At
last it came,--the tribute of one who expected to teach school all his
life to one who had put in a quarter of a century at the work and still
survived,--"You have taught school for twen-ty five years, _and you
remain so glad!_"
And this is the keynote of what the summer has left with us. As
Canadians, looking at this Western Canada which has arrived and thinking
of the lands of Canada's fertile Northland far beyond, for the future we
are full of optimism, and of the present we are _glad_.
ROUTES OF TRAVEL
ROUTE FROM EDMONTON TO THE ARCTIC VIA THE ATHABASCA AND MACKENZIE RIVER
SYSTEMS.
MILES PLACE PASSENGER FREIGHT TARIFF MODE OF TRAVEL TIMES
TARIFF per cwt.
0 Edmonton
100 Athabasca Landing $8.00 $1.00 Mail stage, run by J.M. Kennedy Twice a week all year round
DOWN RETURN DOWN RETURN
STREAM UPSTREAM STREAM UPSTREAM
0 Athabasca Landing Northern Transportation Co.'s SS.
120 Pelican Rapids $ 7.50 $ 7.50 $ .75 $ .75 _Midnight Sun_ (when business offers)
165 Grand Rapids 10.00 15.00 1.50 1.50 or scows. From Athabasca Landing
to Grand Rapids.
252 Fort McMurray 20.00 27.50 3.25 3.25 Scows from Grand Rapids to Fort
McMurray
437 Fort Chipewyan 35.00 45.00 4.50 4.50 H.B. Co's SS. _Grahame_ (sternwheel
539 Smith's Landing 45.00 55.00 5.50 5.50 river steamer, 130 ft. x 28 ft.;
accommodates 30 passengers; blankets
supplied; bathroom; meals served 50 From June to
cents each; 150 lbs. baggage free). August inclusive[1]
From Fort McMurray to Smith's
Landing.
555 Fort Smith 48.00 58.00 6.25 6.25 H.B. Co. Transport, portage by teams
from Smith's Landing to Fort Smith.
749 Fort Resolution 56.00 68.00 7.25 8.25 H.B. Co's SS. _Mackenzie River_
819 Hay River 59.00 73.00 7.75 9.25 (strong new sternwheel, lake and
869 Fort Rae 62.00 78.00 8.25 10.25 river steamer; accommodates 50
917 Fort Providence 65.00 82.00 8.25 10.25 passengers, same conditions as _Grahame_
1078 Fort Simpson 73.00 92.00 9.25 12.25 above). From Fort Smith to Fort
1214 Fort Wrigley 80.00 102.00 10.25 14.25 Macpherson.
1398 Fort Norman 87.00 112.00 11.25 16.25
1572 Fort Good Hope 93.00 122.00 12.25 18.25
1780 Arctic Red River 100.00 130.00 13.00 19.50
1854 Fort Macpherson 103.00 133.00 13.75 21.25
(Peel's River)
[Footnote 1: For further particulars regarding dates and rates,
application should be made to the Hudson's Bay Company, Winnipeg; J.K.
Cornwall, M.P.P., of the Northern Transportation Co. at Edmonton; or to
A.G. Harrison, Secretary Edmonton Board of Trade, Edmonton, Alberta.]
ROUTE FROM EDMONTON TO PEACE RIVER, VIA THE ATHABASCA RIVER (UP
STREAM), LESSER SLAVE RIVER AND LESSER SLAVE LAKE.
MILES PLACE PASSENGER FREIGHT TARIFF MODE OF TRAVEL TIMES
TARIFF per cwt.
0 Edmonton
100 Athabasca Landing $8.00 $1.00 Mail stage, run by J.M. Kennedy Twice a week all year round
0 Athabasca Landing Northern Transportation Co.'s SS.
75 Mouth of Lesser Slave _Midnight Sun_ (sternwheel river
River $6.00 $ .80 steamer, 120 ft. long x 24 ft. beam;
accomodates 35 in staterooms; passengers
supply their own blankets;
meals served 50 cents each; freight-carrying
capacity 50 tons). From
Athabasca Landing to Mouth of
Lesser Slave River.
91 Norris's (head of rapids) 8.00 1.40 Portage 16 miles in N.T. Co's passenger
and freight waggons from From May 15 to
Mouth of Lesser Slave River to Oct. 15.[2]
Norris's (head of rapids).
194 Shaw's Point on Lesser
Slave Lake 16.00 2.50 N.T. Co.'s SS. _Northern Light_ (sidewheel
river and lake steamer, 100
ft. long x 26 ft. beam; accommodates
35 in staterooms; passengers
supply their own blankets; meals
served 50 cents each; freight capacity
30 tons). From Norris's to
Shaw's Point.
201 Lesser Slave Lake Settlement Portage 7 miles to the settlement.
0 Lesser Slave Lake Settlement From Lesser Slave Lake Settlement to
$10.00 2.00 Peace River Crossing, teams and
to drivers may be hired; fare depends
25.00 on number of passengers; takes 3 All the year round
according days. Stopping places at intermediate
to number points, with stabling and hay;
bunkhouses for travellers who supply
90 Peace River Crossing (Peace their own bedding and provisions.
River Landing)
[Footnote 2: For further particulars regarding dates and rates, application
should be made to the Hudson's Bay Company, Winnipeg; J.K. Cornwall, M.P.P.,
of the Northern Transportation Co. at Edmonton; or to A.G. Harrison,
Secretary Board of Trade, Edmonton, Alberta.]
PEACE RIVER ROUTES:--(1) FROM PEACE RIVER CROSSING UP TO HUDSON'S HOPE.
(2) FROM PEACE RIVER CROSSING DOWN TO FORT CHIPEWYAN.
MILES PLACE PASSENGER FREIGHT TARIFF MODE OF TRAVEL TIMES
TARIFF per cwt.
UPSTREAM RETURN UPSTREAM RETURN Having arrived at Peace River Crossing,
DOWN DOWN the traveller may go up the
STREAM STREAM Peace by H.B. SS. _Peace River_
0 Peace River Crossing (sternwheel river steamer, electric From June to August
70 Fort Dunvegan $10.00 $ 5.00 $1.00 $ .75 light, bathroom; accomodates 40 inclusive.[3]
200 Fort St. John's 25.00 15.00 3.00 2.25 passengers; blankets supplied; meals
240 Hudson's Hope 35.00 20.00 5.00 4.25 served 50 cents each; 150 lbs. baggage free).
DOWN RETURN DOWN RETURN
STREAM UPSTREAM STREAM UPSTREAM
0 Peace River Crossing Or, having arrived at Peace River
280 Fort Vermilion $15.00 $25.00 $1.00 $3.00 Crossing, the traveller may go down
the Peace.--
330 Chutes of the Peace 17.00 30.00 1.75 4.00 By the H.B. SS. _Peace River_, from From June to August
Peace River Crossing to the Chutes inclusive.[3]
of the Peace.
570 Fort Chipewyan 37.00 60.00 3.25 7.00 By H.B. SS. _Grahame_ or Tug _Primrose_,
from Chutes of the Peace to
Fort Chipewyan.
[Footnote 3: For further particulars regarding dates and rates,
application should be made to the Hudson's Bay Company, Winnipeg; J.K.
Cornwall, M.P.P., of the Northern Transportation Co. at Edmonton; or to
A.G. Harrison, Secretary Board of Trade, Edmonton, Alberta.]