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This could be a full linked open date URI or an internal identifier"}],"FileFormat":[{"label":"File Format","value":"application\/pdf","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/elements\/1.1\/format","classmap":"edm:WebResource","property":"dc:format"},"iri":"http:\/\/purl.org\/dc\/elements\/1.1\/format","explain":"A Dublin Core Elements Property; The file format, physical medium, or dimensions of the resource.; Examples of dimensions include size and duration. Recommended best practice is to use a controlled vocabulary such as the list of Internet Media Types [MIME]."}],"FullText":[{"label":"Full Text","value":" 3 Ed. 7 Cowichan-Alberni Railway Survey. J 17\nCOWICHAN-ALBERNI RAILWAY.\nReport on Reconnaissance Survey from the Head-waters of the\nNitinat River to Alberni.'\nVictoria, B. C, March 28, 1903.\nThe Honourable\nthe Chief Commissioner of Lands and Works,\nVictoria.\nSir,\u2014On the 23rd September, 1902, I was notified by the Deputy Chief Commissioner of\nLands and Works, under instructions from you, that I had been appointed to make a survey\nbetween the west end of Cowichan Lake and the headwaters of Alberni Inlet, for the purpose\nof ascertaining whether that section of the country affords a suitable route for the construction\nof a railway.    The instructions further stated :\u2014\n\" It is not intended that you should make an elaborate instrumental survey, but merely a\nreconnaissance, taking off-sets from your base-line, and noting carefully the topography on each\nside of the same, with the barometric heights, in order that you may be able to lay down a\nprojected route that will afford the best possible grades. It is proposed that your route should\nbe from the west end of Cowichan Lake by way of the Nitinat Trail and Roger Creek. You are\nrequested to give your best attention to the professional part of the work under your charge,\nwith a view to furnishing this Department with as accurate and complete returns as possible,\nshowing the route and comparative profile of the section that you find most suitable for\nrailway construction.\"\nIn accordance with the above instructions, I proceeded to organise a party, leaving Victoria on the 25th September and Nanaimo on the 29th, arriving on the summit of the Nitinat\nPass on the 4th October. Before leaving Nanaimo I set my aneroid barometer to the standard\ninstrument in the Government Agent's office; the readings which were kindly taken by the\nAgent during the progress of the work at 9 a.m., noon, and 4 p.m. on each and every day\n(except Sundays), were for the purpose of checking my readings in the field and proved afterwards to be of little value, owing, probably, to the distance of the two instruments apart. . It\nwill bo of interest to note here the extreme readings in one camp, taken from the journal of\nthe work on Monday, the 17th November, 1902. The reading on that day at noon was 27.55;\non the following Thursday, the 20th November, at 8.30 p.m., the barometer reading was 28.55,\nshowing a difference in elevation of the same point of about 865 feet. Now, compare the readings\nas taken in Nanaimo, and we find at noon of the 20th November, a reading of 30.17, and on the\nfollowing Thursday, at 4 p.m., a reading of 30.16, showing a very steady barometer, and proving beyond doubt that no reliance can be placed upon barometer heights at this season of the\nyear in connection with the work we are engaged in. The heights being of great importance,\nas well as correct distances, I deemed it advisable to run a line of levels throughout, thereby\nestablishing the correct heights above sea level of the grade-line heights of the Nitinat, Roger\nCreek and Waggon Road Passes, being 2,330, 1,440 and 1,200 feet, respectively.\nAfter arriving at the summit of the Nitinat Pass and establishing the variation of the\ncompass at N. 24\u00b0 22' E., a short reconnaissance down the valley of the Nitinat River showed\nthe trail, wherever it left the side-hill, to be completely grown over by heavy underbrush, so\nmuch so that in places it was next to impossible to find it, and many of the bridges, as\nwell as those on the north side of the pass, were either washed away or in a decayed condition.\nThe Nitinat River I found falling in a succession of cataracts on an average of 500 feet to the\nmile for the first three miles, but very much less grade after that, through a valley with steep\nslopes either side. J 18 Cowichan-Alberni Railway Survey. 