{"@context":{"@language":"en","AIPUUID":"https:\/\/open.library.ubc.ca\/terms#identifierAIP","AggregatedSourceRepository":"http:\/\/www.europeana.eu\/schemas\/edm\/dataProvider","AlternateTitle":"http:\/\/purl.org\/dc\/terms\/alternative","CatalogueRecord":"http:\/\/purl.org\/dc\/terms\/isReferencedBy","Collection":"http:\/\/purl.org\/dc\/terms\/isPartOf","Creator":"http:\/\/purl.org\/dc\/terms\/creator","DateAvailable":"http:\/\/purl.org\/dc\/terms\/issued","DateIssued":"http:\/\/purl.org\/dc\/terms\/issued","DigitalResourceOriginalRecord":"http:\/\/www.europeana.eu\/schemas\/edm\/aggregatedCHO","FileFormat":"http:\/\/purl.org\/dc\/elements\/1.1\/format","FullText":"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note","Genre":"http:\/\/www.europeana.eu\/schemas\/edm\/hasType","Identifier":"http:\/\/purl.org\/dc\/terms\/identifier","IsShownAt":"http:\/\/www.europeana.eu\/schemas\/edm\/isShownAt","Language":"http:\/\/purl.org\/dc\/terms\/language","Provider":"http:\/\/www.europeana.eu\/schemas\/edm\/provider","Publisher":"http:\/\/purl.org\/dc\/terms\/publisher","Rights":"http:\/\/purl.org\/dc\/terms\/rights","SortDate":"http:\/\/purl.org\/dc\/terms\/date","Source":"http:\/\/purl.org\/dc\/terms\/source","Title":"http:\/\/purl.org\/dc\/terms\/title","Type":"http:\/\/purl.org\/dc\/terms\/type","Translation":"http:\/\/purl.org\/dc\/terms\/description"},"AIPUUID":[{"@value":"f5db9ed8-f195-4a3e-b5e4-20919124e26c","@language":"en"}],"AggregatedSourceRepository":[{"@value":"CONTENTdm","@language":"en"}],"AlternateTitle":[{"@value":"COAST-KOOTENAY RAILWAY SURVEY.","@language":"en"}],"CatalogueRecord":[{"@value":"http:\/\/resolve.library.ubc.ca\/cgi-bin\/catsearch?bid=1198198","@language":"en"}],"Collection":[{"@value":"Sessional Papers of the Province of British Columbia","@language":"en"}],"Creator":[{"@value":"British Columbia. Legislative Assembly","@language":"en"}],"DateAvailable":[{"@value":"2014-12-10","@language":"en"}],"DateIssued":[{"@value":"[1902]","@language":"en"}],"DigitalResourceOriginalRecord":[{"@value":"https:\/\/open.library.ubc.ca\/collections\/bcsessional\/items\/1.0064214\/source.json","@language":"en"}],"FileFormat":[{"@value":"application\/pdf","@language":"en"}],"FullText":[{"@value":" 2 Ed. 7 Coast-Kootenay Railway Survey. 801\nRETURN\nTo an Order of the House for a Return of all papers, documents, reports and correspondence in any way relating to the survey made by the Hon. Edgar Dewdney\nover the route of the proposed Coast-Kootenay Railway.\nW. C. WELLS,\nChief Commissioner of Lands and, Works.\nLands and Works Department,\n8th April, 1902.\nMR. DEWDNEY'S REPORT.\nVictoria, B. C, Deer. 23rd, 1901.\nHon. W.C. Wells,\nChief Commissioner of Lands and Works, Victoria.\nSir,\u2014Having received instructions on the 23rd July last from you to take charge of the\nexploratory work in the Hope Mountains, which the Government proposed to make in order to\nobtain reliable information as to the practicability or otherwise of a route for a railway through\nthe Cascade range at that point, I now beg to report that two parties were organised by me to\ncarry out this work, one under the charge of Mr. H. Carry, C. E., who had a general supervision of the whole of the work, and the other under Mr. F. Moberly, C. E., both competent\nand reliable men.    They left for Hope on August 1st, and on the 3rd got into camp.\nThe field-work was finished on the 14th of October, when the last of the parties returned\nto Victoria. From that date up to December 23rd, the staff have been engaged preparing\nplans, reports and estimates, giving the results of their surveys and explorations.\nIn order that you might the more readily understand the several lines we have examined\nI have numbered them as follows on the key map attached to this report :\u2014\nNo. 1.\u2014The line coloured black from Hope commences at a point on the C. P. R. line\nsurveyed this spring from Abbottsford to Hope, and runs up the Coquhalla 27 miles, where it\ncrosses the river, down the Coquhalla and up Unknown Creek over Railroad Pass, and down\nRailroad Creek and the Tulameen to a point on the located line of the C. P. R. at Allison,\nwhere that line turns northerly up Graveyard Creek. The mileage of No. 1 line is 79.28 miles;\nthe survey of this section, connecting as it does both east and west with the C. P. R., gives a\ncontinuous chained line from Coast to the eastern boundary of our Province, and is the only\none.\nNo. 2.-\u2014Line coloured blue, from Hope via the Nicolum, Sumallow and Skaist, through\nCedar Flat Valley to the summit of Allison Pass, and thence down the south branch of the\nSimilkameen by the mouth of Roche River to Princeton, with an alternative cut-off through\nWolf Creek Valley.\nThe estimated distance of this line from Hope to the point of junction of No. 1 line with\nthe C. P. R., on the Similkameen at Allison, is 101 miles, but should the Wolf Creek cut-off\nbe adopted, 9 miles shorter ; this would leave both Princeton and Allison some 10 or 12 miles\noff the line, and would not reduce the cost of the line.\nNo. 3.\u2014Coloured yellow on that portion of the line between where it leaves No. 1 at\n27.63 miles up the Coquhalla , and where it joins No. 1 line at \"Tulameen.\" It runs from\nHope up the valley of the Coquhalla, following surveyed line No. 1 as far as 27.63 mile, and\ncontinuing to its summit 7 miles, thence down the Coldwater 9| miles, where the line turns to\nthe south-east until it reaches the headwaters of the west branch of Otter Creek, 2 miles,\nfollowing it to its junction with the main Otter Valley about 5-| miles, thence to the junction\nof Otter and Tulameen Rivers, where it joins line No. 117 mile, making the last portion from\nTulameen to end of No. 1 line 19J miles, common to both No. 1 and No. 3 lines, and the total\nmileage 87.13 miles. The section of the country to which I confined our operations lies between Hope, on the\nEraser River, and a point some 9J miles down the Coldwater Valley on the north ; south to\nthe mouth of Roche River, near the International Boundary; easterly as far as the located\nline of railway of the C. P. R. from Midway to Spence's Bridge, a junction with that line being\nmade at its nearest point about 2|- miles east of Princeton, where the line passes through the\nTown of Allison.\nWithin this area more or less exploratory work has been carried on since the year 1872,\nwith the object of determining the elevation of the several summits, and as to the feasibility\nof constructing a railway through the range of mountains at this point.\nIn the spring of 1872, having charge of a C. P. R. survey party, I received instructions\nfrom Mr. Marcus Smith to make a traverse of the Coquhalla Valley from Hope to the Summit,\ntake levels and prepare profile and report, for the purpose of obtaining the elevation of that\npass and its distance from the Fraser River.\nIn 1874, on account of representations being made from New Westminster \"respecting\nthe reported discovery of passes leading through the Cascade Mountains from different points\non the Fraser River, especially the Allison Pass from Fort Hope via the head-waters of the\nSkagit and South Similkameen,\" Mr. Marcus Smith instructed Messrs. Cambie and Trutch to\nform an exploring party and examine in company every pass they could find or hear of between\nthe Coquhalla and the American boundary line. The report of these gentlemen can be found\nin Sandford Fleming's Report of 1877, page 105. From that year (1874) to the present several\ninvestigations appear to have been made, and I believe the C. P. R. Company, with an object\nof getting a direct line to the Coast, have had several engineers making explorations at different\ntimes, with a view of getting information in regard to passes which had been represented as\nfeasible.