"931bf2eb-a6ae-456c-be55-2ca7e55cea39"@en . "CONTENTdm"@en . "DEPARTMENT OF RAILWAYS."@en . "http://resolve.library.ubc.ca/cgi-bin/catsearch?bid=1198198"@en . "Sessional Papers of the Province of British Columbia"@en . "British Columbia. Legislative Assembly"@en . "2016-02-15"@en . "[1921]"@en . "https://open.library.ubc.ca/collections/bcsessional/items/1.0224484/source.json"@en . "application/pdf"@en . " PROVINCE OF BRITISH COLUMBIA\nANNUAL EEPOET\nOF\nTHE DEPARTMENT OF RAILWAYS\nFOR THE\nTEAR ENDING\" DECEMBER 31ST\n1920\nPRINTED by\nAUTHORITY OF THE LEGISLATIVE ASSEMBLY.\nVICTORIA, B.C. :\nPrinted by William H. Cullin, Printer to the King's Most Excellent Majesty.\n'\n1921. To His 'Honour Walter Cameron Nichol,\nLieutenant-Governor of the Province of British Columbia.\nMay it please Your Honour :\nI have the honour to present hereAvith the Annual Beport of the operations and\nactivities of the Railway Department of the Government of British Columbia for\nthe year ending December 31st, 1920.\nJOHN OLIVER,\nMinister of Railways.\nVictoria, B.C., February 1th, 1921. Report of Department of Railways.\nVictoria, B.C., December 31st, 1920.\nHon. John Oliver,\nMinister of Railways, Victoria, B.C.\nSib,\u00E2\u0080\u0094I have the honour to submit a report dealing with the principal activities of the\nRailway Department during the year ending December 31st, 1920.\nThe staff of the Railway Department consists of Chief Engineer, Assistant Engineer, Chief\nInspector of Rolling-stock and Equipment, two Assistant Inspectors, clerk, and two stenographers.\nIn addition to railways, the Department has control over the Songhees terminal improvemeut-\nworks and the maintenance and operation of the combined railway and highway bridge over the\nFraser River at New Westminster, with its railway and highway approaches.\nThe principal activities are set forth hereunder.\n(1.) CANADIAN NATIONAL RAILWAY TERMINALS.\nConstruction of the above terminals has been continued throughout the year at Arancouver\nand Victoria, and estimates have been approved by the Department for payment in accordance\nwith the provisions of section 7 of the \" Canadian Northern Pacific Railway Terminals Act,\n1917,\" from December, 1919, to December, 1920, inclusive, as under:\u00E2\u0080\u0094\nDecember, 1919 $ 49,800 32\nJanuary, 1920 63,621 17\nFebruary, 1920 17,692 72\nMarch, 1920 83,16S 79\nApril, 1920 35,486 40\nMay, 1920 38,058 71\nJune, 1920 36,481 68\nJuly, 1920 6,371 78\nAugust, 1920 78,606 9S\nSeptember, 1920 78,631 74\nOctober, 1920 11,272 31\nNovember, 1920 14,951 83\nDecember, 1920 28,688 26\nTotal $542,832 69\nAs noted in last year's report, the Arancouver terminal was opened for public business in\nNovember, although considerable work had then and has still to be carried out.\nAs far as the Victoria terminals are concerned, the operations are at present confined to the\narea north of the Point Ellice Bridge, where a five-stall engine-house, machine-shop, coaling-\nstation, turntable, and a temporary station and freight-shed have been erected. In addition\nto the Victoria terminal works noted above, temporary use was granted in December to the\nCanadian National Railways of a strip of land about 500 feet long by 30 feet wide running\nsouth-easterly from Point Ellice Bridge. This strip of land is to be used as a right-of-way\nfor a spur line and a two-track car-transfer apron to permit transfer of cars to the Ogden\nPoint slip.\nThe position of the terminals is as follows:\u00E2\u0080\u0094\nTerminal.\nEstimated\nTotal Cost ol\neach Terminal.\nProportion\nof Estimated\nCost.\nTotal Cash\navailable\neach Terminal.\nProportion\nof Total\nWork no\V\ndone.\nAmount\nnow-\nearned.\nRetentions.\nAmount\npayable.\n$4,308,455 10\n2,202,601 50\n1,213,424 62\n353,988 89\n209,908 29\n863,125 00\n0.4713\n0.24095\n0.13275\n0.0387\n0.0230\n0.0933\n$4,262,363 21\n2,170,113 97\n1,200,570 16\n349,996 73\n208,008 39\n843,790 66\n0.8508\n0.83633\n0.97881\n0.8197\n0.9846\n0.2823\n233,626,418 44\n1,822,458 41\n1,175,129 92\n286,892 54\n204.S04 68\n238,202 20\nS 492 65\n83,507 69\n\"'260'66\n$3,625,925 79\n1,738,950 72\n1,175,129 92\n286,892 54\n204,804 68\n237,952 20\nTotals\t\n89,141,503 40\n1.00C0\n$9,043,843 12\n$7,353,906 19\n$84,250 34\n$7,269,655 85 (2.) CANADIAN NATIONAL RAILAVAY CONSTRUCTION.