The Voyageurs were people who engaged in the transportation of furs by canoe during the fur trade era. Voyageur is a French word, which literally means "traveler". This article covers the emblematic meaning of the term, which applies to places (Canada and the upper Midwest of the US) and times (zenith in the 18th and early 19th centuries) where transportation was for longer distances, and this major and challenging task of the fur trading business was done by canoe and largely by French Canadians. The term in its fur trade context applied to a lesser extent to other fur trade activities (such as trading and soldiering), to those in the fur trade industry that traveled by dog sled, those engaged in fur trade traveled on inland waterways in other parts of what is now the US, to the individuals who practiced it even when they were not doing so, and to individuals engaged in wilderness exploration whose involvement in fur trade was secondary to that. The emblematic meaning at the time also included being a part of a licensed, organized effort, a distinction that sets them apart from the Coureur des bois engaged in the fur trade at that time.
The voyageurs are legendary, especially in French Canada. They are folk heroes celebrated in folklore and music. As an unnamed voyageur in his 70's said to James H. Baker:
I could carry, paddle, walk and sing with any man I ever saw. I have been twenty-four years a canoe man, and forty-one years in service; no portage was ever too long for me, fifty songs could I sing. I have saved the lives of ten voyageurs, have had twelve wives and six running dogs. I spent all of my money in pleasure. Were I young again, I would spend my life the same way over. There is no life so happy as a voyageur's life! 
The reality is that their life was one of toil. For example, they had to be able to carry two 90-pound bundles of fur over portages; some carried four or five, there is a report of a Voyageur carrying seven for half of a mile, and legends of voyageurs carrying eight. Hernias were common and frequently caused death.
Emergence of the voyageur 
The earliest North American fur trading did not include long distance transportation of the furs after they were obtained by trade with the Indians; it started with trading near settlements or along the coast or waterways accessible by ship. Soon, Coureur des bois achieved business advantages by traveling deeper into the wilderness and trading there. By 1681, the French authorities decided to control the traders. Also, as the trading process moved deeper into the wilderness, transportation of the furs (and the products to be traded for furs) became a larger part of the fur trading business process. The authorities began a process of issuing permits (congés). Those travelers associated with the canoe transportation part of the licensed endeavor became known as voyageurs, a term which literally means "traveler" in French.
The fur trade was thus controlled by a small number of Montreal merchants. New France also began a policy of expansion in an attempt to dominate the trade. French influence extended west, north, and south. Forts and trading posts were built with the help of explorers and traders. Treaties were negotiated with native groups, and fur trading became very profitable and organized. The system became complex, and the voyageurs, many of whom had been independent traders, slowly became hired laborers.
By the late 1600s, a trade route through and beyond the Great lakes had been opened. The Hudson's Bay Company opened in 1670. The North West Company opened in 1684, exploring as far west and north as Lake Athabasca. In the late 1700s, demand in Europe grew substantially for marten, otter, lynx, mink and especially beaver furs, expanding the trade, and adding thousands to the ranks of voyageurs.
For the most part, voyageurs were the crews hired to man the canoes that carried trade goods and supplies to trading locations where they were exchanged for furs, and "rendezvous posts" (example: Grand Portage). They then transported the furs back to Lachine near Montreal, and later also to points on the route to Hudson Bay. Some voyageurs stayed in the back country over the winter and transported the trade goods from the posts to farther-away French outposts. These men were known as the hivernants (winterers). They also helped negotiate trade in native villages. In the spring they would carry furs from these remote outposts back to the rendezvous posts. Voyageurs also served as guides for explorers (such as Pierre La Vérendrye). The majority of these canoe men were French Canadian; they were usually from Island of Montreal or seigneuries and parishes along or near the St. Lawrence River; many others were from France.
Types of Voyageurs 
Voyageurs who only paddled between Montreal and Grand Portage were known as mangeurs de lard (pork eaters) because of their diet, much of which consisted of salt pork. This was considered to be a derogatory term. Those who overwintered were called hommes du nord (northern men) or hivernants (winterers). Those who were neither primarily traveled the interior (beyond Grand Portage) without wintering in it.
Their canoes were made of birch bark over a wooden frame. There were two common sizes, the larger (approx 36' long) "Montreal Canoe" and the approx 25' long "North Canoe". The Montreal canoe was used on the Great Lakes, and the North Canoe was used on the interior rivers.
