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Thursday, May 17, 2018

Exploratory land surveys to determine route of CPR in many ways as "historically significant as construction of railway itself"

Surveyors at River Aux Sables 1876 National Archives Canada
Ian Macdonald and Michael McMullen share their research into the one of the main challenges of building the Canadian Pacific Railway which was to determine the final route to be taken  across Canada. In this article they focus on Northern Ontario with special attention on Chapleau. They look specifically at the exploratory land surveys. Two surveys informed the final decision in the  Chapleau region. What a daunting task it was, and they quote Pierre Berton to put it into context, Thank you Ian and Michael for sharing this insight  into an important part of our history. MJM My email is mj.morris@live.ca


By Ian Macdonald and Michael McMullen
One of the main challenges in the building the Canadian Pacific Railway (CPR) was the determination of the final route to be taken across the country. This was even more so in Northern Ontario where granite, muskeg and major rivers had to be dealt with. The railway survey crews had to carry out survey options, recommend a final route, then survey the approved route for construction, and as well, complete a townsite plan for each of the new towns to be built along the line to service the needs of the railway.

In his book The Great Railway Illustrated published in 1972 , Pierre Berton wrote:
“No life was harsher than that suffered by members of the Canadian Pacific Survey crews. None was less rewarding. Underpaid, over-worked, exiled from their families, deprived of their mail, sleeping in slime and snowdrifts, suffering from sunstroke, frostbite, scurvy, fatigue, and tensions that always rise to the surface when weary and dispirited men are thrown together for long periods of isolation, the surveyors kept on, year after year. They explored great sections of Canada, scaling mountains that never before had been climbed, crossing lakes that had never known a white man’s paddle, and fording rivers not yet on any map. They walked with a uniform stride developed through years of habit, measuring the distances as they went, checking altitudes with an aneroid barometer slung around the neck and examining the land with a practised gaze, always seeing in the mind’s eye the finished line of steel. In the first six years of the Canadian Pacific Survey, forty-six thousand miles of Canada were reconnoitred in this manner”

The extensive exploratory land surveys that preceded construction of the Canadian Pacific Railway were in many ways as historically significant as construction of the railway itself. Canada was not yet four years old when Sir Sanford Fleming took charge as engineer-in-chief of the Canadian Pacific Railway in April 1871 and began the enormous task of establishing a route for the great overland railway. Surveys in every region of the new nation began in 1871 and continued until the end of 1876. Cost of the surveys totalled $3.136,615.75 which would be approximately $57,000,000.00 in to-day’s dollars.

Surveying activity associated with the Canadian Pacific Railway was documented in a 430-page report published in 1877 titled, Report on Surveys and Preliminary Operations on the Canadian Pacific Railway up to January 1877. This landmark report should be required reading for anyone trying to develop a full appreciation of Canada’s early years. This article reviews that document with a specific focus on the early surveys on the height of land region of Northern Ontario including Chapleau.

In 1871 the survey teams classified Northern Ontario north and east of Lake Superior as “terra incognita” or unexplored territory. This roadless country was accessed mainly by canoe with major lakes and rivers being the main reference points. The first step was to pierce the interior by a chain of connected explorations and actual measurements, both of distance and height. Survey activity was divided into the Mountain Region, the Prairie Region and the Woodland Region. The Woodland region embraced all territory between Fort Garry (Winnipeg) and Montreal including Northern Ontario.
Proposed early routes 1857 Sandford Flemin Report



Two important exploratory surveys informed the decision for the final route of the CPR in the Chapleau region. Both surveys covered the territory from Pic River near present day Heron Bay on Lake Superior to the then proposed Eastern Terminus of the Division at Lac Amable du Fond approximately 30 miles south east of the present-day City of North Bay. One survey explored a northern route from Pic River to the northern side of Lake Nipissing and another explored a southern option.

The northern exploratory surveys were carried out in 1873 and 1874 by W.A. Austin in the west and T. Ridout in the east in 1876 who would later have a railway siding east of Chapleau named after him. This route began at the east end of Lake Nipissing following the valley of the Sturgeon River and overland to the Vermilion River and on to the narrows at Lake Missinaibi. The route then descended from that point down the valley of the River Oba and finally to the valley of the Pic River and Lake Superior. Conditions for rail construction recorded in these surveys were very favourable and the route was actually preferred by Sandford Fleming.