\n(a.) On Vancouver Island, Mile 0-Mile 100.\u00E2\u0080\u0094Construction has been continued throughout\nthe year, and track has been advanced from the Koksilah River. Crossing, 52.5 miles from\nVictoria, to Alile 74.0, a distance of 21.5 miles. This brings the line practically to the south\nend of Cowichan Lake. Construction is proceeding and it is expected it will be continued\nthroughout 1921 towards Alberni.\n(6.) Kamloops-Kelowna Line.\u00E2\u0080\u0094The Kamloops-Kelowna line leaves Kamloops and follows\nup the South Thompson River, using the Canadian Pacific tracks for a distance of about 11 miles\nto Campbell Creek Crossing. At this point the line leaves the Canadian Pacific Railway and is\ngraded for a distance of 58% miles to the vicinity of Armstrong, where there is still, however,\nover a mile of line to be constructed to connect with the Okanagan Aralley branch line of the\nCanadian Pacific Railway. It is very probable the latter company's tracks will be used from\nthis junction as far as Arernon, a distance of about 15 miles.\nFrom Vernon to Kelowna, a distance of about 36 miles, the line is graded, and the 15-mile\nbranch, Arernon Junction to Lumby, with the exception of 1 mile, is also graded.\nNo track-laying or bridging has as yet been done on any of the lines.\nThe total expenditure to December 31st on these lines amounts to $4,127,028.17, and the\nwhole of the balance at the credit of this branch line account, amounting to $800,652.31, has been\nreleased to the Canadian National Railways.\nThe total release made by this Department on this branch line account amounts to\n$1,670,571.87.\n(3.) WESTAIINSTER BRIDGE.\nIn addition to the usual maintenance and repair-work carried out during the 'year, the\nfollowing special work was done:\u00E2\u0080\u0094\nThe work of rebuilding thirty-two framed bents on south trestle approach, commenced by\nthe Nickson Construction Company in November, 1919, was completed on Alarch 20th, 1920, when\nthe contractor moved his plant over to the east (Port Alann) railway trestle, with instructions\nto renew all unsound ties and stringers in the thirty-nine pile-bents running east from the span\nat highway under-crossing, a distance of 550 feet.\nArrangements for train-filling the remaining easterly 600 feet of this trestle were made with\nthe Construction Department of the Canadian National Railways in April, whereby the material\nbeing excavated along the branch line into New AVestminster (at north end of bridge) was hauled\nacross the bridge and used for filling in trestle. As the yardage, however, fell short of requirements to connect up with the renewed portion of trestle, further arrangements were concluded\nwith the Operating Department of the Canadian National Railways for several train-loads of\nballast from their Rosedale gravel-pit, and the fill was finally completed in December. The\ndecking of the trestle above referred to had been in place for sixteen years, except for the\nrenewal of every third tie and the addition of two extra stringers in 1914.\nTrain-filling will eventually replace this trestle up to the highway under-crossing.\nThe construction of the new sidewalk, commenced by Cox <& A7erge during November, 1919,\nwas completed and opened for public use on Alarch 18th of the present year.\nThe new painting-machine, which arrived in December, 1919, was put to work in April, 1920,\nwith most satisfactory results, covering the major area of steelwork most urgently in need of\nrepainting and showing a vast improvement over the old method of brush hand-work.\nDuring July tenders were called for the repair and partial renewal of the timber protection-\ncrib at swing-span pier, and the contract, which was awarded to the Fraser River Pile Driving\nCompany for this work on August 16th, was completed on November 24th following.