\nIt was not, however, until a charter had been obtained by the V. V. & E. to construct a\nline from the Coast eastward, that any engineers outside of those in the employ of the Dominion\nGovernment or the C. P. R. made any scientific explorations in what is known as the Hope\nMountains.\nIn 1896 Mr. Shaw and Mr. Brownlee were employed by the V. V. & E., and other\nengineers, representing Messrs. Mann & Mackenzie, are said to have explored some of the\npasses.\nMessrs. Shaw and Brownlee, I am informed, came to the conclusion that a feasible line\nexisted from Hope, via the Nicolum, Sumallow and Skaist, to the headwaters of the Tulameen and down it to Similkameen.\nMr. England who, in 1899, was exploring for the C. P. R., was attracted by the low\nelevation of the summit of Unknown Creek, and gave some attention to it. The head of\nUnknown Creek rises about five miles east of the Coquhalla River, running into it about 20\nmiles from Hope.\nMr. England also examined the more southerly pass, known formerly as the \" Allison\nPass,\" and which had, previously, on the west side been explored by Messrs. Cambie and\nTrutch.\nThe knowledge of what had transpired in the way of exploration in these mountains,\ncoupled with my knowledge of the district, convinced me that either the pass by Unknown\nCreek, or the southern route by Allison's Pass were the ones most worthy of further investigation, as being the most likely to be adopted should a railway be built through these\nmountains connecting with through trans-continental lines.\nHeretofore nothing more than an exploratory survey had been made, and as your Government was anxious to obtain something more definite as to the distances, grades, evidence of\nsnow-slides, probable cost of construction, and maintenance, you recommended that a trial\nlocation line should be run, if possible, on both the north and south lines.\nUp to the time your Government determined to carry out this survey, any estimate of the\ncost of a line through the Hope Mountains could only be based on a general knowledge of\nthe country, obtained from those who had hurriedly passed over it. You will now be placed in\npossession of data upon which an estimate has been made from actual survey, and upon a line\nwhich I believe gives a fairly good average of the cost of any that could be projected through\nthis range of mountains.\nIt was found, after an examination of the country on the northern line via Unknown\nCreek, that it would be impossible to make an instrumental survey of both lines without\nplacing in the field more survey parties, for it  was evident that the balance of the season 2 Ed. 7 Coast-Kootenay Railway Survey. 803\n\u2014already far advanced\u2014would occupy the whole time of both Mr. Carry's andJVIr. Moberly's\nparties on the northern line. I was fortunate, however, in having a very competent and\nexperienced man in Mr. Dawson, C.E., attached to Mr. Carry's party, and was thus enabled\nto utilise a portion of Mr. Carry's time in making explorations, of which you will get full\ndetails in his report.\nI was in hopes that I would have had sufficient time, after Mr. Moberly had completed\nhis line from the summit of Unknown Creek eastward, to have utilised his party in running a\ntraverse up the south branch of the Similkameen from Princeton to the Allison summit on\nNo. 2 line, but the weather commenced to look threatening and I considered it wise to return\nhis party over the Hope Mountain before the snow fell, and I utilised the services of Mr.\nHislop, C.E., who resides at Princeton (and who had some previous knowledge of the route),\nto make a reconnaissance of the line from Princeton to the summit of Allison Pass, taking\nbarometric heights and estimating the distances, at the same time reporting on the character\nof the ground traversed. I attach his plan and report, which will show you that he performed\nhis work with expedition and ability in the face of very unsatisfactory weather.\nMr. Carry made a careful examination of the western portion, No. 2 line, from Hope to\nthe summit of Allison Pass ; his report of it is enclosed. Besides this exploration, Mr. Carry\nalso examined No. 3 line (coloured yellow), from the point on the Coquhalla where No. 1 line\nfrom Unknown Creek crossed it, viz., at the 27 mile, and following the river to its summit,\ncontinued down Coldwater Creek on the north slope some 9J miles, and thence to the west\nbranch of Otter Creek to Otter Valley.\nMr. Moberly was enabled also to examine what is known as \"The Wolf Creek Pass.\"\nThis would be a cut-off\u2014if thought advisable\u2014on the southern route, No. 2 line, of about 9\nmiles, should a line be constructed up the main Similkameen and over the Allison Pass, as the\nmouth of Wolf Creek is about 11 miles east of Princeton, and its junction with the south\nbranch would be also about 11 miles south of Princeton, while the distance between the mouth\nof Wolf Creek and its junction with the south branch is about 13 miles.\nNo. 1 Line, West.\u2014Mr. Carry's party worked from the summit of Railroad Pass, west.\nIt was the intention that both Mr. Carry and Mr. Moberly would camp near the summit of\nRailroad Pass, one working east and the other west, but upon examining the ground it was\nthought advisable that Mr. Carry's party should camp on the Coquhalla and from there work\nthe line from the summit, westward, and thus avoid packing supplies, etc., up the Summit\nCamp trail, via Dewdney Creek and the basin to the summit, over very difficult country for\npack animals; consequently, Mr. Carry moved his main camp up the Coquhalla 22 miles, nearly\nopposite the mouth of Unknown Creek. He was obliged to build a trail down to the mouth\nof that creek to get supplies to a camp at this point, and where he was obliged to remain\nwhile making a trail up Unknown Creek to the summit, the mountain sides being so precipitous and dangerous that no line could be run without this preparation.\nA trail was also necessary to allow of supplies being packed to a point half-way between\nsummit, and a camp established for the party to work from. We were compelled to engage\nthe services of Indian packers to move the camp, so difficult and dangerous was the trail.\nThis necessarily meant very slow work, and having to assist clearing out and repairing the old\nNicola trail up the Coquhalla, as well as making many miles of new trail, Mr. Carry's party\nwas unable to commence running lines before the 21st August. At one time it seemed as if\nwe would have had to abandon putting grades on the profile of this part of the line ; as it was,\nthe length of time allowed for the survey did not allow us to make such changes and revisions\nof the line as we would have liked, but the care given to taking the slopes of the mountain,\nand liberal notes of the character of the country along the mountain sides permits a fairly\nreliable estimate to be made of the cost of this portion of the line.\nThe maximum grade of 2J per cent, was adopted with the hope of bringing the line to\nthe flats of the Coquhalla, and the quantities within reasonable limits.\nEven with this grade of 21 per cent, for 21 miles you will observe, by examining the\nplans and profiles, that the line is forced back into the mountain sides nearly its whole distance.\nIt is probable that upon a careful revision of this line the grades might be reduced in\nsome portions of it, but that would necessitate an increase in others; should the maximum\ngrade be reduced, and this could only be done by crossing the Coquhallah further up the river\n(as advantage has been taken of making distance at the only two available points on our line,\nviz., by running up Boston Bar and Ladner Creek as far as their valleys will permit), the\nlength of heavy work would be largely increased. 804 Coast-Kootenay Railway Survey. 