A temporary shipyard or more properly, a boat assembly, scow-building, and materials storage yard, was established at “The Prairie”, just below Waterways, to wl nich a rail connection was extended. Here, wooden barges were built, by civilian labour, and pontoon rafts were assembled and launched by the United States Corps of Engineers. Some steel boats built and knocked down at other points Were reassembled, and some were built, more or less com- pletely, at ““The Prairie”. Good results were obtained in using outboard motors as power units on ste el-section barges. These craft, added to the: enlarged facilities of the four transportation companies, constituted in the water transport facilities on the M By the end of 1944, however, practic boats imported by the United States a shipped back across the border. a great expansion ackenzie waterway. ally all barges and uthorities had been Transportation Companies Four transportation companies now operate on the Mackenzie system: _ Hudson’s Bay Company, Transport Department, Mac- kenzie River Division. Northern Transportation Company Limited. McInnes Products Corporation Limited. Yellowknife Transportation Company Limited. The first two companies normally maintain passenger and dining services, and publish passenger and freight rates. Hudson’s Bay Company, Transport Department, Mac- _kenzie River Division.—At the end of the 1946 season this company had in operation one steamer and four diesel- driven tugs in freight and passenger service on the Atha baska and Slave Rivers, from Waterways to Fort Fitzgerald. These included $.S. Athabaska River (gross tonnage 866, deadweight capacity 100 tons, wood-burning) and Pelly Lake, Beaver Lake, Slave River, and Cross Fox. These tugs vary in length from 58 feet to 78 feet, and the three firstmamed have twin-screws. In addition, a new diesel driven triple-screw vessel M.S. Pelican Rapids, length 98 feet, with 28-foot beam, was under construction for use on this route in 1947. Between Fort Smith and Mackenzie River delta, two steamers were operated, S.S. Distributor III, (gross tonnage 876, deadweight capacity 150 tons) and S.S. McKenzie River (gross tonnage 413, deadweight capacity 100 tons). Both these steamers are of wood construction, oil-burning, and drive stern-wheels by steam power. The length of the former is 151 feet and that of the latter 126 feet. Both vessels are fitted to carry passengers and have draughts of 2 feet 10 inches and 3 feet respectively. On this stretch of river also 7 tugs were in operation: Hearne Lake, Dease Lake, Porphyry, and Watson Lake, all diesel-driven vessels, and Liard River, Stewart Lake, and McKinnon, [102 J powered by gasoline engines. These vessels range from 45 feet to 80 feet in length, with 10-foot to 20-foot beam. Allare of shallow depth except the Porphyry. The company also reported 52 barges with capacities ranging from 15 tons to 500 tons. The combined capacity of these barges is approximately 8,775 tons with maximum loads at high water. Thirteen were of steel construction and the remainder of wood. Three boats of wood con struction, 45 feet to 50 feet in length, were also in service for yarding purposes. In addition to the craft operated on the Mackenzie River system from Waterways, the company operates a diesel-driven motor vessel Weenusk II, of 8 tons deadweight capacity, on the lower Peace River from the town of Peace River to Vermilion Chutes. A small powered boat and two barges are also maintained at Fort Nelson, B.C., on the Alaska Highway for use in transporting supplies down the Fort Nelson River to the company’s posts at Nelson Forks and Fort Liard on the Liard River. Northern Transportation Company, Limited.—This company operates on the Mackenzie River route from Waterways to Fort Fitzgerald and from Fort Smith to Aklavik. It also operates on the Great Bear Lake water system from Fort Norman up the Great Bear River across Great Bear Lake to Port Radium. At the end of the 1946 season the company had 14 diesel-driven motor vessels in operation—three on the Athabaska, five on the lower Slave and Mackenzie Rivers, and six on Great Bear Lake and River. These were vessels of from 1 foot to 4 feet draught, and of 135 to 1,200 horse- power. The largest of these, M.V. Radium Charles, 120 feet in length, 28 feet in breadth, with a maximum draught of 3 feet, and M.V. Radium Gilbert, 128 feet in length, 28 feet in breadth, with a depth of 10 feet 6 inches, were added in 1946. The former is considered the most modern and powerful shallow-draught tug operated in Canada today. A complete list of vessels operated is as follows: Waterways, Alberta-Fort Fitzgerald, Alberta —M.V. Radium Queen (330 B.H.P.); M.V. Clearwater (270 B.H.P.); M.V. Radium Scout (136 B.H.P.). Fort Smith Yellowknife-Fort Norman-Aklavik.—M.V. Radium Charles (1,200 B.H.P.); M.V. Radium King (800 B.H.P.); M.V. Slave (270 B.H.P.); M.V. Peace (270 B.H.P.); M.V. Radium Express (240 B.H.P.). Great Bear River.—M.V. George Askew (135 B.H.P.); M.V. Radium Cruiser (136 B.H.P.); M.V. Radium Prince (240 B.H.P.); M.V. Radium Lad (120 Beees): Great Bear Lake-—M.V. Radium Gilbert (480 B.H.P.); M.V. Great Bear (240 B.H.P.).