- The Montreal Canoe, or canot de maître (Master's Canoe), was used on the Great Lakes and the Ottawa River. It was about 36 feet (11 m) long and six feet wide, and weighed about 600 pounds and carried 3 tons of cargo or 65 90-pound standard packs called pièces. Crew was 6-12, with 8-10 being the average. On a portage they were usually carried inverted by four men, two in front and two in the rear, using shoulder pads. When running rapids they were steered by the avant standing in front and the gouvernail standing in the rear.
- The North Canoe or canot du nord was used west of Lake Superior. It was about 25 feet (7.6 m) long and 4 feet (1.2 m) wide with about 18 inches of draft when fully loaded and weighed about 300 pounds. Its cargo was half or less of a Montreal canoe, about 25-30 pièces. Crew was 4-8, with 5-6 being the average. It was carried upright by two men.
- The canot bâtard (Bastard's Canoe) was between the above two in size
- Indian Canoes were smaller than the freight canoes used by the voyageurs, but could penetrate smaller streams
- The Express Canoe was not a physical type, but a canoe used to rapidly carry messages and passengers. They had extra crew and no freight.
The York boat was also used in the fur trade to travel inland on the Hayes River from York Factory on Hudson Bay, but was not necessarily manned by voyageurs. The York boat was only slightly larger than a Montreal Canoe and could not be carried, but needed less crew, could be rowed, could carry more sail, was more stable on lakes, and was more durable.
Daily life 
Voyageurs often rose as early as 2 am or 3 am. Provided that there were no rapids (requiring daylight for navigation) early in the day, they set off very early without breakfast. Sometime around 8:00 am they would stop for breakfast. Lunch, when it existed, was often just a chance to get a piece of pemmican to eat along the way. But they did stop for a few minutes each hour to smoke a pipe. Distance was often measured by "pipes", the interval between these stops. Between eight and ten in the evening, travel stopped and camp was made. Voyageurs were expected to work 14 hours per day and paddle at a rate of 55 strokes per minute. Few could swim. Many drowned in rapids or in storms while crossing lakes. Portages and routes were often indicated by lob trees, or trees that had their branches cut off just below the top of the tree.
Canoe travel included paddling on the water with all personnel and cargo, carrying the canoes and contents over land (this is called portaging). In shallow water where limited water depth prevented paddling with the cargo in the canoe, but allowed either canoes or loaded canoes to be floated, methods that combined these were used. These moved the canoes via pulling by hand, poling, or lining with ropes. Circumstances where (only) an empty canoe can be floated through are called a decharge. Those where the cargo could be floated in the canoe if split into two trips were called a demi-charge. Furs were put into standard weight bundles of 90 pounds each. The standard load for a Voyageur on a portage was two bundles, or 180 lb. Some carried more; there are reports of some Voyageurs carrying five or more bundles and legends of them carrying eight. There is a report of a voyageur named La Bonga, a 6'5" tall freed slave carrying 7 bales for a 1/2 mile when applying to become a Voyageur, a feat which trumped the usual requirement that voyageurs be short persons.
It was dangerous work, despite their expertise. David Thompson's narrative describes an attempt to run the Dalles rapids:
They preferred running the Dalles[disambiguation needed]; they had not gone far, when to avoid the ridge of waves, which they ought to have kept, they took the apparent smooth water, were drawn into a whirlpool, which wheeled them around into its Vortex, the Canoe with the Men clinging to it, went down end foremost, and [they] all were drowned; at the foot of the Dalles search was made for their bodies, but only one Man was found, his body much mangled by the Rocks.
When traveling, the Voyageurs did not have time to "live off the land" by hunting or gathering. They carried their food with them, often with re-supply along the route. A north canoe with 6 men and 25 standard 90-pound packs required about 4 packs of food per 500 miles. A Voyageur's day was long, rising before dawn and traveling before their first meal. Voyageurs typically ate two meals per day. Most of their diet consisted of a few items from a short list of food used for provisioning Voyageurs. One was pemmican, consisting primarily of dried meat (pounded into small pieces) mixed with fat. Another was Rubaboo or other dishes made from dried peas. It was more prevalent to include salt pork in the eastern routes.
Montreal-based canoemen could be supplied by sea or with locally grown food. Their main food was dried peas or beans, sea biscuit and salt pork. (Western canoemen called their Montreal-based fellows mangeurs de lard or 'pork-eaters'.) In the Great Lakes some maize and wild rice could be obtained locally. By the time trade reached the Winnipeg area, the pemmican trade developed. Métis would go southwest onto the prairie in Red River carts, slaughter buffalo, convert it into pemmican, and carry it north to trade at the North West Company posts. For these people on the edge of the prairie, the pemmican trade was as important a source of trade goods as was the beaver trade for the Indians further north. This trade was a major factor in the emergence of a distinct Métis society. Packs of pemmican would be shipped north and stored at the major fur posts ( Fort Alexander, Cumberland House, Île-à-la-Crosse, Fort Garry, Norway House and Edmonton House).