1902\nNo. 1, East\u2014Mr. Moberly's party, as soon as supplies could be forwarded, moved to the\nTulameen River, and established their camp about 3|- miles from the summit of Railroad Pass,\nfrom which point he worked east from an assumed elevation of 4,400 feet.\nThe party commenced running lines on August 14th. For the first 9J miles from the\nsummit the descent was at the rate of 2-| per cent, per mile for 7 miles, from thence to its\njunction with Otter Creek the grades alternating between level and 2 per cent., and from this\npoint to its junction with the C. P. R. line at Allison, the grades are still more favourable.\nThe work on this portion of the line is not nearly as heavy as on the west slope, the\ncircuitous channel of the Tulameen, however, would necessitate some bridging, and 1,250 feet\nof tunnels.\nNo. 2 line, via the Allison Summit, is somewhat longer in mileage than No. 1 line.\nThe route examined by Mr. Carry from Hope to the Summit via Cedar Flat would\nencounter two summits, one at what is known as Beaver Lake, and the main one of Allison Pass.\nThe elevation of Beaver Lake is estimated at 2,000 feet, and as the distance by present\nwaggon road is only 12 miles, this is a formidable height to surmount, and would necessitate\na 3 per cent, grade unless distance could be made.\nShould a line be built on the south bank of Fraser River from Chilliwack up and be\ncontinued over the Hope Mountains by this route, grade could be made by leaving the Fraser\nRiver some 5 miles before reaching Hope, and with continuous grade of 2J per cent, the\nsummit could be crossed, but the line at Hope would be 500 feet above the flat, and the line\nwould traverse rocky mountain sides the whole distance.\nTo make a close estimate of this an instrumental line would have to be run.\nFrom there to Cedar Camp there would not be any great difficulty either in grades or\nwork as the Sumallow falls gently to the eastward.\nAfter leaving the Sumallow, to the summit the grades would not exceed 2 per cent. From\nthe summit to Princeton the profile, prepared from Mr. Hislop's survey, shows that they are\nnot excessive, although the work for some 20 miles would be very heavy.\nSome two miles below Hope a creek called Silver Creek runs into the Fraser. An\nexploration up this creek to its summit, and east to the Skagit River, shows it to be feasible\nfor a line, and the summit of a less altitude than Beaver Lake, but as it strikes the Skagit at\na considerably lower elevation than Cedar Flat the loss of grade makes it all the more difficult\nto overcome the main summit at Allison Pass.\nNo. 3.\u2014This line, which follows No. 1 to the 27-1? mile on the Coquhalla, would have to\nface the same heavy grades, tunnels and protection works which I have already referred to,\nbesides a similar character of country which would have to be encountered to its summit of 7\nmiles.\nThis, however, is the lowest summit through this range, being 3,515 feet, but according\nto Mr. Sandford Fleming's report would necessitate grades ranging as high as 172 feet per\nmile and five miles of tunnelling. Further surveys shew that this estimate is excessive.\nHeavy snow slides, which appear to vary with the seasons, are prevalent, and in 1861, when\nan examination was made by Mr. Turnbull, one of the Royal Engineers, no less than 15 are\nshown on his plan.\nThis exploration was made in the latter part of April and the beginning of May, when 8\nfeet of snow was in the valley from Boston Bar Creek to the Summit.\nThe line on the north and east of the Summit would, however, be of a much more favourable character, and its cost not exceed probably $15,000 per mile for grading, while its\ngradients would also be fairly satisfactory. This line, from the junction of the Tulameen and\nOtter Valley, is a portion of No. 1 line, and has been already referred to. The total\nlength of this line would be about 87.13 miles.\nThe result of the surveys shows that the Hope Mountains cannot be crossed without\nencountering serious engineering difficulties, which would necessitate a very large expenditure\nof money, and I know of nothing so pressing, either in the way of development along any line\nthat might be determined on, to warrant its construction, outside of a few prospects that have\nbeen brought in by miners. There is nothing at present to give encouragement for this\nexpenditure, except the existence of some very fine timber on the west slope.\nAlong No. 1 route, Summit Camp, upon which assessment work has been done, showing,\nin spots, some very fine galena ore, and which is within 8 or 9 miles of the line, is the most\nencouraging; also, on some of the creeks running into the Tulameen, Eagle, Bear, Kelly and\nBoulder, some very good prospects have been brought in, but not sufficient development work\nhas been done to guarantee that, with active operations, a large output would be the result. 2 Ed. 7 Coast-Kootenay Railway Survey. 805\nA coal field is reported to exist between the Tulameen and the south branch of the\nSimilkameen. Some exploratory work is being made near the south branch of the Similkameen, and it appears most probable that, should good coal be found in quantity, it will\nbe worked from that side and not on the Tulameen. Along the lower part of the Tulameen,\non small benches, a few market gardens and timothy fields are found, but there is no extent\nof agricultural land along the route.\nIf the mountains contain the valuable mining deposits it is supposed they do, one line\ncannot accommodate the business, and a cheap system of transportation will have to be considered to bring out the mineral to the nearest point of treatment. With the magnificent\nwater-power in all the valleys, a plan of electric railways might be found satisfactory.\nOn No. 2 line, although considerable prospecting has been done, I know of nothing being-\nfound which has attracted much attention, except what is known as the Roche River mines.\nI am not able to express any opinion on them. Mr. Robertson, the Government Metallurgist,\nhas examined this as well as most of the known mining sections in the country tributary to\nthe lines we have run, and you will have the benefit of his report.\nThe mines on Copper and Kennedy Mountains are as convenient to any line of railway\nthat may be run up the Similkameen Valley that they may be considered in connection with\nit, and the construction of a line up the south branch, while probably a little more convenient\nfor some portions of Copper Mountain, would be of no value to the eastern part of that valuable\ndistrict, as its ore would find its way to the main Similkameen.\nThe remarks I have made in regard to the probable immediate traffic on this mountain\nroad are not encouraging, but the serious difficulties are the heavy grades and very costly\nwork, the topographical nature of the country necessitating a considerable length of tunnelling\nand protection work. This will entail a heavy charge for maintenance, and must be taken\ninto serious consideration .should anyone undertake this important work.\nThe season of the year during which our operations were conducted, while being the best\nfor our survey, did not give us an opportunity of observing the effect of the snow-fall, which\nis known to be very heavy in the Cascade Range, and without an inspection in the early\nspring,when the snow is moving, it would be impossible to report what amount of snow-\nshedding would be required. The precipitous mountain sides, with huge, smooth bluffs, timber\nand vegetation burnt off for miles, would indicate that a great extent of snow-shedding would\nhave to be provided. We have estimated for such structures only at points which show that\nslides occur annually, the probability being that much larger expenditure than that submitted\nwould have to be provided for.