Nav Canada is a run, not-for-profit corporation that owns and operates Canada's civil air navigation system. It was established in accordance with the Civil Air Navigation Services Commercialization Act; the company employs 1,900 air traffic controllers, 650 flight service specialists and 700 technologists. It has been responsible for the safe and expeditious flow of air traffic in Canadian airspace since November 1, 1996 when the government transferred the ANS from Transport Canada to Nav Canada; as part of the transfer, or privatization, Nav Canada paid the government CA$1.5 billion. Nav Canada manages 12 million aircraft movements a year for 40,000 customers in over 18 million square kilometres, making it the world’s second-largest air navigation service provider by traffic volume. Nav Canada, which operates independently of any government funding, is headquartered in Ottawa, Ontario, it is only allowed to be funded by service charges to aircraft operators. Nav Canada's operations consist of various sites across the country.
These include: About 1,400 ground-based navigation aids 55 flight service stations 8 flight information centres, one each in: Kamloops – most of British Columbia Edmonton – all of Alberta and northeastern BC Winnipeg – northwestern Ontario, all of Manitoba and Saskatchewan London – most of Ontario North Bay – all of Nunavut and Northwest Territories, most of the Arctic waters Quebec City – all of Quebec, southwestern Labrador, tip of eastern Ontario, northern New Brunswick Halifax – most of New Brunswick, Nova Scotia, Prince Edward Island, most of Newfoundland and Labrador Whitehorse – northwestern British Columbia and all of Yukon 41 control towers 46 radar sites and 15 automatic dependent surveillance-broadcast ground sites 7 Area Control Centres, one each in: Vancouver – Surrey, BC Edmonton – Edmonton International Airport Winnipeg – Winnipeg-James Armstrong Richardson International Airport Toronto Centre – Toronto-Pearson International Airport Montreal Centre – Montreal-Trudeau International Airport Moncton – Riverview, New Brunswick Gander – Gander International Airport North Atlantic Oceanic control centre: Gander ControlNav Canada has three other facilities: National Operations Centre: Ottawa Technical Systems Centre: Ottawa The Nav Centre – 1950 Montreal Road in Cornwall, Ontario As a non-share capital corporation, Nav Canada has no shareholders.
The company is governed by a 15-member board of directors representing the four stakeholder groups that founded Nav Canada. The four stakeholders elect 10 members as follows: These 10 directors elect four independent directors, with no ties to the stakeholder groups; those 14 directors appoint the president and chief executive officer who becomes the 15th board member. This structure ensures that the interests of individual stakeholders do not predominate and no member group could exert undue influence over the remainder of the board. To further ensure that the interests of Nav Canada are served, these board members cannot be active employees or members of airlines, unions, or government; the company was formed on November 1, 1996 when the government sold the country's air navigation services from Transport Canada to the new not-for-profit private entity for CAD$1.5 billion. The company was formed in response to a number of issues with Transport Canada's operation of air traffic control and air navigation facilities.
While TC's safety record and operational staff were rated its infrastructure was old and in need of serious updating at a time of government restraint. This resulted in system delays for airlines and costs that were exceeding the airline ticket tax, a directed tax, supposed to fund the system; the climate of government wage freezes resulted in staff shortages of air traffic controllers that were hard to address within a government department. Having TC as the service provider, the regulator and inspector was a conflict of interest. Pressure from the airlines on the government mounted for a solution to the problem, hurting the air industry's bottom line. A number of solutions were considered, including forming a crown corporation, but rejected in favour of outright privatization, the new company being formed as a non-share-capital not-for-profit, run by a board of directors who were appointed and now elected; the company's revenue is predominately from service fees charged to aircraft operators which amount to about CAD$1.2B annually.
Nav Canada raises revenues from developing and selling technology and related services to other air navigation service providers around the world. It has some smaller sources of income, such as conducting maintenance work for other ANS providers and rentals from the Nav Centre in Cornwall, Ontario. To address the old infrastructure it purchased from the Canadian government the company has carried out projects such as implementing a wide area multilateration system, replacing 95 Instrument Landing System installations with new equipment, new control towers in Toronto and Calgary, modernizing the Vancouver Area Control Centre and building a new logistics centre Nav Canada felt the impact of the late-2000s recession in two ways: losses in its investments in third party sponsored asset-backed commercial paper and falling revenues due to reduced air traffic levels. In the summer of 2007 the company held $368 million in ABCP. On 12 January 2009 final Ontario Superior Court of Justice approval was granted to restructure the third party ABCP notes.