Music was a part of everyday life for the Voyageur. Voyageurs sang songs while paddling and working, as well as during other activities and festivities. Many who traveled with the Voyageurs recorded their impressions from hearing the Voyageurs sing, and that singing was a significant part of their routine. But few wrote down the words or the music. As a result, records of Voyageur songs tend to be skewed towards those that were also popular elsewhere in Canada. Examples of Voyageur songs include A La Claire Fontaine (a favorite), Alouette, En Roulant Ma Boule, J'ai Trop Grand Peur Des Loups, and Frit A L'Huile.
Voyageur Lore 
La Chasse-galerie, also known as "The Bewitched Canoe" or "The Flying Canoe," is a popular French-Canadian tale of voyageurs who make a deal with the devil in order to visit their sweethearts during the night, who are located a long distance away. It is a variant of the Wild Hunt. Its most famous version was written by Honoré Beaugrand (1848–1906). It was published in The Century Magazine in August 1892.
For voyageur-based fur trade, that main route was divided into two (occasionally 3) segments, each traversed by a different set of voyageurs. Once or twice per year a larger gathering took place for the purpose of transferring furs and trading goods among these groups of voyageurs. The largest rendezvous's occurred at the largest such transfer points on the shore of Lake Superior at Grand Portage or Fort William. A rendezvous was also a time for rest and revelry.
The voyageur's routes were longer distance fur trade water routes that ships and large boats could not reach or could not travel. The canoes traveled along well-established routes. These routes were explored and used by Europeans early in the history of the settlement of the continent. Most led to Montreal. Later many led to Hudson Bay. Hudson Bay and Montreal routes joined in the interior, particularly at Lake Winnipeg. In 1821 the North West Company and the Hudson's Bay Company merged. This resulted in a shift towards using the route with direct access to the ocean, the Hudson's Bay route, away from the Great Lakes route.
Routes starting from Montreal 
Both shores of Lake Superior had been explored by the 1660s. By the late 17th century Europeans had wintered on Rainy Lake, west of Lake Superior, and by the 1730s regular routes led west of Lake Superior. One main trunk went from Montreal to Grand Portage (now Minnesota) or Fort William (now Ontario, Canada) on the northwest shore of Lake Superior. This trunk was via two very different routes. The main route from Montreal went up the Ottawa River and then through rivers and smaller lakes to Lake Huron. The other followed the St. Lawrence Seaway and Lake Erie to Lake Huron. Grand Portage was the jumping off point into the interior of the continent. It started with a very long portage, (nine miles) hence its name. The North West company moved its rendezvous point from Grand Portage slightly farther east to Fort William in 1803. In the late 18th century, Fort William, (currently Thunder Bay, Ontario, Canada) would supplant Grand Portage. The trunk from Grand Portage followed what is now the US/Canadian border, and, in fact, the border was largely defined by that route. The route from Fort William was slightly farther north. The two routes led to and joined at Lac LeCroix. Each was a rendezvous point of sorts for the routes that reached into the interior.
Routes using Hudson Bay 
The other main trunk started at York Factory where the Hayes River empties into Hudson's Bay. This trunk led to Norway House on Lake Winnipeg. Later, the downstream portion of this route was traversed by York boats rather than canoes.
Routes far in the interior of Canada 
A significant route led from Lake Winnipeg west to Cumberland House on Cumberland Lake, a hub with routes leading in four different directions. Most routes ended at the limits of what could be traveled in a round trip from a major transfer point (such as Grand Portage) in one season.
Comparison to Coureur de bois 
These two terms have had broad and overlapping uses, but their emblematic meanings in the context of the fur trade business were more distinct. Voyageurs were the canoe transportation workers in organized, licensed long distance transportation of furs and trade goods in the interior of the continent. Coureur de bois were entrepreneur woodsman engaged in various things including fur trading. The Coureur de bois's zenith preceded the Voyageur era, and Voyageurs partially replaced them. For those Coureur de bois who continued, the term picked up the additional meaning of "unlicensed".