1903\nTaking into consideration the season of the year, the few men at my disposal, and the\ncondition of the trail, with no food for pack horses other than what was brought into the\ncountry, I decided on assuming a datum at the summit of the Nitinat and running a line to\nbegin with on grade both north and south clear of the snow-line. The line to the south along\nthe mountain on the east side of the Nitinat Valley is necessarily on high, steep side-hill, owing\nto the river falling so rapidly. For the first 4,000 feet the average cross section is 10 to 17\ndegrees, with an earth formation, and on a grade of .62 per 100 from station 40 testation 156,\nor 11,600 feet. After this the grade is increased to 1.62 per 100, and may be classed as\nheavy work or a true mountain road, crossing several canyons in varying depths of 75 to 120\nfeet\u2014to cross which necessitated a journey to the river, 1,000 feet below the line and up the\nother side\u2014of narrow width, requiring bridges of spans from 25 to 50 feet, but in each case\nwith good rock foundations. The danger from wash-outs from excessive rainfall is counteracted\nby the solidity of the straight, clean, rocky walls and precipitous channels to the river below.\nFrom station 156 to 172 (1,600 feet) the line is thrown into a basin or amphitheatre, at the\nentrance to which the stream draining from it falls a vertical distance of close upon 400 feet.\nThis is a difficult and complicated hole, and after plotting it on a large scale in the field, found\nthat in order to ease the curvature it would be more advantageous to raise the grade from station\n156, making a level grade to station 172. There are indications of avalanches both of rock\nand snow, but the construction of wings at certain points above where the permanent line\nwould be would lessen the chances of damage from that quarter. There is a pass to the\nnorth-east through this basin, and a traverse line was run to the summit, a distance of 2,400\nfeet, its elevation (barometer) being 120 feet higher than the Nitinat Pass; but as the water\nover the summit is drained into the Cameron river and the mountains were particularly abrupt,\nthis did not warrant further examination.\nLeaving station 172, the line follows a broken side-hill, the slopes averaging 33 degrees,\nor a 1 to 1 slope, in places vertical, and if not for the timber and brush, is impassable, necessitating also the men lining up and passing along the instrument from one to another, requiring\nvertical and horizontal triangulation to obtain the levels, the 300-foot chain being indispensable. The class of work from station 172 to station 270, or 9,800 feet, is mostly solid rock\nand rock slide, and at prevailing prices, but without taking out the quantities, which can be\ndone at any time, as the cross sections are in evidence, I estimate the cost of construction of\nthis portion of the work to be $43,000 per mile. This is, without doubt, the heaviest and\nmost costly part of the work on the Nitinat, if not of the whole line, as the valley from station\n270 now widens considerably, and the river is less rapid.\nWe now come to the time when it was necessary to abandon this portion of the work,\nowing to the fact, as reported to you in my progress report of the 13th December, 1902, that\nthe accumulating snow on slopes such as we had to encounter made it unsafe for anyone to\nattempt to work on them. Up to the 27th October, though the weather had been unsettled,\nthe conditions became suddenly worse, with continued snow on the higher levels. With the\ntrail to cut out, and no food other than that brought from Alberni, or shelter for the horses,\nwhich were in bad condition, I decided on abandoning this part of the line, as I did on the\n8th November, as it would take 43 fine working days to make Cowichan Lake, and returned\nto the line on the north side of the Nitinat Pass.\nTimber, South Side of Nitinat Pass.\nFrom zero to station 50 (one mile) the timber consists principally of yellow cedar and\nhemlock. From this on, as far as I went in the valley, on both sides of the river, but below\nthe Hire, there is a belt of long, straight fir timber, 1,500 feet wide, averaging 18 to 36 inches,\nwhich will cut as high as 60 M. to the acre, of good merchantable timber. This belt of fir\ntimber is fringed with a line of sound hemlock of large dimensions.\nMinerals, South Side of Nitinat Pass.\nSeveral mineral claims have been located at points adjacent to the survey line on both\nsides, but as no work of any magnitude seems to have been done on these, no reference was\nmade to the survey. In nearly every creek crossed a good deal of \"float\" existed, and from\nthe precipitous nature of the streams, which are cut deep into the mountain side, gives the\nhardy mirier the best chance of prospecting, and will, I believe, at some future date, speak well\nfor itself, as better means of communication are established. 