Extracts from Field Reports 111 



At Dawson, in addition to the usual magnetic observations, sets of azimuth and observations 

 for diurnal change in dedination were made on two days. Two other stations were desired, but 

 not obtained , on this portion of the trip : at Bennett, British Columbia (new) , and at Port Simpson , 

 British Columbia (repeat). These were of less importance and were omitted because of the 

 lateness of the season. 



At Warren's Landing and Nor^vay House, near the north end of Lake Winnipeg, magnetic 

 observations had formerly been made by Lieutenant Lefroy (1843-44) and by Dr. Klotz (1884). 

 Although supplied with memoranda relating to the work of these observers, I was unable to dis- 

 cover the exact location of their stations and could not find any one who remembered them. 

 In anticipation of this lack of information, it was planned to occupy secondary stations in the 

 vicinity of the main stations established at these points. This program was fully carried out at 

 Norway House, but time was not available for secondary observations at Warren's Landing. 



Local disturbances may well be suspected at a number of points. All stations on the Yukon 

 and in British Columbia are surrounded by mountains of volcanic origin and large deposits of 

 iron are known to exist in the region about Lake Winnipeg. Secondary stations were established 

 at Ashcroft, British Columbia, and Norw^ay House, Northwest Territories, but the results showed 

 no large deviations from the primary stations. The two stations near the boundary between 

 between Alaska and Canada (about 2 miles apart) likewise failed to indicate any strong local 

 influence. Stormy weather prevented making secondary observations at Dawson as planned. 



Certain local disturbances of large amount were reported to me by the captains of steamers 

 on the Alaskan Coast and on Lake Winnipeg. On entering the harbor at Fort Seward near Haines' 

 Mission, Alaska, the compass was observed to swing five-eighths of a point while the ship was held 

 on a steady course. The captain reported that the deviation was less on the way out of the harbor, 

 the course being farther to the north. On Lake Winnipeg, Captain Thorburn, of the Premier, 

 reported a deviation of one and one-half points of the compass off Rabbit Point in latitude 51 50', 

 and a somewhat smaller deviation north of Grindstone Point off Berry Island in latitude about 

 51 26'. 



Inquiries were made, as instructed, concerning the frequency and brilliancy of auroral lights 

 in the Yukon region, many persons of various degrees of intelligence being asked for information 

 on the subject. Practically all were agreed that the displays become more brilliant as one goes 

 farther north. By far the greater number of people testified that they had heard the northern 

 lights; but a few whose powers of observation seemed to be better trained, and, in general, the more 

 intelligent class, denied that any sounds could be heard. With regard to auroras actually observed 

 on the trip, there may be mentioned one very fine display on the evening of September 15, between 

 10 and II o'clock, when I was en route up the Yukon in the vicinity of Hootalinqua. Also on 

 the evenings of October 14 and 15, the aurora was almost continuously visible, but not remarkably 

 brilliant; this was on the lower end of Lake Winnipeg and at Selkirk, Manitoba. 



Travel from Skagway to Dawson was via the White Pass and Yukon Route, by rail to White- 

 horse and thereafter by steamboat. In view of the uncertain transportation facilities below 

 Dawson, passage was taken down river on the coal tug Lightning, plying between Dawson and 

 the Sourdough Coal Mine, 6 miles below Forty Mile. The trip from Forty Mile to the Inter- 

 national Boundary was accomplished in a Petersborough canoe, a guide being employed 6 days 

 for this purpose. So swift was the river below Forty Mile that only 6 hours were required to 

 cover the distance of 40 miles down stream, while 2^ days of the most fatiguing toil were spent 

 in making the same distance up stream; 4 of the 6 days were rainy. On the way up river, stops 

 were made at Stewart, Fort Selkirk, and Tantalus; some time was lost by the uncertain schedule of 

 the river boats. 



From Skag^vay, the journey was continued on the Princess Royal to Vancouver, British 

 Columbia. The stations at Ashcroft and Glacier, British Columbia, were established en route 

 from Vancouver to Winnipeg and Selkirk, Manitoba, via the Canadian Pacific Railroad. ^ Trans- 

 portation from Selkirk to the north end of Lake Winnipeg was furnished by the Dominion Fish 

 Company of Selkirk, on the steamer Premier. Passengers and freight for Nor%vay House were 

 transferred at Warren's Landing to the small steamer Keewatin, owned by the Hudson's Bay 

 Company. It is of interest to note that this remarkable vessel made the down-stream journey 

 of 20 miles in 7 hours, and return journey in 12 hours. On reaching Selkirk, work was closed and 

 return made to Washington, via St. Paul and Chicago. 