\nThe reports of Messrs. Carry and Moberly enclosed enter fully into all the details of the\nsurvey. The plans and profiles have been prepared on such a scale as will give you a good\nidea of the character of the country to be encountered. Appended also you will find tables of\ndistances, grades, estimates of cost, etc., and will, I trust, give you the information which you\ninstructed me to obtain. While I feel any route which might be selected must necessarily be\ndifficult and very expensive to maintain, it is to be hoped that further development might\ndemonstrate that sufficient mineral wealth exists to warrant the construction of more than\none line of transportation through this vast range of mountains.\nI have no doubt that you will be told that a better line can be obtained than the one we\nhave surveyed and explored.    Nothing but an instrumental survey can establish this.\nI can get no information which would warrant me in believing that there is, north of the\nboundary, any better line, and I can find no reports of U. S. surveys which would indicate\nthere is one of merit even by crossing- from one country into the other.\nBelow is a summary of cost of Routes Nos. 1, 2 and 3, by which you will see that No. 1,\nthe short route, via Railroad Pass, is the most costly.\nThe southern route, No. 2, via the Nicolum, Skaist and Cedar Flat route, over the\nAllison Pass, is 22.72 miles longer than via Railroad Pass, and is estimated to cost $87,659 less,\nwhile the Coquhalla and Coldstream route, No. 3, which is 9 miles longer, is estimated to cost\n$618,125 less than Railroad Pass and $530,466 less than the Nicolum, Skaist and Cedar Flat\nroute, which is 13.87 miles longer than No. 3, Coquhalla and Coldwater route.\nA list of articles stored at Princeton and Hope, used on the survey, is filed in the office,\nas well as of instruments, drawing tools, etc.\nEnclosed you will find Mr. Carry's and Mr. Moberly's and Mr. Hislop's reports.\nPlans, profiles and survey books have been handed to Mr. Gore.\nI have, etc.,\n(Signed)        E. Dewdney, in charge of Survey. 806\nCoast-Kootenay Railway Survey.\n1902\nSummary op Cost of Routes Nos. 1, 2 and 3.\nRoute No. 1.\u2014Railroad Pass.\nMiles.\nHope to summit of Railroad Pass\u2014Carry's line    38.63\nSummit of Railroad Pass to end of line\u2014Moberly's line . .   39.75\nPer Mile.\n$57,904\n29,920\n78.28\nRoute No. 2.\u2014Nicolum, Skagit and Cedar Flat Route.\nMiles. Per Mile.\nHope to Allison Pass\u2014Carry's line       51 $33,039\nAllison's Pass to junction with end of Railroad Pass\u2014Hislop's line       50 33,000\n101\nRoute No. 3.\u2014Coquhalla and Coldwater Route.\nMiles. Per Mile.\nHope to Tulameen\u2014Carry's line    67 . 63        $32,849\nTulameen City to end of No. 1 line\u2014Moberly's    19 .50\n29,920\n87.13\nTotal.\n$2,236,831\n1,186,328\n$3,423,159\nTotal.\n$1,685,500\n1,650,000\n$3,335,500\nTotal.\n12,221,577\n583,457\n?2,805,034\nMR. CARRY'S REPORT.\nVictoria, B. C, 21st Dec. 1901.\nTo the Hon.  Edgar Dewdney:\nSir,\u2014I beg to submit the following report on the results of the past season's survey and\nreconnaisance of various railway routes through the Cascade Range eastward from Hope,\ntowards the confluence of the Tulameen and Similkameen Rivers.\nRailway Pass Line.\nMy first care was to start the survey\u2014with compass, chain and level\u2014from the divide\nbetween Coquhalla and Tulameen waters, at that point locally known as \" Railway Pass.'\nAfter a considerable amount of strenuous exertion with axe, pick and shovel we succeeded in\nforming a trail\u2014perilous at best, over which we could pack some light supplies to within\nworking distance of the Pass.\nElevation and Gradients.\nAs the elevation of the Pass approximated 4,160 feet above sea level, and the distance\nbeing about 18| miles in an air line to Hope, at which point it was desirable to descend to an\nelevation of 160 feet, I adopted as a maximum gradient 132 feet per mile, equal to 2- per\ncent. Of this, and slightly under, there eventually proved to be 21^ miles, of a 2 per cent,\n(and slightly under) 4 miles, and of 1.2 per cent, (and under) about 13| miles, making a total\nof 38| miles from the Pass to Hope.\nThe Line and Character of Ground run over.\nReferring to Plan \" C,\" it will be seen that our line, starting at the Pass as zero, follows\nthe right bank of Unknown Creek, a tributary of Coquhalla River, for five miles, thence,\nturning into the valley of the Coquhalla, follows the left bank of that river to mile 10-, at\nwhich point the grade line has reached such an elevation as permits a crossing without excessive\nwork. 2 Ed. 7 Coast-Kootenay Railway Survey. 807\nSection No.   1\u20140 to 11 Mile.\nWith the exception of the first couple of miles of this section the ground run over is\ncomposed almost entirely of rock slides and rock in situ, the latter largely predominating, and\nthe general slopes of the mountains, which run from 35\u00b0 to 70\u00b0, averaging about 45\u00b0, are formed\nby a succession of bluffs, varying from 5 feet to 100 feet in height.\nThe whole mountain side is scored by deep, narrow gorges, each of which represents a\nsnow-slide of most energetic character.\nThe entire slopes of the mountain for some thousands of feet (in vertical distance) is of this\ntype, so that any continuous grade line used would not materially change the character of the\ndifficulties to be encountered, although by using a much steeper gradient in places and breaking-\nit up, much might be accomplished.\nPhotos.\nPhotograph \" A,\" annexed hereto, shews valley of Unknown Creek from the bank of the\nCoquhalla, opposite its mouth, and photograph \"B,\" taken from the same spot, is a view up\nthe Coquhalla River.\nSnow-slides.\nIn providing against snow-slides steel bridges, completely spanning the ravines at grade\nline, have been estimated for. After very careful location survey many of them might be supplanted, in construction, by retaining walls and strong sheds, but in any case the cost would\nbe great.\nIt is beyond doubt that innumerable snow-slides would be developed by the vibration of\npassing trains\u2014these, of course, have not been provided against in estimate of cost.\nIt might be remarked here that the greater portion of the line has to be in \" cutting,\" as\nthe slopes are, as a rule, greater than the angles of repose for even rock. This steepness of\nslopes is the cause of greatly increasing the quantities in cuttings which, on the profile, look\nquite insignificant.\nCost.\nThe estimated cost (exclusive of track, etc.), is $90,475 per mile for 11 miles = $995,250\nfor the whole section.\nSection 2\u201411 to 32 Mile.\nSection No. 2 covers the ground between the upper crossing of the Coquhalla River and\na point beyond which there is a choice of location. The length is 21 miles, and the line\nfollows the right bank of the Coquhalla, with the exception of a short distance on the upper\nreaches, where two crossings of the river are taken to avoid a bad snow-slide and otherwise\nbenefit the line.\nThis section includes some heavy work along very steep, rocky ground in the vicinity of\nUnknown Creek, and also the expensive work incident to the crossing of Boston Bar and\nLadner Creeks. With further and more careful survey this might be lightened, but this is\naltogether problematical. It includes, also, about eight miles of light work along the river\nflats which tends very materially to reduce the average cost per mile.\nCost.\nThe estimated cost is $28,066 per mile for 21 miles, making a total of $587,380 for the\nsection.    It will be observed that this is less than one-third the cost per mile of Section No. 1.\nSection No. 3\u201421 to 38.63 Mile.\nMile 21 is the point of divergence of an alternative location to Hope. This may be seen\nby referring to the full red line on Plan A. The one route for which estimate of cost is made\nis the one which presents the best gradients.