3 Ed. 7 Cowichan-Alberni Railway Survey. J 19\nWaggon Road, South Side of Nitinat Pass.\nAs reported, the Nitinat River falls for the first three miles on an average of 500 feet to\nthe mile. The trail, which takes the west side at the start, crosses and re-crosses the river in\nanything but a straight course, and has not the desired effect of easing the grade, being\nimpassable in the wet season and dangerous for animals if used to any extent. In the event\nof a waggon road being corrstructed, it would require a qualified engineer to supervise the work.\nTo follow the present trail with a road would not warrant the cost, and to follow the east side,\non a 10 per cent, grade, would cost from $2,500 to $3,000 per mile, owing to deep crossings of\nstreams and removal of rock in places.\nLine to the North of Nitinat Summit.\nContinuing the lino from station 96.64, which was carried through on grade to the sea,\ngives varying grades as follows :\u2014\nZero to 500 (9.47 miles), 2.00 per cent.\n500 to 617 (2.21 miles), 1.61 per cent.\n617 to 624 (0.13 miles), level.\n6.24 to 1,313 (13.04 miles), 2.00 per cent.\nFrom zero to station 180 the average slopes are 30 degrees, with rock and loose rock\nformation, crossing a creek with 25-foot span of 140 feet in depth and 600 feet across. From\nstation 180 to station 350 the formation still continues rock and loose rock, and at station\n328 another large stream is crossed, with a bridge 60 feet high and 1,000 feet in length.\nSage Creek, at station 337, will require a 40-foot bridge, 200 feet in length, and considerable\nrock cutting. From station 350 to station 409 the formation is rock, loose rock and earth.\nWe now come to the Yellowstone Creek crossing, a stream cutting into the McLaughlan\nRange in the form of a deep canyon, which will require a bridge of 175 feet in height by 500\nfeet in length, a span of 50 feet clearing the stream. This crossing was thoroughly cross-\nsectioned, and everything goes to show good foundations on solid rock.\nFrom station 414 to station 441, on the south side of Roger Creek Pass, requires heavy\nrock cutting.\nThe grade at station 441 being too high to avail of Roger Creek Pass being used as a\nmeans of getting to the coast, and as distance is required to get down, necessitates continuing\nthe line on down the Cameron River to the Waggon Road Pass, making almost a complete\ncircle round a hill lying between Roger Creek and Waggon Road Passes until it again strikes\nRoger Creek, 668 feet lower.\nThe crossing of the Roger Creek Pass, which is in the shape of a saddle, averages about\n100 feet in height for a distance of 900 feet in length, as far as station 460.\nFrom station 460 to station 480 is the canyon proper of the Cameron River, though it\nmay be said the river is of that nature for some considerable distance above this point, but\nthe fact of the grade-line being as high as it is materially benefits the work. The rough and\nrugged nature of the walls for 2,000 feet of this canyon prevented the line being run on grade\nthrough it, and a traverse over the top and calculated distance was all the time that could be\ndevoted to it.\nFrom station 480 to station 550, owing to the ground being crossed by low, parallel ridges,\nentails more thorough cuts from 5 to 15 feet in depth, though the curvature is not excessive.\nFrom station 550 to station 560 entails a thorough cut of an average depth of 10 feet,\nand to station 575 a side-hill cut. From this point a thorough cut is required of 12 feet\nthrough the summit of the Waggon Road Pass, common to all roads coming from the south and\neast) to station 585, the waters draining to the East and West Coasts, and connection was\nhere made with Mr. Shepherd's reconnaissance from French Creek, in accordance with your\ninstructions.\nPassing Summit Lake on the south side, the work is light up to station 612, the easterly\nend of Loon lake, and continues so on a level grade past its outlet to station 630. We now\ncommence a steady 2 per cent, grade to the crossing of Roger Creek, before mentioned, with\nvarying slopes of from 25 to 30 degrees side-hill work; but before giving details of the Roger\nCreek crossing it would be as well to call attention to a crown knoll between stations 763 and\n793.    This affords an opportunity, with a 12-degree curve for about 270 degrees, of returning J 20 Cowichan-Alberni Railway Survey. 1903\nto the side-hill down which the Waggon Road passes on its way to Alberni, and from survey\nmade with levels determines the point it would strike\u2014viz., what is known as the Four-Mile\nCreek on the Alberni Road.