Before six o'clock I was
speaking in support of the resolution asking for sympathetic consideration and active support on the part of the government for the Hudson bay route. I had shown the importance of the route to my own community; I had discussed its importance from a national point of view, which to my mind is infinitely more important; I had pleaded for it as a means of bringing people and industries to my part of the country and to this nation as a whole, and to the best of my ability I had answered the arguments of the senior hon. member for Halifax (Mr. Isnor) in opposition. That attitude of opposition, Mr. Speaker, has done more injury than good to this country. It is the attitude which says, if we cannot have something for ourselves, then let no one else have it. What we need in this country, sir, are kindly hearts, open minds and, above all the vision that tells us that what is good for one is good for all, the vision that will make our country great. Good luck to Halifax as far as I am concerned; long may it prosper. For the hon. member who lives there I have nothing but best wishes and sympathy. I have been there twice. My own view is that it is rather depressing to think that between Halifax
Port of Churchill
harbour and Cape Race lie scattered the ribs of 280 gallant ships which have gone to Davy Jones' locker. I had hoped, nay I was almost convinced that such opposition had ceased. If you are interested in the opposite view I would recommend the reading of "Sea of Destiny" by Dyson Carter. He claims that a deliberate attempt to sabotage the route was made by eastern commercial and transportation interests and marine insurance companies, supported by the press. He even offers the terrible indictment that the sinking of the ship Bright Fan early in the history of the completed route was not altogether accidental. Of course I have no proof in regard to this statement, and he will have to take the responsibility for it himself. I do know there was joy in certain quarters in Montreal when the Bright Fan went down, but that joy was somewhat tempered some two weeks later by the news that the Pennyworth had gone down in a fog off Montreal. The Pennyworth had successfully cleared her cargo from Hudson bay just a short time before.
However that may be, shipping out of Churchill increased until in 1936 some fourteen ships steamed out of the port with
5,000,000 bushels of No. 1 wheat aboard. The Imperial shipping committee, investigating a wreck that occurred that year, declared:
As far as physical risks are concerned we are convinced that the Hudson's bay route is not more dangerous, and in some respects is less dangerous, than the St. Lawrence route.
I said, sir, I had hoped the opposition would cease. I am afraid that, like the poor, propoganda persists in being with us. I have in my hand a little pamphlet which just came to my desk. I do not know who sent it; no one knows. It just came. It did not cost a penny; I was very welcome to it. As a matter of fact, they hope I will read it. Perhaps it was sent to be received in time for this debate. Again, I do not know; but at any rate it is free. It represents this selfish viewpoint, this one-sided idea about which I was talking. It reminds me of certain other pamplets which you will remember were sent around in this country prior to June 11, except that this one is white in colour. It should have had a bit of that red mail-order paint on it to dress it up a little. No one knew who sent those other pamphlets, either; they just came, and we were welcome to them. Hon. gentlemen opposite did not know where they came from; hon. gentlemen to my right did not know where they came from, and they are all honourable men. Let me read a little from this pamphlet, choosing a 47696-70
place almost haphazardly. The writer seems to be interested in railroads; so am I He
We can realize that the C.P.R. made western Canada . . .
Well, that is a good sentence; it reads equally well in reverse. Then he goes on to
Public opinion on the prairies forced the gov- eminent into backing great and even unwise ventures in providing competition for the C.P.R.
Then a little later comes the line that caught my eye; this is my reason for introducing this pamphlet into this debate:
Perhaps one day the line to Hudson bay will be available.
He goes on to speak of other railway ventures and then adds:
However, mistakes were made.
Then another line:
. . . and it is now taken for granted that we shall, forever, have two railways in western Canada.
The gentleman looks a long way ahead. He is also interested in tariffs and says:
As a matter of fact, even good free traders are apt to doubt whether a tariff which has been on for any length of time can be taken off completely, and overnight, without making things worse than they were . . . However, as things are, the fact has to be faced that there will not be a sudden and general removal of all tariffs . . .
He is also interested in the Winnipeg grain exchange, and say$:
Unfortunately, western wheat grower opinion, still worrying about the depression of the thirties . . . has backed the idea of suspending open trading on the Winnipeg wheat market. This has almost certainly involved a heavy loss to the wheat growers.
And he feels very sorry for them.
To get back to the more serious question, although I believe what I have read has some bearing upon it, for a moment I should like to discuss the question of the danger to shipping, which of course is a vital factor in the situation, because the success of this project depends upon getting reasonable rates in marine insurance. Even before the war the dangers of the route, like those of the St. Lawrence, had been progressively mastered by scientific advance, with the installation of gyro compasses, radio direction finders and the employment of icebreakers. During the last war many devices must have been evolved making for the safety of ships at sea, devices which can be applied to the occasional fog and ice conditions encountered in Hudson bay. As some of the previous speakers have said, I imagine
Port oj Churchill
radar holds immense possibilities in this connection and will open a whole new field of navigation.