\nThe principal feature would be a tunnel about 2,900 feet in length, this being an item\nthat causes the average per mile to amount up to a large sum.\nThe necessary crossing of the Coquhalla could be made with a 200-foot span with low\nabutments. 808 Coast-Kootenay Railway Survey. 1902\nCost.\nEstimated cost is $51,765 for 6.63 miles, equal to total of $343,200.\nAlternative Location.\nThe location adopted over the latter section might be varied on debouching from the\ntunnel, by taking a crossing of the Coquhalla River some 165 feet high by about 1,000 feet\nlong at grade line, and thus shorten line by seven-eighths (-J) of a mile.\nOr by diverging at mile 32 and crossing summit of ridge opposite M. 341 fair ground\ncould be followed along northern slopes of spur and a high crossing of the Coquhalla, similar\nto that above described, taken. The ending point of the survey would be reached at a cost\nof increased length over the tunnel route of 1^ mile, besides an extra summit of 100 feet to\nsurmount.    This adverse gradient could be kept below one per cent (1%).\nTotal Cost.\nThe total cost, railway pass to Hope (exclusive of track, &c.) would amount to $1,927,791,\nor an average of $49,904 per mile for the distance of 38.63 miles; and with track, stations,\ntanks and sidings (which are estimated at $8,000 per mile) at $57,904 per mile, or a total of\n$2,236,897.\nStandard of Road.\nThe above estimate of cost is arrived at by taking out the quantities of excavation, timber,\nmasonry and bridges for a first class railway, standard gauge, as closely as can be done with the\ninformation gained from running a preliminary line over such very rough country.\nTimber.\nAlthough a great portion of the line was run thorugh burnt timber, there could be found\nsome green timber suitable for trestles in the upper part of Unknown Creek, and the flats of\nCoquhalla River are thickly timbered with large cedar and fir.\nPrices.\nThe prices at which the various items of construction were figured are such as obtained\non similar works recently executed in British Columbia, and in view of the vast proportion of\nexcavated material that would necessarily be \"wasted,\" it is thought that they would suffice\nto the cost of all tote roads and other contingencies in connection with the work.\nExplored Routes.\nBesides the line chained, two routes were explored with pocket compass and aneroid\nbarometer, and in plotting them on plan \"C\" they were found to tie in very well.\nColdwater Route.\nThe mileage started at Mile 11 of projected location, or at a point on the Coquhalla a\nlittle over 27 miles from Hope, that length being common to this and last described route.\nSection No. 1.\nFrom zero, at an elevation of 2,770, to the lake at the head of Coquhalla River, elevation\n3,515, the distance is about 7 miles, and as the rise is 745 feet it necessitates a continuous\ngradient of at least 2 per cent to overcome it.\nThe mountain sides are of similar character to those described above on Section No. 1 of\nsurveyed line, except that there would be few or no occasions for steel bridges, trestles being\nsufficient, and it would probably be found that the most feasible way of surmounting the\ndifficulties to be encountered would be to increase the gradients considerably and thus get only\na very short section of extremely bad work, getting down nearer the toe of the slopes where\nbetter material is to be found as a rule.\nCost.\nThis section I would put down at a cost of $60,000 per mile (exclusive of track, &c.) or a\ntotal of $420,000 for the 7 miles. 2 Ed. 7 Coast-Kootenay Railway Survey. 809\nSection No. 2.\nImmediately on passing the divide the whole appearance of the country changes. The\nhills are rounded and covered with considerable soil, rocky slopes and bluffs being the exception instead of the rule.\nSection No 2 extends from Coquhalla Lake to the main Otter Creek Valley at M. 23, and\nis, therefore, 16 miles in length.\nThe route followed was down the Coldwater route about 8 or 9 miles, then up a very\nsmall tributary a couple of miles to the watershed between Coldwater River and WTest Otter\nCreek, which attains an elevation of about 3,200. Although this is some 300 feet higher than\nthe point at which Coldwater River is left, a good line can be got at that height above the\nriver flats, the hillsides having very even slopes and favourable material.\nGradients.\nThe gradients would not exceed 0.75 per cent, and would all be falling towards Otter\nCreek.\nFrom this watershed down west Otter Creek, about 4 miles, a line would be practically\nin the bottom of the small valley, and the gradients would be 2 per cent, and under to the\nmain Otter Creek, at an elevation of 2,810.\nCost.\nCost is estimated at $12,000 per mile, equal to a total of $192,000 for the 16 miles.\nSection No. 3.\nThis is from M. 23 to M, 40, which equals mile 20J on Moberly's line at Tulameen City,\nthe elevation of which is 2,240.\nThe gradients over this stretch would be under 0.75 per cent, and as the line could follow\nthe creek flats to a great extent, cost of construction would average fairly light, and is placed\nat $8,000 per mile, equal to $136,000 for the 17 miles.\nTotal Cost.\nNot including track, etc., the total cost, therefore, between Hope and Tulameen City\nwould be as follows:\u2014\nSections 2 and 3, along Coquhalla, 27.63 miles ,       $932,537\n1 up to lake, 7 ,        420,000\nii       2, along Coldwater, 16 \u201e              192,000\n3, Otter to Tulameen 17 .,       136,000\nTotal     $1,680,537\nEqual to $24,849 per mile for 67.63 miles.\nNicolum-Skagit Route.\nAllison Pass.\nAs early as 1874 Mr. H. J. Cambie reported on this pass, and not entirely favourably for\nthe purposes required.\nThe pass itself is all that could be desired for railway construction\u2014being wide and\nsandy\u2014but is rather out of the way of a direct route between the two objective points.\nGoing eastwards it leads directly into what appears to be the main tributary of the south\nbranch of the Similkameen River. This tributary\u2014hitherto apparently unnamed\u2014I have\nnamed Cambie River, after the pioneer engineer. Down this river, five miles to its confluence\nwith Roche River, was the limit of my exploration in that direction. On this portion I saw\nno engineering difficulties. The material to be encountered would be mostly sand and gravel,\nand the gradients would not be greater than 2 per cent.\nUpper Skagit\u2014Section No. 1\u20140 to 18| Miles.\nStarting in the pass at an elevation of 4,460 feet, and going westward on a continuous\n2 per cent, gradient in order to descend to Cedar Flat, at the confluence of the Upper Skagit\nand Skaist Rivers\u2014at an elevation of 2,267 feet\u2014the air line distance of nine miles has to 810 Coast-Kootenay Railway Survey. 1902\nbe doubled in some way. This can be accomplished by turning northwards up the Skaist and,\nafter making a right-about turn at the mouth of 33-Mile Creek, following the same (or left)\nbank down to the point mentioned.\nAs it is important to avoid the right bank of the Skaist\u2014it being scored by half a dozen\nbad snow-slides\u2014a steeper gradient (in order to save distance) could hardly be used, as there\nappears to be no other place in the valley where a turn could be favourably made.\nOn this section there would be only about three miles of bad rock-work, the balance\nbeing in good material; but as the slopes are all partly steep, quantities would mount up. All\n(or nearly all) snow-slides would be escaped and bridging would be light.\nCost.\nThe cost per mile is estimated at $15,000, or a total of $277,500 for 181 miles.\nSection No. 2\u201418|- to 33.J Mile\u2014and Sumallow.