The Beaver, Vol. 1, No. 05, February, 1921

Launched Under Royal Patronage

Her length was a hundred and one feet, breadth inside paddle boxes twenty feet, outside thirty-three feet, depth eleven and one-half feet, having one hundred and nine tons burden. She carried a crew of twenty-six men and was armed with five nine-pounders. Her building, and especially her launching, created a great interest, as she is reported to have plunged into the mighty Thames under the patronage of royalty and in the presence of a vast throng of spectators.

H.B.C. Quality Shewn in Building

The construction of the "Beaver" indicates that the Hudson's Bay Company were up-to-date and were living up to their British traditions by being always first in the field in any new enterprise that required capital and far-sighted commercial methods. It must be remembered that steam vessels were not at that time proven to be successful, but were in the experimental stage. The spirit of adventure, as the term was understood in those days, was much in evidence when the Company's Governor and Committee ordered the "Beaver" in 1834 from Messrs. Green, Wigham & Green, at Blackwall, London.

Two new masts were made and installed at Port Simpson in 1858 by a carpenter named Rudlin, and she was sent to Sitka, Alaska, to be overhauled by the Russians the same winter (1858). Apart from this, nothing seems to have been spent on her other than what her own crew could do.

She had two engines 35 nominal horsepower, each of the long since obsolete side-lever type, though much in favour during those early times following the "Beaver's" construction.

It was an interesting day when the keel of this wonderful little black steamer was laid, but how much more interesting must the 29th day of August, 1835, have been when the "Beaver" glided down into the English Channel and out on the trackless ocean on her voyage to the north Pacific ocean to become famous in the annals of the west.

The "Beaver" arrived at Robinson Crusoe Island, via Cape Horn, December 17th, 1835, and Astoria (Columbia River) April 4th, 1836.

H.B.C. Fur Headquarters on Columbia River

The Hudson's Bay Company's fur trade up to this date had as its headquarters on the Pacific Coast the Columbia River, but as the trade was being developed it was soon apparent that Columbia River was not the most suitable location from which to administer affairs. The ships from London were taking great risks when crossing the Columbia River bar, and as there were no steam tugs available, going up the Columbia River with a sailing vessel for one hundred miles or more was not at all to their liking. The coastwise boats, apart from the "Beaver," were all small sailing-ships and the voyage to the Columbia from Puget Sound was really a stupendous undertaking.

The Hudson's Bay Company's possessory rights in Oregon were the stumbling blocks. If the Columbia River establishments were abandoned the Company's claim might be jeopardized, and rather than do that a route was opened through from Fort Vancouver to Nisqually on the Puget Sound via the Cowlitz River, where trade goods could be transported by boat and ox-cart and shipped north on the ships engaged in the trade, thereby saving much time to the ships but wasting considerable of the time of the land forces.

The "Beaver's" Coast Route

From Nisqually, the "Beaver" took a full cargo in January, proceeding to Fort Simpson, calling en route at all Indian villages where she would anchor, throw out her boarding nets and proceed to trade, so that by the time she reached Fort Simpson a large part of her cargo would have been traded.

At Fort Simpson the furs collected were taken ashore and stored and the ship restocked with trade goods; then she proceeded, calling at all villages en route to Taku. Returning to Fort Simpson, furs were unloaded and more goods taken.

This procedure was kept up all summer, the "Beaver" making about four trips north, and the same number south, leaving off in time to reach Victoria before Christmas.

The "Beaver" was not subject to orders from any but Sir James Douglas, but she had all Posts on the route she covered under her control. It was estimated that she had to cater to the wants of forty thousand natives.

Monarch of Trade for Twenty Years

For twenty years she was complete monarch of the coast. In all new Indian trade countries and indeed in all new white settlements, the wants of the population had gradually increased, until in 1852 the "Beaver" was found to be totally inadequate for the trade. A new boat was built for the Company in England and named the "Otter," arriving at Victoria in April, 1853.

Victoria to San Francisco in Four Days

One of the "Otter's" first duties after arriving at Victoria from England was to go to San Francisco. Sir James Douglas says, "In spite of head winds, she went down in four days and returned in five days, and she was much admired where her unexpected arrival created quite a sensation."

She was the first steamer propelled by a screw to be brought out by the Company, and was altogether just as successful as was the "Beaver" and had the same fault--being too small. However, the "Beaver" and "Otter" between them were able to take care of the work for a few years, until the "Enterprise" was purchased in 1862, to help out on the Fraser River run during the great Caribou gold excitement.