The southern route originating at the proposed terminus south of Lake Nipissing at Lac Amable du Fond ran in a northwest line to Pic River on Lake Superior and consisted of several surveys carried out in different years. The majority of these surveys were carried out under the direction of J.L.P. O’Hanly and Charles Horetsky in 1876.

The first leg ran from the south of Lake Nipissing to Contin’s Bay on the French River and from there northwest to River Aux Sables in the Mississagi Provincial Forest. The route than ran from River Aux Sables to Wenebegon Lake, west from there to the headwaters of the Montreal River and on to the Michipicoten River at the southern end of Whitefish Lake south of present day Missinaibi. The final leg of the survey ran from this point to the Pic River on Lake Superior. Major river crossings on this route included the, Mississagi, Wenebegon, Little Jackpine, Shaquamka, Michipicoten and Magpie Rivers.

During one of these surveys, J.L.P. O’Hanly, while camped at Wenebegon Lake, recorded that the Ojibway guides from the area informed him that a short distance north of where they were that the water flowed in the opposite (Arctic) direction referring, of course, to the swampy plains forming the plateau of the height of land. O’Hanly concluded in his report that “a much better route would be found on the Western Division without materially increasing the distance, by carrying the line ten to twelve miles further north”. He goes on to say that “ the advantages of the proposed change seem to be that instead of crossing the numerous streams flowing into Lake Superior in deep valleys, involving steep gradients, heavy bridging and other works, its proper direction will be in rear of their sources”.

Subsequent deliberations concerning the route are known only to history but the decision for the final route of the Canadian Pacific Railway clearly heeded O’Hanly’s recommendations and the final route was located on the height of land ranging between twelve to twenty miles north of the original exploratory survey. This final route thus avoided major bridge construction over the Wenebegon, Mississagi, Little Jackpine, Shamaqua and Michipicoten Rivers averting these major expenditures in a period of very limited resources, reducing construction time and shortening the route. One of the distinguishing features of the roadbed between Cartier and White River to-day is a lack of large-scale bridges.

William Cornelius Van Horne officially became General Manager of the Canadian Paciific Railway on January 2, 1882 and amongst his first decisions was to commit to the Lake Superior/ Height of Land route. The notion of an eastern terminus at Lac Amable du Fond was abandoned and re- established on the north side of Lake Nipissing at Callander Ontario immediately east of North Bay.

Early division point locations Omer Lavallee "Van Horne's Road

Early divisional point locations were set out approximately 125 miles apart west from Callander. Winnibagon which was later to be re-named Chapleau was roughly located at mile 620 (620 miles from Montreal). Subsequent more specific survey information would re-position it at Mile 615.1. Divisional points at the 493rd, 747th and 874th miles would eventually be Cartier, White River and Schreiber.
Chapleau Townsite survey 1884 Ian Macdonald


Survey crews setting out the final route of the roadbed arrived in the Chapleau region in the fall of 1884 and staked out the one-mile square townsite for the Chapleau townsite. (see image and caption above) Unencumbered by major bridge construction, roadbed construction along the height of land proceeded from Cartier to Chapleau between May 1884 and February 1885 at a rate of approximately three quarters of a mile a day. Construction of the railroad in this region was completed on May 6, 1885 when the westbound tracklaying crews under Harry Abbott connected with the eastbound crews under the direction of John Ross twenty-nine miles east of White River at Girdwood on May 6, 1885. The surveyors would have been pleased.
CPR survey team at HBC sub post 1884


















Thursday, May 10, 2018

Memorial wall of plaques and photos unveiled and dedicated at Chapleau Royal Canadian Legion Hall in 1947

Memorial plaques and photos of the Chapleau boys who gave their lives in World War I and World War II were unveiled and dedicated in an "impressive ceremony" in the Royal Canadian Legion Hall at Remembrance Day 1947, according to a Chapleau Post story.

(I have included photo of the plaque at Chapleau High School)

Victory in Europe Day, more commonly referred to as V-E Day was on May 8, 1945, and Branch No. 5 was honouring its fallen just two years later  on November 11 . 

The Chapleau Post reported that the upstairs hall was filled to capacity for the ceremony with relatives of those being honoured seated in a reserved section. 

Over 100 Legion members paraded into the hall taking their places as a Guard of Honour standing on either side of the hall.

The ceremony was officially opened by D.T. 'Toddy' Collinson, the branch president, and son of George Collinson, a World War I veteran who participated in the founding of Branch No. 5. Veteran Bill Stedman also spoke.