\nThis section extends from Cedar Flat to 33J miles at the Sumallow (Nicolum summit),\na distance of ] 5 miles, and includes some heavy work over a considerable proportion of that\ndistance\u2014notably at 24, 25, 26, 27, and 29 miles. A continuous 2 per cent, gradient from\n18o| miles would reach Sumallow River flats, which would give light work, at about 25J miles,\nand thence to the Sumallow-Nicolum Summit, at 33|- miles, there would be a rise of only a\ncouple of hundred feet; but the ground down to the Skagit will scarcely permit this on\naccount of cut banks and narrow rocky canyons. The grade line would have to be kept up\nopposite junction of the Skagit and Sumallow, and this would give a continuous, slightly\nfalling gradient westward.\nSeveral snow-slides would have to be provided against, and in all probability others would\nbe developed.\nCost.\nThe estimated cost over this section is on an average $20,000 per mile, or for the 15 miles\na total of $300,000.\nSection No. 3\u201433Jr to 51 Mile\u2014Nicolum River Section.\nStarting at the watershed between Sumallow and Nicolum Rivers, at 33- miles, at an\nelevation of 2,230, the valley followed by the old waggon road (now merely a trail) gives a\ndistance to Hope of some 9 miles.\nTo reach good ground on the lower slopes of the mountains at Hope\u2014beyond which point\nI did not extend my explorations\u2014it would be advisable to descend to an elevation of about\n200.    In using a gradient of 2.5 per cent  that distance would require to be doubled.\nAlthough there was not time at my disposal in which to properly examine the possibilities\nof this important and difficult section, it appears to me that a line as laid down on Plan C,\nencircling Nicolum Butte, would be practicable. Possibly a tunnel of 2,000 feet (or more)\nmight be found necessary in passing into the valley of Anderson Creek; and under any circumstances the work on this section would be heavy, although the last 5 miles would be comparatively light.\nCost.\nThe cost is roughly estimated at $40,000 per mile, or a total of $700,000 for the 17J miles.\nTotal Length and Cost.\nThe total length by this route\u2014from Allison's Pass to Hope\u2014would be 51 miles, at an\naverage estimated cost of $25,000 per mile, or a total of $1,277,500.\nMuddy Creek Pass.\nFrom the confluence of Cambie and Roche Rivers, S. 65\u00b0 W., about 4 miles up a small\ntributary of the latter river, is a summit leading into Muddy Creek, a tributary of Skagit\nRiver. This summit has about the same elevation as Allison Pass\u2014higher if anything,\u2014and\nas the Skagit attains a very low elevation at mouth of Muddy Creek, and is reported to flow\nbetween very rugged mountain slopes, I concluded that this route was hardly worthy of consideration, although it is quite possible that the distance between the confluence of Cambie\nand Roche Rivers and Cedar Flats might not be greater than by the route described. 2 Ed. 7 Coast-Kootenay Railway Survey. 811\nSummary.\nIn estimating cost of track, 80-lb. steel is provided for. In the item of \" Track, &c,\"\nappearing below, are included a few small, inexpensive station-houses, a few tanks, and a\nminimum of siding, track-laying, telegraph and turntables; amounting in all to $8,000 per mile.\nThe cost of the various routes may be summarized as follows :\u2014\nRailway Pass Route.\nRailway Pass to Hope :\nMiles. Per Mile.           Total.\nUp to subgrade 38.63 at $46,904 = $1,927,791\nFor track, &c       \u201e 8,000 =      309,040\nGrand total $2,236,831\nOr         57,904 per mile.\nColdwater Route.\nHope to Tulameen City :\nMiles. Per Mile. Total.\nUp to subgrade 67.63 at $24,849 = $1,680,537\nFor track, &c     \u201e 8,000 =      541,040\nGrand total $2,221,577\nOr           32,849 per mile.\nNicolum-Skagit Route.\nAllison's Pass to Hope :\nMiles. Per Mile. Total.\nUp to subgrade      51 at $25,039 = $1,277,500\nFor track, &c     \u201e 8,000=      408,000\nGrand total $1,685,500\nOr         33,039 per mile.\nI have, <fec,\n(Signed)        H. Carry,\nEngineer in Charge.\nMR.  MOBERLY'S  REPORT.\nRailroad Pass to Similkameen.\nVictoria, Nov. 26th, 1901.\nThe Honourable Edgar Dewdney, &c, dec,\nVictoria.\nSir,\u2014In accordance with instructions received from you, to make a preliminary survey\nfor a railway line from the summit of the Hope Mountains to a junction with the Canadian\nPacific Railway survey on the Similkameen, I commenced work on the 14th of August last at\nthe summit of Railway Pass, a pass that was discovered a few years ago by a prospector\nnamed John Amberty. I then carried on the work continuously until October 2nd, when I\nconnected with the Canadian Pacific Railway survey at Graveyard Creek, between Princeton\nand Allison, having run a distance of 39.65 miles, and fallen in elevation 2,381 feet, or an\naverage of 60 feet per mile. The weather was particularly favourable for carrying on the\nwork, and we only lost three or four hours on account of rain. We left Princeton on 3rd\nOctober and reached Hope on the 8th, where the party was disbanded.\nLine.\nFrom my starting point I followed a small creek named Railroad Creek, which heads in\nthe pass and empties into the Tulameen River, for a distance of 3| miles, then keeping round 812 Coast-Kootenay Railway Survey. 1902\nthe hillside I ran up the valley of Kelly Creek to gain distance, then crossing this creek we\nfollowed its valley down until the Tulameen was.reached. The north bank of this river was\nfollowed until the end of the survey, except at two points where we crossed and re-crossed the\nriver to avoid tunnelling through mountain spurs.\nGrades.\nI assumed an elevation of 4,400 feet for the summit, and at 1.J- miles from that point,\nwhere the creek began to fall rapidly, I started a 2.5 per cent, grade, which was carried on to\nthe 10th mile, where the line runs down to the Tulameen River, and from this the grades vary\nfrom level to 2.2 per cent., except from stations 760 to 820, where it reaches the 2.5 per cent,\npoint again. The grades below this are the natural grades of the river. By starting on a 2\nper cent, grade, and keeping higher on the hillside and utilising a little more of Kelly Creek\nValley, and possibly of Siwash Creek, it would not be necessary to exceed that grade nor the\nwork made heavier.\nSoil.\nGenerally speaking, there is a good depth of soil all along the line, composed of a sandy\nloam mixed with gravel, and broken here and there by rocky crags or bluffs jutting out, and,\noccasionally, long spurs run out from mountain sides, causing great bends in the river and\nusually forming canyons.\nAlthough I kept my line on the left bank of the river, I think it would be well to locate\npart of the line below Tulameen City on the right bank, which could be done without increasing the number of crossings, and would lighten the work.\nRock.\nThe rock met with varied, there being granite, schist, diorite conglomerate and sandstone.\nTimber.\nTimber of a useful size was scarce, as the country has been generally burnt over, but\nsome spruce of a fair size is still to be had on the right side of Railroad Creek, and also on the\nright side of the Tulameen, but the ground is unfavourable for lumbering purposes. There is\nno cedar and very little tie timber along the line, and below Bear Creek the character of the\ntimber changes and it is principally yellow or bull pine with scatteriug firs; nearly the whole\nline, however, is through a dense growth of willow and alder brush with patches of second\ngrowth spruce, pine and fir, and dead timber.\nCurves.\nIn laying down my projected location I have used several 15\u00b0 curves (Radius 383'), but\non a final location, especially if part of the line is located on either bank of the river, a 12\u00b0\ncurve would be the maximum.\nTunnels.\nThere are three tunnels shown on profile, 1,250 feet in all. These are through good rock,\nand would not need timbering.\nPart of this tunnelling may be cut out on final location; the longest tunnel is 500 feet.\nBridges.