\nThis structure has a length of 416 feet and contains 223 piles, from 75 to 90 feet in length,\nwhich examination showed to be sound beneath low-water level, but badly rotted from that point\nup to the top, a distance of 10 feet. It was decided, therefore, to remove the entire top portion,\nusing a 10-foot cut-off below pile-top elevation, and to rebuild the original superstructure with\ndimension timber, including existing buildings, braces, sheeting, and sidewalk, all of which were\nin a state of decay.\nTo guard against any \" lifting \" action from river-boats scraping along the sides of the pier-\nprotection crib, a W.I. strap was bolted to each outside pile and connected with the 12- by 12-inch\npost above in a similar maimer. 11 Geo. 5\nDEPARTAIENT OF RAILWAYS.\nE 7\nTwo new piles were driven at point of up-stream nosing to replace a couple of the original\npiles which had been broken off below water.\nThe tool-house and adjoining buildings have been rebuilt and roofed with fire-proof material\nand the old stairway connecting crib-protection pier with railway deck of bridge has been\nrenewed.\nThe operator's platform in bridge tower has been widened and lengthened, relieving the\ncramped- conditions hitherto existing and also giving towerinan access to south window, from\nwhich the working of highway gates or approaching traffic on the river can -now be checked up\nmore conveniently.\nThe 2- by 4-inch edge-grain flooring laid during 1919 on the south trestle highway approach\nis giving good results and wearing well under traffic, only requiring a periodic coating of hot tar\nand sand for maintenance purposes.\nThe highway flooring carried by steel trusses consists of 4-inch wood blocks resting on\n3-inch planking which is rapidly decaying, and a considerable amount of patchwork has been\nnecessary during the past year to keep the roadway safe for traffic. This flooring will have to be\ncompletely renewed during the coming year.\nThe existing gates which protect highway traffic against opening of swing-span have not\nproved efficient for this purpose on account of slowness in operation and inability to resist impact\nof a moving vehicle without \" buckling.\" Specifications for new gates were drafted and tenders\ncalled for on July 30th, the contract being let to Frew & Fraser in September, but owing to\ndifficulties encountered in securing delivery of certain sections of the mechanism before the end\nof the present year the new gates will not be installed before January, 1921.\nThe work of extending the signal-protection system on the east approach, south end, has\nnot yet been carried out. Negotiations as to this extension, however, are under way with the\nrailway companies interested.\nThe railroad traffic across the bridge for the year 1920 was as follows:\u00E2\u0080\u0094\nGreat Northern Railway Co\t\nCanadian Northern Pacific\t\nB.C. Electric Railway\t\nCanadian Pacific Railway\t\n-Chicago, Milwaukee and St. Paul\nNorthern Pacific Railway\t\nTotals\t\nPassenger.\nFreight.\nMix\nTrains.\nCars.\nTrains.\nCars.\nTrains.\n2,361\n1,482\n3,257\n7,100\n17,666\n10,078\n9,019\n883\n1,574\n1,595\n19,813\n24,198\n14,378\n3,732\n96\n122\n62,339\n158\n1,618\n750\n36,763\n4,052\n2,526\nCars.\n787\n7,198\n*2,116\n* Dairy cars.\n(4.) SONGHEES RESERA'E.\nThe areas of the above reserve referred-to in last year's report as being leased to the\nCholberg Ship Company and the Harbor Alarine Company are still occupied by these companies.\nAdditional leases have been made as follows: (1) Sidney Roofing and Paper Company for\na term of twenty years at the rate of $450 per aere per annum; (2) B.C. Yacht and Boat\nBuilders' Company for ten years at the same rate as above; (3) Berquist Shipyard, temporary\nlease, same terms.\nIn November of this year grading operations on the Johnson Street Extension, on Alston\nStreet, and on new roads running along west boundary of Canadian National terminal areas\nwere started. Inquiries are reaching the Department from time to time for sites for industrial\npurposes. A large part of the area at present available is now under lease, and when the above-\nmentioned roads are completed new valuable industrial sites will be open for lease.\n(5.) JOHNSON STREET BRIDGE.