Msgr Romeo Gascon of Sacred Heart Roman Catholic Church spoke on the significance of Remembrance Day, focusing on the significance of those who gave their lives.

The plaques, one with the names of those who died in World War I and the other in World War II were unveiled from behind the dark maroon curtains, and dedicated by Rev. H.W. Strapp, of Trinity United Church. The photos were included in the dedication.

Canon H.A. Sims, of St. John's Anglican Church, and a World War I veteran, gave the benediction.

Following the ceremony, the Chapleau Post reported that many favourable comments were made about the arrangement of the plaques and photos covering an entire wall.

I don't recall if I attended this ceremony with my mother Muriel E Morris, and my grandparents Lil and Harry Morris and George and Edythe Hunt. I was six years old.

As most readers know my father James Morris was killed on active service in the RCAF in World War II on July 16, 1943. My grandfather Harry Morris served in the Canadian Forces in World War I, and my grandmother Edythe Hunt, served as a nurse attached to the British Army in England in World War II.

However, this memorial wall remains a special place for me to this day. In 2015 when I was home to launch 'The Chapleau Boys Go To War" with my co-author Michael McMullen, we had a book signing downstairs.

I slipped away and went upstairs and gently pulled back the curtains, and had my own personal moment of silence, not only thinking of my father, but all those from Chapleau, especially those who did not come home. They shall grow not old!

In 1947, at the branch's annual meeting, J.M. 'Jack' Shoup was elected president. Mr. Shoup had served in World War I and II. Other officers included first vice president Henry Therriault, second vice president Rene Aquin, secretary Toddy Collinson and treasurer Fred Matters. 

Auditors were Harry Searle, a World War I veteran who led the Chapleau delegation to Winnipeg in 1925 for the founding of the Legion, served as first branch president and after whom the branch was eventually named; George Collinson and Steve Therriault. The executive committee included Mr. Searle, Mr. Steve Therriault, Ovide Cote, Willard Morrison and Walter Steed.

I have only included photos of those who died from World War II, but will share those from World War I, closer to the 100th anniversary of the end of World War I on November 11 this year. Photos were not available for Leonard Brough, Harold Chandler, Angus Dawson, Frank Matchequis, F. Sheshewabic, Bernham Thorpe.

After Mr. Shoup became president, he gave a speech to the members, reminding them that they still had a "duty to serve." And they sure have, in every aspect of community life!  With a renovation program of the hall currently underway, today's members continue to do so!  My email is mj.morris@live.ca


Tuesday, May 8, 2018

Making peace by overcoming ugliness with beauty, meanness with generosity, lies with truth, evil with good!

Let me share some thoughts expressed by Rev. Canon H.A. Sims, the Rector of St. John's Anglican Church in 1948. They seem as appropriate today on this Victory in Europe Day (V-E Day) in our troubled world as they were three years after the end of World War II.

In part, here is what Canon Sims. a World War I veteran,  said:

"There is not the slightest necessity for civilized men to destroy their civilization in warfare. Nothing is settled by warfare which could not be better settled in some more reasonable, humane and decent way.

"Warfare is caused by men  who have allowed the spirit of the devil rather than the spirit of God to determine their thinking.

"Peace does not come through wishing for it or through praying for it... peace comes only from those who make it; who work harder at making peace than men working at making war.

"We must make peace by working hard at overcoming ugliness with beauty; overcoming meanness with generosity; overcoming lies with truth and by overcoming evil with good."

I was at the church that night with my family because a memorial prayer desk was being dedicated in memory of my father, Flying Officer James E Morris, who was killed on active service in the Royal Canadian Air Force in 1943 during World War II. I was seven years old.

In his incredible book, 'The Ordeal of Total War', Gordon Wright tells us that Sir Winston Churchill once commented that the effects of World War II, will be felt by those affected by it for at least 100 years. Trust me, Churchill was right. I am just shy of 77 now , and have lived with that war every day of my life.

Every time I hear of the death of one of the member of our armed forces, or for that matter police officers, firefighters, and other first responders, my heart goes out to their family and friends. I know, I care  and I understand.  My email ias mj.morris@live.ca

Michael J Morris

Michael J Morris
MJ with Buckwheat (1989-2009) Photo by Leo Ouimet

UNEEK LUXURY TOURS, ORLANDO FL

UNEEK LUXURY TOURS, ORLANDO FL
click on image

MEMORIES FROM CHILDHOOD

MEMORIES FROM CHILDHOOD
Following the American Dream from Chapleau. CLICK ON IMAGE