\nAll bridges estimated are for permanent structure of steel trusses and masonry\nabutments; the longest span is 200 feet.\nRails.\nThe rails estimated are an 80-lb. rail, which is probably the lightest rail advisable to use\nwith the grades and curves we contemplate; the fastenings are also of a heavy pattern.\nBuildings.\nThe buildings estimated are of a temporary class, and the cost is based on the usual run\nof such a class of building.\nSidings.\nThe estimate provides for 8 miles of sidings, which probably is in excess of the requirements for a time. 2 Ed. 7 Coast-Kootenay Railway Survey. 813\nMining.\nAll along the line are evidences of a rich mineral country, and although no mines are\nactually at work, a great deal of prospecting and assessment work has been done at Summit\nCity, Kelly Creek, Bear Creek, Rabbit Mountain, Boulder Creek, Granite Creek, Collins\nCreek (Coal), Copper Mountain, and Kennedy Mountain Camps, beside the development of\nthe Similkameen Coal -beds at Princeton and at numerous other small camps, all of which\nwould be tributary to this line.\nHydraulicing.\nHydraulic mining has been carried on at several points on the Tulameen, principally at\nEagle, Slate and Granite Creeks, but I understand the operations have not been successful,\nalthough the benches along river look favourable for that style of work.\nPlacer.\nPlacer mining is still carried on to a small extent by Chinamen at different points from\nEagle Creek to Allison, and, as they are working some of the ground over for the fifth time, it\nmust have been very rich, or it must be renewed from some near-by source.\nAgricultural Lands.\nThere is. very little agricultural land immediately along my line ; from Slate River down\nthere are occasional flats on the river bank, but until the neighbourhood of Princeton is reached\nno success seems to have met the small efforts made in the farming line, due to a great extent\nto summer frosts, drought and want of water for irrigation.\nBunch Grass.\nBunch grass country begins about five miles above Princeton, and seems to extend from\nthere north, south and east.\nTownsites.\nMy line touched three townsites, Tulameen City, Princeton and Allison, all of which are\nbeautifully situated.\nWolf Creek.\nI examined WTolf Creek \"cut off\" across the bend of the Similkameen River, from the\nmouth of Wolf Creek to the mouth of Whipsaw Creek, and found that route practicable and\nwould shorten the line 10 or 12 miles if the Similkameen route were adopted, but it would not\nserve the country so well as a line round the main valley ; the cost of construction and maintenance would also be great, as for half the distance the line would be over steep rock slides.\nEstimates, etc.\nAttached hereto you will find a detailed estimate of quantities and cost of the different\nclasses of work necessary to complete the road; also estimate of cost per mile, and a list of\nplans, profiles and note-books returned herewith.\nI have, etc.,\n(Signed)        Frank Moberly,\nEngineer in Charge. 814 Coast-Kootenay Railway Survey. 1902\nApproximate Estimate of Cost per Mile.\n1\u2014Right of way $     125 00\n2\u2014 Clearing  232 90\n3\u2014Grading  14,389 00\n4\u2014Bridging  5,685 00\n5\u2014Culverts  100 00\n6\u2014Ballast  1,000 00\n7\u2014Ties  660 00\n8\u2014Rails, 80 fts. )\n9\u2014Fastenings, $1.25 per joint -  5,019 00\n10\u2014Spikes )\n11\u2014Track-laying  200 00\n12\u2014Telegraph  300 00\n$27,710 90\n13\u2014Stations (4) $ 5,000 00\n14\u2014Round-house, 6 .stalls      6,000 00\n15\u2014Tanks (4)      4,000 00\n16\u2014Turntable      1,000 00\n17 \u2014Sidings, 8 miles    72,436 00,   per mile      2,210 00\nTotal cost per mile $29,920 00\nTotal cost 39.65 miles = $1,186,328.00.\nQuantities.\nEarth excavation,  1,026,992 cubic yards  $256,748 00\nRock          ,,              157,108          \u201e           196,385 00\nTunnels     n                  14,500          \u201e            94,250 00\nLoose rock,                   62,665                        28,199 00\n$575,582 00\nCost per mile for grading = $14,389.\nEstimate of Bridging.\nKelly Creek\u2014Span 100 feet.\nMasonry in abutments:\n233.4 cubic yards\u20141st class  $3,501 00\n116             \u201e              2nd \u201e       932 80\nSuperstructure,  142,500 lbs  8,555 00\nflooring  300 00\n$13,288 80\nSiwash Creek\u2014Span 100 feet.\nMasonry in abutments :\n83.44 cubic yards\u20141st class  $1,252 00\nSuperstructure, 142,500 fts  8,555 00\nii              flooring  300 00\n$10,107 00\nEagle Creek\u2014Span 200 feet.\nMasonry in abutments :\n332.86 cubic yards\u20141st class  $4,992 00\n332.86          ii            2nd   \u201e     2,662 88\nSuperstructure, 428,780 fts  25,726 80\nii              flooring      600 00\n$33,982 00 2 Ed. 7 Coast-Kootenay Railway Sttrvey. 815\nBear Creek\u2014Span 200 feet.\nMasonry in abutments :\n385.7 cubic yards\u20141st class  $5,785 50\n303            i,             2nd i,      2,431 20\nSuperstructure, 428,780 lbs  25,726 80\nflooring  600 00\n$34,543 50\nOtter Creek\u2014Span 100 feet.\nMasony in abutments :\n83.44 cubic yards\u20141st class  $1,252 00\nSuperstructure, 142,500 fts  8,555 00\nn            flooring  300 00\n$10,107 00\nTulameen River\u2014Span 200 feet.\nMasonry in abutments :\n83.44 cubic yards\u20141st class  $1,252 00\nSuperstructure, 428,780 fts  25,726 00\nflooring  600 00\n$27,578 00\nTulameen River, 2nd Crossing\u2014Span 200 feet      27,578 00\nTulameen River, 3rd Crossing\u2014Span 200 feet  27,578 00\nTulameen River, 4th Crossing\u2014Span 200 feet  27,578 00\nGraveyard Creek\u2014Span 100 feet.\nMasonry in abutments:\n327 cubic yards\u20141st class  $4,905 00\n163.5      \u201e              2nd   ,i      1,308 00\nSuperstructure, 142,500 fts  8,555 00\nflooring  300 00\n$15,068 00\nRailroad Pass to Similkameen.\nClearing 465.85 acres $ 9,317 00\nCost per mile, $232.90.\nCulverts, 30  4,000 00\nCost per mile, $100.\nTies,  104,676  26,169 00\nCost per mile, $660.\nRight of way (say 50 acres to purchase)     5,000 00\nCost per mile, $125.\nBridges, Steel.\u2014Masonry Abutments.\nKelly Creek,     100 feet $ 13,288 80\nSiwash Creek,  100    \u201e      10,107 00\nEagle Creek,    200    \u201e      33,982 00\nBear Creek,      200    \u201e      34.543 00\nOtter Creek,     100    \u201e      10,107 00\nTulameen River, 1st Crossing, 200 feet  27,575 00\n2nd        \u201e         200    \u201e      27,575 00\n3rd        \u201e        200    H      27,575 00\n4th        \u201e        200    ,i      27,575 00\nGraveyard Creek,                           100     \u201e       15,068 00\n$227,408 00\nCost per mile, $5,685. 816 Coast-Kootknay Railway Survey. 1902\nTulameen Line.\nList of Plans.\nOne General Plan ; scale, 200 feet = 1 inch.\nOne Tracing Plan; scale, 200 feet = 1 inch.\nOne Profile.\nOne Traverse Table Book.\nOne Cross-section Book.\nTwo Transit Note-books.\nThree Level Note-books.\nOne Cross-section Book.\nPrices on which Estimate of Cost is Based.\nRight of way, per acre $100 00\nClearing,                \u201e           20 00\nEarth excavation, per cubic yard  25\nRock            \u201e                     \u201e  1  25\nii               ii                     ii             in tunnels  6 50\nLoose rock,                        n               45\nMasonry, 1st class  15 00\n2nd    \u201e      8 00\n3rd    \u201e      3 00\nConcrete    10 00\nBallast  50\nTies, each  25\nRails, per ton  35 00\nFastenings, per joint  1 25\nSpikes, per mile  180 00\nTelegraph line, per mile  300 00\nTimber, per M  17 00\nPiles, driven, per lineal foot  25\nIron for trestles, per ft  10\nSteel in bridges erected, per ft  06\nFlooring for bridges, per foot  3  00\nSwitches, complete  125 00 2 Ed. 7\nCoast-Kootenay Railway Survey.\n817\nP\nO\nW\no\nw\no\nPM\nP3\nh\nO\nD\nOS\nSo.\ni-i\n\u00ab!\ns*\nH\n-J\nfc\niJ\n1=\n4\no\nP5\no\no\nO\no\n\u00ab\nOh\nCm\n<4\nI\n>3\nOB\na\nO\n0?