\nMany things depend upon the adoption of this alternative route, as instanced by, 1st, the\nselection of a terminus ; 2nd, the production of the line still further to the north; and, 3rd,\nits cost. Though the grade must still continue at 2 per cent., the cost of the line will no\ndoubt be materially reduced from that on the south side of Roger Creek, owing to gravel\ntaking the place of rock.\nWe now come to the crossing of Roger Creek from station 800 to 807. Owing to the\nvalley being narrow, it requires a 12-degree curve through about 180 degrees of curvature,\nthe height of the bridge being 100 feet, followed by\u2014from station 807 to station 860\u2014heavy\nside-hill cuts, with slopes from 30 to 35 degrees, of rock formation. From station 862 to\nstation 866 the line crosses Sandstone Creek, with a bed of horizontal strata, overhanging irr\nplaces, with 25-foot opening approached by a heavy cut. From station 866 the line still\ncontinues in side-hill, crossing at station 886 a narrow ravine, with 25-foot fill and 15-foot\nopening, and from this on to station 907 the formation is mostly rock, with slopes of 25 to 30\ndegrees. From station 907 to station 985, Roger Creek, and for the remainder of its course\nto the sea, becomes very crooked, running to all points of the compass. This has the effect of\nmaterially increasing the curvature of the line, the formation changing to the extent of two-\nthirds earth to one-third rock, with slopes of 15 degrees. At station 985 it would be advisable\nto raise the grade, in order to place the line on more level ground, which would have the effect\nof making the cutting in gravel in place of rock and considerably ease the curvature. This\nwould continue as far as station 1117, and from there to Alberni I estimate the average\nexcavation to be earth and gravel, of which 15 per cent, will be rock or cement.\nAfter receiving your instructions of December 18th, 1902, directing me to discharge my\nparty, five men left the following day\u2014December 21st\u2014the traverse and levels being carried\nthrough along the old China Creek Road to the terminus at new Alberni, whilst waiting for\ntransportation.\nTimber, North  from   Summit.\nFor the first mile north from the summit of the Nitinat the timber is principally hemlock,\nyellow cedar and larch, 12 to 18 inches diameter; from the first to the secorrd mile large\nhemlock and a few good fir. From the second mile post to the 6|-mile post, hemlock and\nbalsam of from 12 to 28 inches, making from 40 to 60-foot logs, with some scattered fir.\nBelow the line one mile from the summit a body of fir mixed with large hemlock from 24 to\n48 inches, making 40 to 80-foot logs, will average 60 M. per acre. This timber follows the\ncreek flowing into the Cameron River, and continues to the 6^-mile post as well as 4 miles up\nthe Cameron River on both sides, as noted in my exploration of 1901, when descending the\nCameron River from Indian or Labour Day Lake.\nThe Cameron River, with high falls on its upper reaches and crooked rocky channels for\nthe most part of its length, would make driving for anything but short logs, and at high\nwater, a difficult proposition. From 6|-mile post to Yellowstone Creek fire has destroyed the\ntimber to the top of the mountain, and as far as Rogers Pass continues small and burnt.\nFrom the summit of Roger Pass, following the creek in a westerly direction, there are bunches\nof large fir extending to Alberni.\nReturning to the summit of Roger Pass (8-mile post), along the Cameron River to the\nWaggon Road Pass (11-mile post), the timber is small and scattered, and from Waggon Road\nPass to 13-mile post, following the lakes and creeks, the timber is principally hemlock and fir.\nBetween 13 and 14-mile post is small fir and hemlock, 12 to 18 inches diameter, until the line\nagain strikes Roger Creek, when the timber increases in size from 24 to 48 inches, and will\ncut up to 80 feet as far as the 20-mile post.\nMinerals.\nThough more indications of mineral were apparent on the creeks and streams on the south\nside of the Nitinat Summit, yet the work accomplished on several claims on the north side\nthrough which the line passed gives hopes of their yet turning out remunerative to their\nowners, as care is taken to still keep them on record. 3 Ed. 7 Cowichan-Alberni Railway Survey. J 21\nEstimate of Cost from Summit of Nitinat to Sea.\nThe average cost from zero to tide water would be $38,190 per mile for a standard gauge\nroad, including bridges. The actual quantities can be taken out at any time from the notes\nand cross-sections and on completion of the 400-foot scale plan.\nSurvey Line, Levels and Plans.