It is suggested that consideration should be given to
the possible construction of a rail line from Prince George
northward down the Parsnip Valley to serve the extensive
forest stands in this area and its extension through the Pine
Pass to the Pine River coalfield—a southerly extension of
the Carbon River field—where immense reserves of coal
of superior quality are known to exist. Some detailed
reference to this coalfield is made in the chapter dealing
with Physiography and Geology.

Air TRANSPORTATION

Air transport has brought rapid changes to the Canadian
Northwest during the past few years. Whereas the region
was once remote and inaccessible except by slow water
transport, within the last decade airfields have been con
structed in numerous locations, and during the war the
region was on the busy Great Circle air route to Alaska
and Eastern Asia. These changes in accessibility and all-
season contact have greatly aided the recent exploration

and development of the region, and will play an important
part in all future plans.

EARLY HISTORY

Aviation made its daring beginnings in the Canadian
Northwest in the early 1920's. Following pioneer flights
in Alaska in 1920, two planes first entered Mackenzie
District on skis in March, 1921. They reached Fort Simpson
before being stopped by accidents and engine trouble, and
in the following June one of the planes flew to Fort Norman,
landing on floats. Other historic flights were made in

northern British Columbia in 1922 and planes reached the
Yukon in 1927.

In the next few years the Northwest was brought to
the attention of air-minded persons when long distance
round-the-world flyers passed over this region in 1928,
1930, and 1931. To the average person, however, the
significance of the routes of these flights remained unnoticed.
Air companies were entering Mackenzie District about this
same time and brought a newer and faster method of
northern prospecting to the mining industry. In the
following decade daring of the Canadian bush-pilots became
famous, and they built up a wealth of experience which was
invaluable in war-time development of the region. Air
trafic developed rapidly throughout the Northwest, serving
trappers, traders, miners, and prospectors. Supplies were
taken into the north country and valuable cargoes of ore
concentrates and furs were brought out. As the “bush-
pilots” gained wider knowledge and experience, they were
prepared to accept assignments in both winter and summer.

Since the numerous lakes and rivers afforded good
landing facilities, air transport adapted itself to these
features and operated with small aircraft equipped with
pontoons in summer and skis in winter. Apart from fuel
supplies and buoys, bases were not expensive to locate or
maintain. There were periods of inactivity, however,

aggregating as much as three months of each year, when the
ice on the lakes and rivers was breaking up in the spring
and when it was forming in the autumn. During these
times neither pontoons nor skis could be used, and all
transport was at a standstill.

NORTHWEST STAGING ROUTE

In order to bring the Northwest into closer adminis-
trative contact with the rest of Canada it became apparent
that year-round landing facilities for wheel-equipped air-
craft would have to be provided. Such bases would aid
development by enabling larger planes to carry large loads
at any time of the year. In 1939 the Government authorized
the construction of an airway from Edmonton, Alberta, to
Whitehorse, Yukon. Plans provided for airdromes at
Grande Prairie, Fort St. John, Fort Nelson, Watson Lake,
and Whitehorse with landing strips 3,000 feet by 500 feet,
all capable of extension. Emergency landing fields were to
be provided half-way between each of the above aero-
dromes and half-way between Edmonton and Grande
Prairie. This project would result in a series of landing
fields at approximately 100-mile intervals over the whole
route from Edmonton to Whitehorse, in accordance with
standard airway practice. Construction of the airway
proceeded rapidly and it was opened for through traffic in
September, 1941.

When war with Japan was declared in December, 1941,
there was an airway available, remote from the Pacific
Coast and free from danger of enemy attack, with modern
aids to air navigation. It connected with the airways of
Canada and the United States at Edmonton and Vancouver
and led into the heart of Alaska.

In time, war requirements made essential the enlarge-
ment and expansion of the airway then available. The
main airports were enlarged, air navigation facilities aug-
mented, and living accommodation was provided for oper-
ating personnel. Hangars and workshops for the mainten-
ance of the aircraft, refuelling systems, urport lighting,
increased power, and water supply were all added to the
original airfields. This work was carried out in 1942 and
1943. In July, 1943, the Canadian Government closed out
its contracts and withdrew its construction forces, having
completed its program of construction at the main airfields.
The United States Government then undertook for one
year a further program of extension and pavement to meet
the increasing volume of its air traffic. The next year the
Canadian Government re-assumed responsibility for
sions and other improvements.

In addition to the aerodromes and secondary airfields
that were constructed, a service road, the Alaska Highway,
connecting the various airfields, was also built from Dawson
Creek, B.C., to Fairbanks, Alaska. The airfields were
provided with a telephone line along this road and were
also connected with the Skagway to Whitehorse gasoline

distribution pipeline which fed to Watson Lake and_
Fairbanks.

exten-

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