The company expects that the non-credit related fai
Not to be confused with Canadian Transportation Agency. Transport Canada is the department within the Government of Canada responsible for developing regulations and services of transportation in Canada, it is part of the Transportation and Communities portfolio. The current Minister of Transport is Marc Garneau. Transport Canada is headquartered in Ontario; the Department of Transport was created in 1935 by the government of William Lyon Mackenzie King in recognition of the changing transportation environment in Canada at the time. It merged three departments: the former Department of Railways and Canals, the Department of Marine and Fisheries, the Civil Aviation Branch of the Department of National Defence under C. D. Howe, who would use the portfolio to rationalize the governance and provision of all forms of transportation, he created Trans-Canada Air Lines. The Department of Transport Act came into force November 2, 1936. Prior to a 1994 federal government reorganization, Transport Canada had a wide range of operational responsibilities including the Canadian Coast Guard, the Saint Lawrence Seaway and seaports, as well as Via Rail and CN Rail.
Significant cuts to Transport Canada at that time resulted in CN Rail being privatized, the coast guard being transferred to Fisheries and Oceans, the seaway and various ports and airports being transferred to local operating authorities. Transport Canada emerged from this process as a department focused on policy and regulation rather than transportation operations. In 2004, Transport Canada introduced non-passenger screening to enhance both airport and civil aviation security. Transport Canada's headquarters are located in Ottawa at Place de Ville, Tower C. Transport Canada has regional headquarters in: Vancouver – Government of Canada Building on Burrard Street and Robson Street Edmonton – Canada Place, 9700 Jasper Avenue NW Winnipeg – Macdonald Building, 344 Edmonton Street Toronto – Government of Canada Building, 4900 Yonge Street Dorval – Pierre Elliott Trudeau Airport, 700 Place Leigh-Capreol Moncton – Heritage Building, 95 Foundry Street Minister of Transport Marc GarneauDeputy Minister, Transport Canada Michael KeenanAssociate Deputy Minister, Thao Pham Assistant Deputy Minister and Security, Kevin Brousseau Associate Assistant Deputy Minister and Security, Aaron McCrombie Assistant Deputy Minister, Pierre-Marc Mongeau Associate Assistant Deputy Minister and Lead, Navigation Protection Act Review, Catherine Higgens Assistant Deputy Minister, Lawrence Hanson Assistant Deputy Minister, Corporate Services, André Lapointe Assistant Deputy Minister, Natasha Rascanin Director General, Corporate Secretariat, Tom Oommen Director General and Marketing, Dan Dugas Regional Director General, Atlantic Region, Ann Mowatt Regional Director General, Quebec Region, Albert Deschamps Regional Director General, Ontario Region, Tamara Rudge Regional Director General and Northern Region, Michele Taylor Regional Director General, Pacific Region, Robert Dick Departmental General Counsel, Henry K. Schultz Chief Audit and Evaluation Executive, Martin Rubenstein Transport Canada is responsible for enforcing several Canadian legislation, including the Aeronautics Act, Transportation of Dangerous Goods Act, Motor Vehicle Safety Act, Canada Transportation Act, Railway Safety Act, Canada Shipping Act, 2001, Marine Transportation Security Act amongst others.
Each inspector with delegated power from the Minister of Transport receives official credentials to exercise their power, as shown on the right. These inspectors are public officers identified within the Criminal Code of Canada; the Motor Vehicle Safety Act was established in 1971 in order to create safety standards for cars in Canada. The department acts as the federal government's funding partner with provincial transport ministries on jointly-funded provincial transportation infrastructure projects for new highways. TC manage a database of traffic collisions in Canada. Transport Canada's role in railways include: railway safety surface and intermodal security strategies for rail travel accessibility safety of federally regulated railway bridges safety and security of international bridges and tunnels Inspecting and testing traffic control signals, grade crossing warning systems rail operating rules regulations and services for safe transport of dangerous goods Canadian Transport Emergency Centre to assist emergency response and handling dangerous goods emergenciesFollowing allegations by shippers of service level deterioration, on April 7, 2008, the federal government of Canada launched a review of railway freight service within the country.