\nThe survey line was blazed throughout with scribed bench-marks about every half-mile,\nand to give the true levels above O. H. W. M. a deduction must be made of 170 feet for each\nand every elevation. Attached to this report are drawings Nos. 4 and 5, on a scale of 400\nfeet to the inch, of basin and approaches to it on the Nitinat River and the crossing of Roger\nand alternative line on north side of said creek. Accompanying it is an index drawing, No. 3,\non a scale of 4,000 feet to the inch by latitude and departure, with five blue prints of same.\nI regret time did not admit of completing the drawing on the 400-foot scale or the section, but\nthis can be accomplished any time should occasion arise.\nCost of Renewing Trail and Bridges\nI am of the opinion that one-tenth of the cost of survey should be charged against the\nappropriation for the District, as the Cowichan Trail is now servicable from the Alberni\nWaggon Road to within 15 miles of Cowichan Lake, and if cleared out and extended along\nthe north side of the lake its east end would be of great service to prospectors and mining men\ngenerally, not omitting the sportsman, who can there find, as regards fishing and shooting,\nwhat many men of means travel long distances, at much greater cost, to obtain.\nBefore closing this report I wish to express my appreciation of the zeal and energy displayed throughout by the men under my charge, very often under trying circumstances; and\ntaking into consideration the fact that out of the total number of 69 days employed on the\nwork only 15 were fine, as the journal of the work shows, I trust, Sir, I may count on your\nappreciation of the work now before you.\nI have the honour to be,\nSir,\nYour obedient servant,\nD. R. HARRIS,\nEngineer in Charge.\nvictoria, b. c.\nPrinted by Richard Wolfenden, I.S.O., V.D., Printer to the King's Most Excellent Majesty.\n1903. ","attrs":{"lang":"en","ns":"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note","classmap":"oc:AnnotationContainer"},"iri":"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note","explain":"Simple Knowledge Organisation System; Notes are used to provide information relating to SKOS concepts. 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Recommended best practice is to use an encoding scheme, such as the W3CDTF profile of ISO 8601 [W3CDTF]."},{"label":"Sort Date","value":"1903-12-31 AD","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/date","classmap":"oc:InternalResource","property":"dcterms:date"},"iri":"http:\/\/purl.org\/dc\/terms\/date","explain":"A Dublin Core Elements Property; A point or period of time associated with an event in the lifecycle of the resource.; Date may be used to express temporal information at any level of granularity. Recommended best practice is to use an encoding scheme, such as the W3CDTF profile of ISO 8601 [W3CDTF].; A point or period of time associated with an event in the lifecycle of the resource.; Date may be used to express temporal information at any level of granularity. Recommended best practice is to use an encoding scheme, such as the W3CDTF profile of ISO 8601 [W3CDTF]."}],"Source":[{"label":"Source","value":"Original Format: Legislative Assembly of British Columbia. Library. Sessional Papers of the Province of British Columbia","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/source","classmap":"oc:SourceResource","property":"dcterms:source"},"iri":"http:\/\/purl.org\/dc\/terms\/source","explain":"A Dublin Core Terms Property; A related resource from which the described resource is derived.; The described resource may be derived from the related resource in whole or in part. Recommended best practice is to identify the related resource by means of a string conforming to a formal identification system."}],"Title":[{"label":"Title ","value":"COWICHAN-ALBERNI RAILWAY. Report on Reconnaissance Survey from the Headwaters of the Nitinat River to Alberni.","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/title","classmap":"dpla:SourceResource","property":"dcterms:title"},"iri":"http:\/\/purl.org\/dc\/terms\/title","explain":"A Dublin Core Terms Property; The name given to the resource."}],"Type":[{"label":"Type","value":"Text","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/type","classmap":"dpla:SourceResource","property":"dcterms:type"},"iri":"http:\/\/purl.org\/dc\/terms\/type","explain":"A Dublin Core Terms Property; The nature or genre of the resource.; Recommended best practice is to use a controlled vocabulary such as the DCMI Type Vocabulary [DCMITYPE]. To describe the file format, physical medium, or dimensions of the resource, use the Format element."}],"Translation":[{"property":"Translation","language":"en","label":"Translation","value":""}]}