"Beaver" Chartered to British Government

It is easy to understand that by this time the "Beaver's" engines were in need of attention, and it was under discussion as to whether they should be taken out and sent home to be re-bored, or whether the steamer should be sent herself to have repairs effected; but before a decision was reached, the boat was chartered to the British Government for the purpose of survey work.

Meanwhile, the Hudson's Bay Company had built in England another ship, the "Labouchere." She was of the paddle-wheel type, but much larger and more costly to operate than the "Beaver." The zeal of the Hudson's Bay Company's officers to get an up-to-date boat caused them to overlook the fact that money and business were not plentiful, and a steamer to operate successfully on the coast must be carefully selected. When they realized their mistake, other work was sought, with the result that she was placed on the San Francisco-Victoria mail route in competition with the California Steam Navigation Company's steamer "Active," and a rate war, probably the first on the coast, was started. It ended suddenly, however, when the "Labouchere" on her second trip was wrecked at Point Ray.

+----------------------+ | LITTLE JOURNEYS TO | | FUR TRADE POSTS OF | | THE HUDSON'S BAY CO. | +----------------------+

By L. J. WILLIAMS

GRAHAM is one of the comparatively small number of H.B.C. "line" posts, i.e., fur trading establishments located close to railway transportation. Graham Post is on the Canadian National Railway at Sioux Lookout, a town of nearly one thousand people and a railroad and lumbering centre.

The name "Sioux Lookout" was taken from the high rocky hill just west of the town. Indian legends relate that this high hill was often used by wandering bands of Sioux warriors, who, ranging far from their Dakota prairies, watched with keen eyes from the top of this hill the narrow gorge from Pelican to Abraham's Lake as they laid plans to ambush and exterminate the Indians of that district. A fire ranger's observation tower now stands at the summit of the hill.

Sioux Lookout lies close by Pelican Lake, one of the chain of lakes comprising the original H.B.C. freight route from the Canadian Pacific Railway to inland posts to the northward--_Lac Seul_, Osnaburgh, Fort Hope and Cat Lake.

The staff of the Company's present day post at Graham includes the post-manager, three clerks, a deliveryman, bookkeeper and junior office clerk. The Company's business, in addition to fur trading, is derived from the population of Sioux Lookout and comprises the transient trade to and from the lumber camps located to the east and west of the town.

The wonderful waterways and remarkable scenic beauty of the country surrounding Sioux Lookout rival those of Minaki. Vacationers and camping parties in ever increasing numbers are going to Sioux Lookout every Summer, where nearly everybody has a motor boat or canoe to traverse the wondrous stretches of waterways with their miles and miles of beautiful bays and fine sandy beaches.

By S. A. TAYLOR, Saskatchewan District

THE Medicine Man--his wife was mad, He had done much to peeve 'er Ten minks he'd caught; their tails cut off, Just simply for to grieve 'er.

And when for _bear_-ly half a day He'd strived hard to appease her, He said, "It's why I call 'er mine Just so as I can tease 'er."

And if she don't improve her ways, Next time I come home then, In order to hear what she says, Again will I _mar_(r)_ten_.

Ten of my very choicest mink, A spell I will cast o'er them; If that don't make her stop and think, I'll with my jack knife bore them.

Next day whilst at the water hole His wife fell in the "wotter," He said this time I'll fisher out Because I think I o't ter.

As cunning as a fox his wife Was bound she would get even. She thought, I cannot take his life Because of children seven.

Next day she ran off in the bush She'd had too many drinks. They searched all night; to scare the wolves They carried flaming links.

No doubt the wolves of her made hash, For she was never found. His marriage to her he _mus_(t)_quash_ Her hubby would be bound.

Her carcass you will never find He said; the wolves have got her So let's go home and never mind. He was an awful rotter.

Now, motto for this pome there's none But for it there's a reason. Each verse contains some kind of fur We hope to get this season.

By H. F. HARMAN, Land Commissioner

THE literal meaning of "Esprit de Corps" denotes the common spirit pervading the members of a body or association of persons.

It implies sympathy, enthusiasm, devotion, and jealous regard for the honor of the organization as a whole.

This French phrase was the unwritten but ever present motto or slogan which finally brought about the successful termination of the war for the Allies.