Transport Canada, managing the review, plans to investigate the relationships between Canadian shippers and the rail industry with regards to the two largest railroad companies in the country, Canadian Pacific Railway and Canadian National Railway. On June 26, 2013, the Fair Rail Freight Service Act became law, a response to the Rail Freight Service Review’s Final Report. Transport Canada is responsible for the waterways inside and surrounding Canada; these responsibilities include: responding and investigating marine accidents within Canadian waters enforcing marine acts and regulations establishing and enforcing marine personnel standards and pilotage Marine Safety Marine Security regulating the operation of marine vessels in Canadian watersAs of 2003 the Office of Boating Safety and the Navigable Waters Protection Program were transferred back to Transport Canada. As was certain regulatory aspects of Emergen
Canada Flight Supplement
The Canada Flight Supplement is a joint civil/military publication and is a supplement of the Aeronautical Information Publication. It is the nation's official airport directory, it contains information on all registered Canadian and certain Atlantic aerodromes and certified airports. The CFS is published, separately in English and French, as a paper book by Nav Canada and is issued once every 56 days on the ICAO AIRAC schedule; the CFS was published by Natural Resources Canada on behalf of Transport Canada and the Department of National Defence until 15 March 2007 edition, at which time Nav Canada took over production. The CFS presents runway data and departure procedures, air traffic control and other radio frequencies and services such as fuel, hangarage that are available at each listed aerodrome; as well, the CFS contains useful reference pages, including interception instructions for civil aircraft, chart updating data and search and rescue information. Most pilots flying in Canada carry a copy of the CFS in case a weather or mechanical diversion to another airport becomes necessary.
The Canada Flight Supplement is made up of seven sections: Special Notices — list of new or amended procedures. General Section — glossary, airport code listing, list of abandoned aerodromes, other introductory information. Aerodrome/Facility Directory — list all aerodromes alphabetically by the community in which they are located. A sketch of the airport is included showing runway layout, locations of buildings and tower. Included in the sketch is an obstacle clearance circle. Planning — general flight planning information, including flight plans and position reports, lists of significant new towers and other obstructions, chart updating, preferred IFR routes, similar information. Radio Navigation and Communications — listing of radio navigation aids and communication outlets, together with all known commercial AM broadcasters and their locations and frequencies. Military Flight Data and Procedures — military flight and reporting procedures for Canada and the U. S. Emergency — emergency procedures and guidelines for hijacks, fuel dumping and rescue, etc.
Carrying "current aeronautical charts and publications covering the route of the proposed flight and any probable diversionary route" is a requirement under CAR 602.60 for night VFR, VFR Over-The-Top and instrument flight rules flights. This Canadian Aviation Regulation does not require carriage of a copy of the CFS, but, one way to satisfy the regulation; because information in the CFS may be out of date with regard to such issues as runway closures and fuel availability, pilots should check NOTAMs before each flight. NOTAM information in Canada can be obtained from the Nav Canada Aviation Weather Website or by contacting the appropriate regional Nav Canada Flight Information Centre. While Nav Canada's CFS has the monopoly on paper-version airport directories in Canada, there are several competing internet publications, including the Canadian Owners and Pilots Association's Places to Fly user-editable airport directory. Nav Canada publishes the Water Aerodrome Supplement, as a single volume in English and French.
This contains information on all Canadian water aerodromes as shown on visual flight rules charts and other information such as navaids. The WAS is published on an annual basis. Airport/Facility Directory – U. S. publications equivalent to the Aerodrome/Facility and Planning chapters of the CFS, but divided into several volumes covering different regions. Official website
According to the International Civil Aviation Organization, a runway is a "defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft". Runways may be a natural surface. In January 1919, aviation pioneer Orville Wright underlined the need for "distinctly marked and prepared landing places, the preparing of the surface of reasonably flat ground an expensive undertaking there would be a continuous expense for the upkeep." Runways are named by a number between 01 and 36, the magnetic azimuth of the runway's heading in decadegrees. This heading differs from true north by the local magnetic declination. A runway numbered 09 points east, runway 18 is south, runway 27 points west and runway 36 points to the north; when taking off from or landing on runway 09, a plane is heading around 90°. A runway can be used in both directions, is named for each direction separately: e.g. "runway 15" in one direction is "runway 33" when used in the other. The two numbers differ by 18.