\no\n3\n\u25a0is\nP3\noooooooooooo\nc\nf*\nlOOOOLCOOLOOOOO\no\n^ \u00ab io o on- \u25a0* o ci m oi \u00bbo\na\nos\n03\ncocooioi>X)XOoohox\nr^      OS\n-KOOOFHlXMOlt'l-iHIMrH\no\n\u25a0*\nO\nt-- r-H  o-H           CC                                      Ol\nc\n$&\n^\nOOOOOOOoOO^CO^\n1\ncooomOM>oioi     ir-\n-i-i\nOOO^OOCD\u00a9ao            tjh\nfl\nIO \u25a0* 00        LO LO lO ^ h\ni>- Jr\u2014 iO           cd\nCOC0l>             Ol\n&\no o \u00a9\noo o o\no\no\nc\n10\nOO O IO\no\no\nc\nCD\nt^o 5\nif! X CO GO\nl>\nOl\no\nt^\nCO\no\no\n00 Co CO\nr-- fh oo tjh\n\u00bbo\nCO\nOl\nTt\n\u00bbo\nj\u00a9\nOl\nCO       ft\u00a9\nw\nQ\noo o     o o   \u25a0 o\no\no o o     o o   -co\n00\n+00\na\n15,0\n20,0\n14,0\nNil.\n2,9\n18,0\n3\ns\nOl\n\u00a9\n1\no o o\n0 oo\nOitO\nlooo^i1\n\u2014I CoOl\n01 i-i\noooooooo\nooooooooo\nIOCOCOOOO.-HOIO\nOOO        OOCOOOOIiOOl\nOOO        COOHMO IO\nO O^O ^ to-O^CO CO CD Ol\nofoocoiC      C0~^H*      i-T\nNHO)|t| t^\ni-H 04 \u25a0*\nOOOOOOOOOOOO\nOOOOIOOOOOOO00\n\u00a9OJOOOtCOCOCOOo^OOl\nOOOOOOOoOO^r\nOOOO'OOIOOICOOI\no o o \u25a0* \u00abo_\u00bbqot\n00CD00        HCOK^l\"\nCO CO -# t~-\nCO 1\u2014I 1-*\n-a\ncS\ntO IO       MOO   ft\n04t, riHrltC\nfe]\nPh\nOOttiQOOIOOOOO\n^ O \u00ab Ol OOOOOO\n0 lO cs r-^o os 0 0 0 00\nOO'O^Mt^rHCO^CCr-TcD\nCO   Ol   O             r-i                                            r-t\nO\n&0\nO\n\u20ac\u00a9=\nH\n1\ng\n\u00a9\ns\nCO\nPi\nO\nO\nO\n\u2022n\n6B\ncc\nCO\nCO\nOOOOOOOOOO\nOO\u2014'OOOOOOO\nO'vOOOlCOMOOOr)!\nrH\" IO i-Tco'iHHOO'\n#2:\n9 oo\nj i \u00ab -g 3\nat ,i C3 a '3 J o\nM H P3 H H as p3\ncS\n\u25a0*\nCo\no\nB O\nCO o\nCOtC\nco^=\n\"5    o^\n^s -36\ndo-\nSo^\nto J\n# a\n9 a\nHH:\no\nH\nOi 818 Coast-Kootenay Railway Survey. 1902\nMR. HISLOP'S REPORT.\nPrinceton, Oct. 5th, 1902.\nHon. Edgar Dewdney, Esq.,\nVictoria, B. C.\nDear Sir,\u2014Enclosed you will find a sketch map showing the principal data collected by\nme during my recent trip to Roche River, under your instructions. I also submit the following general description of the country travelled over :\u2014\nSummit to 7-Mile Pt.\u2014There is a dry gravel flat at the summit 400 feet wide. The\nvalley below is of varying width up to one-half mile, and consists of low benches and bottom\nlands, swampy in places (about one mile in all), and timbered with black pine, spruce and\nbalsam. Several short stretches of cut bank occur\u20141,500 feet in all\u2014requiring riprap, crib\nor change of channel. At six and one-half miles from the summit there is a narrow box\ncanyon requiring 400 feet of tunnel, partly in gravel and partly in rock, or two bridges. The\nchannel of the creek in this stretch will average about 100 feet wide, though at present the\nstream is less than 25 feet wide.\n7 to 10-Mile Pts.\u2014Here there is a continuous stretch of very smooth, dry bench, 40 feet\nabove a rather swampy bottom. Bench timbered with black pine, small at upper end, but\nlarge enough for ties at lower end of bench. Bottom more heavily timbered with spruce,\nbalsam and black pine.\n10 to 12-Mile Pts.\u2014One-half mile of side-hill work.    Balance, light cut and fill.\n12 to 22-Mile Pts.\u2014The valley is from one-quarter to three-quarter mile wide, with the\nriver meandering from side to side, and frequently washing the foot of the mountains (for about\none-half mile in all). At such places the material varies from earth cut bank to solid rock,\nperpendicular for 50 feet, but is largely loose rock (granite), suitable for riprapping. In this\nstretch there is about two miles in all of low bottom lands, subject to overflow at extreme high\nwater, and flanked for the most part by rocky side-hill. The remainder consists of dry bottom\nbench lands at slight differences in elevation.\nTimber :  Spruce, black pine and fir, in places heavy, but mostly rather light.\n22 to 40-Mile Pts.\u2014At the junction of Roche and Pasayton Rivers the canyon begins,\nand extends ali the way to Whipsaw Creek. As far as Sunday Creek there are numerous\nshort stretches of narrow bench lands (shown on map) at varying heights up to 120 feet above\nhigh-water mark. Between these benches, and extending in many places to greater heights,\nthere is what may be termed a precipitous belt, consisting of crags approaching the perpendicular\nfrom the river up, and interspersed with steep, solid rock, slide rock or earth side-hill. Immediately above the precipitous belt there is a region of flatter slopes, cut into ridges in many\nplaces by side gulches. Above this again the gulches extend away back into the mountains,\nand most of the intervening ridges end in bold, rocky promontories. This precipitous belt\ncontinually increases in depth as we proceed down the river, until in the vicinity of the Red\nBuch mineral claim (38miles) the crags reach a height of 600 feet above the river. Below\n29-mile Pt. there are no more crags along the river, but the canyon of Whipsaw Creek is\nprecipitous for 300 feet above its bed. In this stretch also there are several box canyons\n(notably one at 23 miles), where the river describes zigzags in a narrow channel between perpendicular rock walls. Most of the way the rock appears to be very much disintegrated,\nindicating that tunnels would have to be timbered.\n40 to 47-Mile Pts.\u2014Below Whipsaw Creek there is a bench 400 feet above the river,\nand a succession of drops from one bench to another takes to Princeton. Toward the river,\nhowever, these benches are much broken up by ravines and basins, and for a short stretch\nnear Mr. Waterman's house by landslides.\nTimber : Scattered bull pine and a few firs. Prom the summit to the junction of Roche\nand Pasayton Rivers the work would average very light for a mountain country, but from\nthere to Whipsaw Creek it would be extremely heavy.\nAs I found the basin at the foot of Nicomen ridge to be at 6,060 feet elevation, I deemed\nit unnecessary to investigate that route any farther. 2 Ed. 7 Coast-Kootenay Railway Survey. 819\nIt may be well to add that the accuracy of the elevations obtained is no doubt much\nimpaired by the bad weather I encountered. It rained every day 1 had to do the work in\nexcept the last, and though the elevations as given are corrected by the best data obtainable\n(aneroid readings furnished me by Mr. Moberly, and taken at Princeton and at camp), that\ndata is altogether insufficient, Mr. Moberly having no records taken on the days I needed them\nmost.\nI have, &c,\n(Signed)        Jas. Hislop, P. L. S.\nVICTORIA, B.C.:\nPrinted by Richard Wolfenden, Printer to the King's Most Excellent Majesty.\n1902. ","@language":"en"}],"Genre":[{"@value":"Legislative proceedings","@language":"en"}],"Identifier":[{"@value":"J110.L5 S7","@language":"en"},{"@value":"1902_22_0801_0819","@language":"en"}],"IsShownAt":[{"@value":"10.14288\/1.0064214","@language":"en"}],"Language":[{"@value":"English","@language":"en"}],"Provider":[{"@value":"Vancouver : University of British Columbia Library","@language":"en"}],"Publisher":[{"@value":"Victoria, BC : Government Printer","@language":"en"}],"Rights":[{"@value":"Images provided for research and reference use only. For permission to publish, copy or otherwise distribute these images please contact the Legislative Library of British Columbia","@language":"en"}],"SortDate":[{"@value":"1902-12-31 AD","@language":"en"},{"@value":"1902-12-31 AD","@language":"en"}],"Source":[{"@value":"Original Format: Legislative Assembly of British Columbia. Library. Sessional Papers of the Province of British Columbia","@language":"en"}],"Title":[{"@value":"RETURN To an Order of the House for a Return of all papers, documents, reports, and correspondence in any way relating to the survey made by the Hon. Edgar Dewdney over the route of the proposed Coast-Kootenay Railway.","@language":"en"}],"Type":[{"@value":"Text","@language":"en"}],"Translation":[{"@value":"","@language":"en"}],"@id":"doi:10.14288\/1.0064214"}