Chree run. Conversion of the latter from wood-burning to
oil-burning was carried out to overcome the noise made in
loading wood, which had to be done at night and con-

sequently disturbed passengers carried on the over-ni

ght
trip.

Freight Movement

The season of navigation extends for a period of approxi-
mately 5 months, varying slightly in the spring. As
previously stated, the first boat leaves Whitehorse down-
tiver from May 15 to 25, and in the autumn the last boat
leaves Whitehorse for Dawson on October 6 or 7, returning
to Whitehorse October 16 or 17. During this period, the
White Pass and Yukon Route boats handle their annual

quota of freight. The following tabulation is indicative
of normal freight movement:

Tonnage of Freight Handled

1939 1941 1946
(a) Whitehorse-—Dawson.Y.T. 5,871 6,207 6,000
(b) Mayo-Whitehorse. Y.T..| 11,012 2,865 2,184
(Including (Including | (Including
9,050 tons 1,900 tons 161 tons
of ore) of ore) of ore)
(c) Dawson — Nenana, Alaska. 1,240 1,532
(d) Dawson — Circle, Alaska..|...........|........... 1,238

The falling-off in the volume of freight handled from
Mayo via Stewart River was a direct result of the closing
of the Treadwell-Yukon silver-lead properties in 1941.
In peak years of production, heavy shipments of ore con-
centrates were shipped by water from Mayo to Whitehorse,
transhipped from that point by rail to Skagway, and thence
to Seattle by ocean steamer, for final delivery at the smelter
in Idaho. These silver-lead properties were reopened in
1946, and heavy shipments of ore are anticipated in 1947
and subsequent years.

Tonnage handled in bond through Yukon Territory
and consigned for points in Alaska, now consists mainly
of supplies for the settlement of Eagle, and the mining
districts of Coal Creek and Woodchopper Creek, or for
settlements on upper Porcupine River in Canadian territory.

Freight tariffs are available covering all movement of
freight by water. Local tariffs are issued for movement of
freight between points along the river, and through tariffs
are issued covering joint movement of freight from Seattle,
Vancouver, Victoria, and Prince Rupert, B.C., via ocean
steamer, railway, and river steamers, to points along the
Yukon Waterway. Practically all supplies from the Pacific
Coast are handled on through tariffs; and this movement
makes up the greater part of the total tonnage handled.

Notes on Traffic Possibilities
The volume of trafic on the Yukon Waterway from
Whitehorse to Dawson and intermediate points will be

{112}

dependent largely on the requirements of the mining
industry, now centred at Dawson and Mayo. Gold pro-
duction in Yukon Territory showed a sharp decline following
the commencement of World War II, due, mainly, to the
acute labour situation which prevented the principal
operators from using available equipment.

With the end of the war, the volume of tonnage for
mining purposes increased as former mining operations were
rehabilitated and new prospects began to fit up for operation.
New dredges were taken to Thistle and Henderson Creeks
on the Yukon River. A start was also made on the estab-
lishment of a lode gold operation near Carmacks, as well as

the re-establishment of the mill for treating silver-lead ore at
Keno Hill near Mayo.

Prior to World War II, the White Pass and Yukon Route
had built up a substantial tourist business, including round
trips via Skagway, the Yukon River, and Seward, Alaska,
or reverse. War-time restrictions on travel, however,
greatly reduced this traffic. In 1942, the White Pass and
Yukon Railway was taken over by United States military
authorities, and its facilities were utilized mainly in the
transportation of supplies required for Joint Defence
projects, including the Alaska Highway and Canol Road
and Pipeline. Until termination of the lease on April 30,
1946, necessary civilian requirements, including the trans-
portation of passengers, express and freight were, however,
maintained during the period of the lease.

Prior to the cancellation of the lease held by the United
States Army the road bed and the equipment of the railway
was rehabilitated and put into first-class condition. A con-
siderable tourist business was handled by both the railway
and the river steamer lines during 1946 and there is every
prospect of a similarly successful tourist season in 1947.

As soon as scheduled passenger steamer service is
established between Seattle, Washington, and Seward,
Alaska, a weekly service from Dawson, Y.T., to Circle,
Alaska, and return, will be inaugurated. The service will
commence about June 1 and end in mid-September of each
season. Connection will be made at Circle with bus

stage-line for tourist passengers from and to Fairbanks and
Anchorage, Alaska (6).

The Yukon River route occupies a strategic position
in the field of transportation in Yukon Territory, in that
it offers the only medium for the transportation of freight
at reasonable cost from railhead at Whitehorse to points
downstream. Although air services (passenger and express)
are maintained from Whitehorse to Mayo and Dawson the
year round, very little freight is carried by air owing to
prohibitive costs. Moreover, as yet, there is no all
weather motor highway connections from Whitehorse to
Mayo and Dawson, although these places are connected
in winter by a tractor and truck route (the Overland Trail).

No regular transportation services are maintained on
the overland route between Whitehorse and Dawson.