For clarity in radio communications, each digit in the runway name is pronounced individually: runway one-five, runway three-three, etc.. A leading zero, for example in "runway zero-six" or "runway zero-one-left", is included for all ICAO and some U. S. military airports. However, most U. S. civil aviation airports drop the leading zero. This includes some military airfields such as Cairns Army Airfield; this American anomaly may lead to inconsistencies in conversations between American pilots and controllers in other countries. It is common in a country such as Canada for a controller to clear an incoming American aircraft to, for example, runway 04, the pilot read back the clearance as runway 4. In flight simulation programs those of American origin might apply U. S. usage to airports around the world. For example, runway 05 at Halifax will appear on the program as the single digit 5 rather than 05. If there is more than one runway pointing in the same direction, each runway is identified by appending left and right to the number to identify its position — for example, runways one-five-left, one-five-center, one-five-right.
Runway zero-three-left becomes runway two-one-right. In some countries, regulations mandate that where parallel runways are too close to each other, only one may be used at a time under certain conditions. At large airports with four or more parallel runways some runway identifiers are shifted by 1 to avoid the ambiguity that would result with more than three parallel runways. For example, in Los Angeles, this system results in runways 6L, 6R, 7L, 7R though all four runways are parallel at 69°. At Dallas/Fort Worth International Airport, there are five parallel runways, named 17L, 17C, 17R, 18L, 18R, all oriented at a heading of 175.4°. An airport with only three parallel runways may use different runway identifiers, such as when a third parallel runway was opened at Phoenix Sky Harbor International Airport in 2000 to the south of existing 8R/26L — rather than confusingly becoming the "new" 8R/26L it was instead designated 7R/25L, with the former 8R/26L becoming 7L/25R and 8L/26R becoming 8/26.
Runway designations may change over time because Earth's magnetic lines drift on the surface and the magnetic direction changes. Depending on the airport location and how much drift occurs, it may be necessary to change the runway designation; as runways are designated with headings rounded to the nearest 10°, this affects some runways sooner than others. For example, if the magnetic heading of a runway is 233°, it is designated Runway 23. If the magnetic heading changes downwards by 5 degrees to 228°, the runway remains Runway 23. If on the other hand the original magnetic heading was 226°, the heading decreased by only 2 degrees to 224°, the runway becomes Runway 22; because magnetic drift itself is slow, runway designation changes are uncommon, not welcomed, as they require an accompanying change in aeronautical charts and descriptive documents. When runway designations do change at major airports, it is changed at night as taxiway signs need to be changed and the huge numbers at each end of the runway need to be repainted to the new runway designators.
In July 2009 for example, London Stansted Airport in the United Kingdom changed its runway designations from 05/23 to 04/22 during the night. For fixed-wing aircraft it is advantageous to perform takeoffs and landings into the wind to reduce takeoff or landing roll and reduce the ground speed needed to attain flying speed. Larger airports have several runways in different directions, so that one can be selected, most nearly aligned with the wind. Airports with one runway are constructed to be aligned with the prevailing wind. Compiling a wind rose is in fact one of the preliminary steps taken in constructing airport runways. Note that wind direction is given as the direction the wind is coming from: a plane taking off from runway 09 faces east, into an "east wind" blowing from 090°. Runway dimensions vary from as small as 245 m long and 8 m wide in s
Quebec is one of the thirteen provinces and territories of Canada. It is bordered to the west by the province of Ontario and the bodies of water James Bay and Hudson Bay. S. states of Maine, New Hampshire and New York. It shares maritime borders with Nunavut, Prince Edward Island, Nova Scotia. Quebec is Canada's largest province by its second-largest administrative division, it is and politically considered to be part of Central Canada. Quebec is the second-most populous province of Canada, after Ontario, it is the only one to have a predominantly French-speaking population, with French as the sole provincial official language. Most inhabitants live in urban areas near the Saint Lawrence River between Montreal and Quebec City, the capital. Half of Quebec residents live in the Greater Montreal Area, including the Island of Montreal. English-speaking communities and English-language institutions are concentrated in the west of the island of Montreal but are significantly present in the Outaouais, Eastern Townships, Gaspé regions.
The Nord-du-Québec region, occupying the northern half of the province, is sparsely populated and inhabited by Aboriginal peoples. The climate around the major cities is four-seasons continental with cold and snowy winters combined with warm to hot humid summers, but farther north long winter seasons dominate and as a result the northern areas of the province are marked by tundra conditions. In central Quebec, at comparatively southerly latitudes, winters are severe in inland areas. Quebec independence debates have played a large role in the politics of the province. Parti Québécois governments held referendums on sovereignty in 1980 and 1995. Although neither passed, the 1995 referendum saw the highest voter turnout in Quebec history, at over 93%, only failed by less than 1%. In 2006, the House of Commons of Canada passed a symbolic motion recognizing the "Québécois as a nation within a united Canada". While the province's substantial natural resources have long been the mainstay of its economy, sectors of the knowledge economy such as aerospace and communication technologies and the pharmaceutical industry play leading roles.