Value to the fur trade industry 
The voyageurs were highly valued employees of trading companies, such as the North West Company (NWC) and the Hudson's Bay Company (HBC). They were instrumental in retrieving furs from all over North-America but were especially important in the rugged Athabasca region of the North-West. The Athabasca was one of the most profitable fur-trade regions in the colonies because pelts from further North were of superior quality to those trapped in more southerly locations. Originally the HBC was content to stay close to their trading posts along the shores of Hudson Bay and have their native trading partners bring the pelts to them. However, once the NWC began sending their voyageurs into the Athabasca it became easier for the natives to simply trade with them than to make the long trek to Hudson Bay. As a result, Colin Robertson sent a message to the HBC London Committee in 1810 suggesting that they begin hiring French Canadian voyageurs of their own. As this quote shows, he firmly believed them to be one of the keys to success in the fur trade:
I would warmly recommend to your notice the Canadians; these people I believe, are the best voyageurs in the world; they are spirited, enterprising, & extremely fond of the Country; they are easily commanded; never will you have any difficulty in setting a place with them Men; however dismal the prospect is for subsistence, they follow their Master wherever he goes.
Despite this strong endorsement, it would be 1815 before the HBC took his advice and began hiring substantial numbers of French-Canadian voyageurs for trading expeditions to the Athabasca. Colin Robertson led the first of these HBC expedition to the Athabasca and claimed to have difficulty hiring voyageurs from the Montreal region because of NWC efforts to thwart him. The NWC realized how important the voyageurs were to their success and were unwilling to give them up easily. This competition for experienced labour between the HBC and the NWC created the largest demand for voyageurs in Montreal since before the merger of the XY Company and the NWC.
End of the voyageur era 
Several factors led to the end of the voyageur era. Improved transportation methods lessened the requirement for transport of furs and trading goods by voyageurs. Completion of the Canadian Pacific rail line in 1882 finally eliminated the need for long distance transportation of furs by voyageurs. Also, the amount of North American fur trading declined, although it continues to this day. Fur animals became less plentiful and demand for furs dropped. With the completion of the railway and the closure of Fort William as a rendezvous point both occurring in 1892, that year is considered by some to mark the end of the Voyageur era.
See also 
- Canadian canoe routes
- North American fur trade
- York Factory Express
- Portage La Loche Brigade
- Hudson's Bay Brigade Trail
- Dalles des Morts
- Company of One Hundred Associates
- The Coureur de Bois Chronicles of America http://www.chroniclesofamerica.com/french/voyageurs_to_the_back_country.htm Retrieved August 2011
- http://www.whiteoak.org/learning/voyageur.shtml Archived July 21, 2011 at the Wayback Machine
- Lake Superior by James H. Baker, Minnesota Histoprical Collections, 3:342
- Nute, Grace Lee.The Voyageur. Copyright 1931 by D. Appelton and Company First reprinting Minnesota Historical Society 1955, ISBN 978-0-87351-213-8 or 0-87351-213-8
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- http://books.google.com/books?id=Qf8DAAAAMBAJ&pg=PA18&lpg=PA18&dq=end+of+voyageur+era&source=bl&ots=_XS97SJNXo&sig=p96ebjqgX1pLRSMipmZPC8ERfHU&hl=en&ei=fqZ7TonQCuaKsALyiuyiAw&sa=X&oi=book_result&ct=result&resnum=8&ved=0CFAQ6AEwBw#v=onepage&q=end%20of%20voyageur%20era&f=false Boys Life Magazine, Publisher: Boy Scouts of America. April 1995 Page 18 retrieved September 2011
- The Voyageurs Highway Nute, Grace Lee. Minnesota Historical Society June, 1941 Standard Book Number 87351-006-2, Library of Congress Card Number 65-63529
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- Nute, Grace Lee.The Voyageur. Minnesota Historical Society, ISBN 978-0-87351-213-8, p. 55
- Wein, Tom, Coureurs des bois Canadian Encyclopedia http://www.thecanadianencyclopedia.com/index.cfm?PgNm=TCE&Params=A1ARTA0001967 Retrieved August, 2011
- Englebert, Robert. Diverging Identities and Converging Interests: Corporate Competition, Desertion and Voyageur Agency, 1815-1818. Manitoba History, 2007, 55, 2.
- Englebert, Robert. Diverging Identities and Converging Interests: Corporate Competition, Desertion and Voyageur Agency, 1815-1818. Manitoba History, 2007, 55, 1.
- Library jnd Archives Canada (LAC), Hudson's Bay Company Archives (HBCA), AlO/l, Governor and Committee General Inward Correspondence, Colin Robertson to London Committee, 17 January 1810, Microfilm 55.
- Englebert, Robert. Diverging Identities and Converging Interests: Corporate Competition, Desertion and Voyageur Agency, 1815-1818. Manitoba History, 2007, 55, 5.