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Whether the approach to Churchill be by land, sea, or air the most con- spicuous object is the white bulk of the grain‘ elevator standing on the bank of; the estuary of the Churchill

River, which, at the point where it

turns to the flow northwards into Hudson Bay, is over a mile wide. Completed in 1931, the elevator and port are operated by the National Harbors Board, a branch of the Dominion Department of Transport.

The wharf, 1,855 feet long, has space for four vessels to be berthed, and ships drawing up to thirty feet of 'water can use it at all stages of the tide. Along the wharf run railroad tracks, and freight cars can be taken mto the long shed to be unloaded under cover and their contents trans- shipped. Water mains are also laid along the deck and fuel oil can be led, by gravity, into ships from tank cars on the wharf.

Attached to the port are the usual facilities, a diver and dlvmg equip- ment, and a good machine shop for repalrs. There are also locomotive,

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gantry and floating crane, ,5

National Harbors Board opera, water, electric light and pom-a;

tem in the community. 'a- . piloted in and out of the harbor a hospital is maintained during the"

season of navigation.

The grain elevator, itself, is one of the most modern in operation, with a storage capacity of two and one» half million bushels. Cars containing- wheat are unloaded by mechanical dumpers and a car can be emptied in about three minutes. After the cleaning and grading processes, four conveyer belts move the grain along a gallery out to the wharf, where, through flexible spouts, it pours into the holds of the waiting ships. Three ships can be loaded simultaneously.

Wheat arriving from the prairie farms can be cleaned and graded and on its way to a hungry world in a few hours and the shorter distance to Churchill, by rail, effects a consider- able saving in transportation costs.

Since the opening of the port to commercial shipping the exports

On the Shores of Hudson Bay

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