The other day in this house I asked that the Minister of Transport produce copies of reports furnished by the United States government in regard to a survey made during the last war by that government of meteorological conditions over the route. We were told that 6uch a survey had been made, and I understand that both the waters and the air were thoroughly investigated. I was promised a copy of the report and I know it will reach me in due course. Unfortunately it is not available for this debate. I expect and hope it will contain information encouraging the use of the Hudson bay route. Let me draw one thing to the attention of hon. members. During the war the Americans took no chances on leaving unguarded that great body of open water which leads directly into the heart of this continent. They know the potentialities and the virtues of that great route, and so they took that survey. I am told that the Americans went in there to Hudson bay, to a frozen sea as it has been called by so many people, in the heart of winter. I am not vouching for the truth of that statement, because I was not there; but I am offering it for what it is worth. I hope to get the information from the minister later on.
With all this new information, and with all these new inventions, surely the price of marine insurance will come down. If so, the success of the route will be assured, and the wish of the people in the prairie provinces will be fulfilled. I suggest lo the government that if marine insurance is not cut down proportionately as, in the light of new inventions, it should be, the government should be doing something about it, and should say to the marine insurance companies, you will have to bring your rates down, proportionately, or we will see that there is some other company operating, or some manner in which marine insurance rates may be made reasonable.
The wish that the Hudson bay route be opened was expressed in a recommendation of the United Farmers of Canada, Saskatchewan branch, to the dominion-provincial conference, in a memorandum of August 4, 1945. May I quote the following from that recommendation:
We recommend action to make full use of the Hudson Bay railway and all facilities at Port Churchill for shipment of products from, and oods to, Canada; that Canadian trade agents e appointed to facilitate trade through the Hudson Bay-Port Churchill route; that Canadian^ trade agents established in other countries be instructed to develop trade through the Hudson Bay-Port Churchill route, and that the project be operated under a board of western management.
This request for a western board, about which some curiosity has been shown here to-day, in conjunction with the governments of the prairie provinces, is also put forth by the Hudson's bay route association, an organization which is leaving no stone unturned to bring about the resumption of traffic over that route. The board's being of that composition would procure action forthwith, I am sure, and would remove any suspicion that may linger in the west that pressure was being brought to hinder operations.
We hope, and have reason to believe, that the government will act upon the idea expressed in this resolution, particularly in respect of the first part of it. In that event the second part would not be necessary. I have in my possession correspondence which shows that the Minister of Trade and Commerce (Mr. MacKinnon) attempted to find shipping to bring out of Churchill the grain that is held there. A letter from the Minister of Transport (Mr. Chevrier) states:
The policy of the government in the matter of Churchill is to facilitate the use of ithis port in every way possible.
Good! We will look for action-and not next year when shipping opens up, but now, to prepare for the time when shipping opens up. May I add in passing that this has been one of the great drawbacks in the past. The authorities would wait until the weather was changing, and when ships might have been coming in there it was found that preliminary investigation and preparations had to be made. By the time that was done, the season was over.
The road is built and ready. In fact, it is now in use and it has been paid for out of the proceeds of western lands. There is at the port a fair nucleus of equipment with which to start business, and the government has assured us that the ban on shipping, which they say was a necessity owing to war, is now lifted.
We have hope of support from hon. members in the house. I hold in fny hand an interesting pamphlet, somewhat yellowed with age, for it is dated 1926. This pamphlet deals with the Hudson bay route. May I quote haphazardly from the speech-for that is what it is:
The problem of transportation is the great problem of western Canada . . .
Since we are a democratic country governed by the wishes of the majority, and since all the produce of. western Canada before the opening of the Panama canal had to move eastward, every attempt to open up new trade routes has met with opposition which has often been successful . . .
Nor is the Hudson Bay railway the project of the west. It is national in its interest.
Port of ChurchUl
In this fashion the then premier of Saskatchewan, now the federal Minister of Agriculture (Mr. Gardiner) proceeded to prove his point with earnestness and precision. In an eloquent conclusion he states, prophetically, in the light of recent inventions:
Those seamen . . . will find ways and means to stretch the four month's season set down by tenderfoot engineers into six or more months.
So that in support of this cause we shall have within the government, and as an influence upon his colleagues, the driving force of the Minister of Agriculture. I have never heard it said of him-and I have heard plenty-that he has shown either reluctance or a lack of ability in fighting for a cause in which he believed.
There is another point of interest about this now historic pamphlet published by what was known as the "On-to-the-Bay" Association of Canada. On its reverse side we find the list of patrons, headed by the Hon. John Bracken, then premier of Manitoba. I do not believe that the leader of the opposition (Mr. Bracken) changed his beliefs in regard to this route when he changed over to his present company. I hope he will give as aggressive leadership in the right direction to his Ontario cohorts as he did in Manitoba to his western gentlemen, and that in his important capacity in the house he will assist in stirring the government to action in this matter, for which there is strong support both in the house and in the country.
Topic: IS, 1945