These many industries have all contributed to helping Quebec become an economically influential province within Canada, second only to Ontario in economic output. The name "Québec", which comes from the Algonquin word kébec meaning "where the river narrows" referred to the area around Quebec City where the Saint Lawrence River narrows to a cliff-lined gap. Early variations in the spelling of the name included Kébec. French explorer Samuel de Champlain chose the name Québec in 1608 for the colonial outpost he would use as the administrative seat for the French colony of New France; the province is sometimes referred to as "La belle province". The Province of Quebec was founded in the Royal Proclamation of 1763 after the Treaty of Paris formally transferred the French colony of Canada to Britain after the Seven Years' War; the proclamation restricted the province to an area along the banks of the Saint Lawrence River. The Quebec Act of 1774 expanded the territory of the province to include the Great Lakes and the Ohio River Valley and south of Rupert's Land, more or less restoring the borders existing under French rule before the Conquest of 1760.
The Treaty of Paris ceded territories south of the Great Lakes to the United States. After the Constitutional Act of 1791, the territory was divided between Lower Canada and Upper Canada, with each being granted an elected legislative assembly. In 1840, these become Canada East and Canada West after the British Parliament unified Upper and Lower Canada into the Province of Canada; this territory was redivided into the Provinces of Quebec and Ontario at Confederation in 1867. Each became one of the first four provinces. In 1870, Canada purchased Rupert's Land from the Hudson's Bay Company and over the next few decades the Parliament of Canada transferred to Quebec portions of this territory that would more than triple the size of the province. In 1898, the Canadian Parliament passed the first Quebec Boundary Extension Act that expanded the provincial boundaries northward to include the lands of the local aboriginal peoples; this was followed by the addition of the District of Ungava through the Quebec Boundaries Extension Act of 1912 that added the northernmost lands of the Inuit to create the modern Province of Quebec.
In 1927, the border between Quebec and Newfoundland and Labrador was established by the British Judicial Committee of the Privy Council. Quebec disputes this boundary. Located in the eastern part of Canada, part of Central Canada, Quebec occupies a territory nearly three times the size of France or Texas, most of, sparsely populated, its topography is different from one region to another due to the varying composition of the ground, the climate, the proximity to water. The Saint Lawrence Lowland and the Appalachians are the two main topographic regions in southern Quebec, while the Canadian Shield occupies most of central and northern Quebec. Quebec has one of the world's largest reserves of fresh water, occupying 12% of its surface, it has 3 % of the world's renewable fresh water. Mor
Lake Mistassini is the largest natural lake by surface area in the province of Quebec, with a total surface area of 2,335 km² and a net area of 2,164 km². It is located in the Jamésie region of the province 360 kilometers east of James Bay; the Cree town of Mistissini is located on Watson Peninsula in the south-east corner of the lake, which separates Baie du Poste from Abatagouche Bay. Extensive forests of Spruce, Birch and Fir trees, which support a booming forestry industry, surround the lake. Significant tributaries flowing into the lake include: Chalifour, Pépeshquasati, Takwa, Témiscamie, Wabissinane. Other nearby lakes include Lake Troilus. In 2016, it was reported that the arc shaped lake, together with nearby Lake Albanel, may have been formed by a large meteor impact about 2.1 billion years ago. The rest of the 500 km diameter crater is thought to have now been eroded away or buried but geological indications of a major impact have been found in the rocks around the lake. If confirmed this would be the largest impact crater found on the earth.
The name Mistassini came from the Cree mista assini or Montagnais mishta ashini, means large rock. Over the centuries, it went through different spellings. In 1664, on a map by Ducreux, this lake was known as Outakgami. On maps by Jolliet and Franquelin, the lake was identified as Timagaming. In 1703, the cartographer Guillaume Delisle used the same name, along with the name Mistasin. Laure and Bellin showed on their maps the name Lake Mistassins. Other spelling variations of this Native American designation included: Mistacinnee, Mistasinne, etc. In 1808, James McKenzie of the North West Company used the name Lake Mistassini in his writings, the first use of the name in its current form. Other variants persisted still long after: for instance, the explorer James Clouston inscribed Mistassinnie in his diary of 1820, while the geologist Robert Bell mentioned in 1880 the name Misstissinny. Yet, thereafter Mistassini became the accepted form, as evidenced by the map of the province of Quebec drawn in 1880 by Taché, the expedition report published by Albert Peter Low in 1885, in his Annual Report of 1900, Bell adopted the current spelling.
