The herald., 1898-02-27

those of Col. T. C. Scoble. None, there
fore. can describe better than he the
scope and purpose of an enterprise
which, 1t is believed. is destined to have
a marked effect upon the commerce Of
the Dominion of Canada and incident
ally of the United States; and the fol-
lowing article, prepared by him, viii be
read with no little interest, being the
first absolutely truthful ana accurate
statement regarding the project yet
given:
THE proposition to connect Winnipeg
with Hudson's Bay by the improve
ment of the existing waterways ls
neither novel nor chimerical The Reo
River of the north. flowing Tor ooV
miles, from south of the international
boundary to its northern outiet on
Lake winnipeg. presents, with the
lake. a navigable stretch or nearly
thousand miles. broken only py the
RAPIDS on the Red Rivera hiatus OF
not more than ten miles aitogether.
"The Nelson, or Sea River, as the
eastern branch is called. is navigaoie
for SSIh miles farther,-to the point OF
departure on the proposed chain OF
communication. Thence north-easteriy
to Hudson's Bay there exist navigaDie
stretches of $50 miles. only broken by
surmountable obstacles embraced In
total distance of less than 30 miles.
The existing open channels are both
wide and deep. and the banks are uni
formly of sufficient height to admit OF
increasing the depth of water by means
of dams, where this Is necessary, in or
der to group the rapids for canals and
locks to overcome the descent.
TT is not proposed that a greater
depth than seven feet Of water shall be
at present provided, as that would be
sufficient to float barges of 300 tons
capacity, such as have recently been
constructed at Cleveland for use on the
upper lakes and Erie Canal. These
barges are of whaleback pattern, and
are said to draw five feet six inches of
water, loaded.
"The canal Is strictly a popular high
way upon which all vessels have a right
of way the loads upon which are regu-
lated by government in proportion to
cost and capacity. No combination can
| control the cost and transportation over
its length, which depends upon individ-
ual vessel owners. and is regulated al
together by the number Of vessels COM
petng for the traffic. Unlike railway,
therefore, 1t cannot be operated for the
sole benefit of stockholders.
mot only is it in itself an enormous
factor in transportation, bringing goods
| at the lowest cost of transport, but by
its very existence it exercises an imme-
diate and dominant influence upon
railway charges, which must bear COM
parison with its rates. Canals do not
obviate the necessity for railroads,
but rather the contrary, as has been
proved in numberless instances both
in the United States and in Europe.
Where canals have first existed,
railways are soon built paralleling
their route, competing for the traffic
that the existence of the canal has
created. 1t may be said, therefore. that
canals create railways rather than de-
stroy their usefulness.
For over one hundred years the traf-
fic of the Hudson Bay Company be-
tween Norway House and York Fac
tory was carried on in fiat-bottomed
boats capable Of carrying a load of
four or five tons, with crew OF nine
men. These boats draw from three feet
To three feet, six inches of water when
loaded. and are provided with a mast
and square sails, like lighters. as well
as with oars. When going up rapid
current, a line is attached to the boat
which is pulled or tracked up by four
men walking on the shore. while the
remainder Of the crew pole the boat
These are locally known as York boats
"After leaving the Sea River abou,
three miles below Sea River Falls, on the
downward journey by the loaded boats
which are unloaded and tracked ur
when going against the current, small
river emptying from Hare Lake is en-.
tered and followed for about thirty
miles in an easterly direction until the
waterway comes to an abrupt termina.
ton at the height Of land known local.
ly as the Painted Stone Portage, TWEEN.
ty-nine yards in width and with sum.