In the summer of 1948 Rogers and Rogers found 121 prehistoric sites in the region about Lake Mistassini and Albanel. At site 33, a sandy bank 15 to 20 feet high, where the land in back of the banks was comparatively flat and dry, First Nation people in the area in 1948 claimed to have camped since time immemorial. At the time of Roger's research in 1948, First Nation people were still using campsites on 36% of the 121 prehistoric sites; the existence of this large lake was known to French explorers for a long time before its actual discovery. Samuel de Champlain knew of it in 1603, it was discovered by Europeans in 1663 as part of an expedition ordered by Governor D'Avaugour and led by Guillaume Couture. He was accompanied by Jean Langlois, as well as by Native American guides, they went up the Saguenay River, reached Lake Mistassini and continued on the Rupert River which flows to the Hudson Bay. Thereafter, Lake Mistassini became an important step along the route from the Saguenay to James Bay.
In 1672, Charles Albanel crossed the lake in an official mission. On June 18, 1672, he wrote: "we entered the great Lake Mistassirinins; that same year, a fur trading post was established on the lake, the location of which shifted from time to time until 1821 when it was established at the present site of the village Mistissini. Mistassini Cree, camp leader, Alfie Matoush allowed ethnographer Edwards Rogers and his wife to join Matoush's 13-member hunting group in 1953-4 in their traditional hunting territory in the eastern Subarctic. Rogers observed the variety of game and resources that the Matoush group exploited and noted that they were able to derive a high percentage of the goods necessary for their existence which included an impressive variety of game and resources sufficient to keep their health at a better level than other more sedentary First Nation people who lived in hamlets, their traditional hunting grounds an area northeast of Lake Mistassini, were near the headwaters of the Eastmain River and just south of Noakokan.
Lake Indicator is near their southern boundary. Rogers observed that Lake Indicator was used as an early winter base for hunting and trapping and he noted the remains of an earth-covered conical lodge, four house pits, a log cabin. Rogers noted that the Mistassini First Nations left their summer encampments in late August or early September at the lower end of Lake Mistassini and moved to their hunting grounds where the men built a fall camp. From October through December they lived in early winter camps; this was. During the hardest part of the winter they moved to different hunting camps. In April they moved back to the early winter camp by the end of May they were at their summer camp at the south end of Lake Mistassini; the earth-covered conical lodge, three house pits and the remains of a log cabin, were near the Matoush early winter camp about mid-way on the west shore of Lake Indicator. The earth-covered conical lodge was used by Matoush's parents and his siblings and his own family
Mistissini is a Cree town located in the south-east corner of the largest natural lake in Quebec, Lake Mistassini. The town is inside the boundaries of the Baie-James Municipality and is the second largest Cree community with a population of 3,427 people in 2011; the surface area of the town is 1380 km². Mistissini is part of the Grand Council of the Cree Regional Authority; the Cree School Board and the Cree Construction Company have their head offices here. The town is about 90 km north-east from the town of Chibougamau, connected by a paved road. Mistissini has a fishing lodge with a restaurant. Cree have lived around Lake Mistassini for centuries. French explorers and traders entered the area in the 17th century and by the second half of that century, a trading post was established on Lake Mistassini; the location of the post shifted from time to time until 1821 when the Hudson's Bay Company established it at the present village site. The trading post was supplied by canoe brigade from Rupert House up the Rupert River or through Neoskweskau on the Eastmain River.
The travel route shifted to the south - first through Oskelaneo when the railroad was built in 1910, subsequently through the Lac Saint-Jean area. The road reached Mistissini in 1970. Through time Mistissini and the various posts in the area were known as "Maison Dorval", "Patagoosh", "Abatagoushe", "Mistassini", "Baie-du-Poste"; the Cree School Board operates two schools in Mistissini: Voyageur Memorial Elementary School and Voyageur Memorial High School. Voyageur Memorial School was built in 1983. Cree Nation of Mistissini http://www.ottertooth.com/Native_K/mistissini.htm