\nAfter fruitless negotiations, extending over some years, a method of crossing the Inner\nHarbour by a bridge at the foot of Johnson Street satisfactory to the City of Victoria, the\nProvincial and Dominion Governments, and the Esquimalt & Nanaimo Railway was arrived at\nlast year, and a by-law was passed by the electorate of the City of Victoria on January loth last E 8 British Columbia. 1921\nauthorizing the borrowing of $420,000 towards the construction cost of the bridge. The total\ncost of the bridge is estimated at $720,000, and towards this amount the Provincial Government\nwill contribute $200,000 and the Esquimalt & Nanaimo Railway Company $100,000.\nThe bridge, briefly, consists of two 73-foot deck-plate girders, one 110-foot deck-plate girder,\nand one 150-foot Strauss-type bascule span which, when open, will leave a clear channel 120 feet\nwide with 20 feet depth at low water. These spans will be carried on four concrete piers and\ntwo concrete abutments.\nPreliminary operations are under way to make an immediate start on the construction of\nthe substructure. No release of funds has as yet been made by the Government to the city on\nthis account.\n(6.) EQUIPA1ENT INSPECTION.\nThe following report from Chief Inspector Rae indicates what has been accomplished under\nthis heading:\u00E2\u0080\u0094\u00E2\u0096\u00A0\nSince the last annual report the volume of work has considerably increased. Several companies which had suspended operations during the war have resumed, thus making a careful\ninspection of all their equipment extremely urgent, while many of the larger railways have added\nmaterially to their former equipment.\nNine new logging-railways have been opened and the necessary equipment put in operation.\nSixty-nine railways have been inspected during the year, having a total mileage of S79 miles\nand equipment consisting of 447 logging-trucks, 6S box cars, 649 coal-ears, and 149 locomotives;\nthis is exclusive of the equipment owned by the Pacific Great Eastern Railway, which is also\nsubject to inspection by this Department.\nThe expenses incidental to inspections in many cases have exceeded the fees charged for\ninspection, but this seems unavoidable, as the work often entails several trips to the same\nlocality.\nA great deal of time has been devoted to instructing and assisting railway companies to\nequip their rolling-stock with automatic air-brake, M.C.B. couplers, and other safety appliances,\nas demanded by the Department's regulations. Considerable progress has been made in this\nrespect notwithstanding the trouble experienced in getting the necessary supplies, but present\nindications point to less trouble during the coming year, as larger stocks are now being carried\nby local jobbers.\nThere has been a total of 105 locomotives inspected and tested during the year; seven being\nfound to be in an extremely dangerous condition. It was found necessary to condemn three of\nthese, as the age of the boiler prohibited the repairs necessary to make the locomotive safe for\noperation.\nI regret to report the failure of one locomotive boiler during the year, but this was directly\ndue to the negligence of the engineer and fireman in failing to maintain the proper water-level\nand allowing the crown-sheet to become \" red-hot.\" An investigation of the occurrence showed\nall stays and stay-bolts to be perfectly sound, no defect of any kind being found in either the\nmaterial or workmanship of the boiler.\nDuring the present year twelve new locomotives have been admitted into the Province, six\nof which were constructed from designs previously approved under the \" Boilers Inspection Act\"\nand six of which were constructed in conformity with the regulations of this Department. In\naddition to the above, three second-hand locomotives (not built for use in this Province) were\nsecured from the United States, hut in each case an Inspector from this Department made a\nrigid examination and determined a safe working-pressure at which the locomotive could be\noperated before being transferred to the Province.\nIn compliance with articles 5 and 6, section 8, of the Department's rules and regulations, we\nhave insisted on the systematic removal of tubes to permit of a thorough internal inspection of\nthe boiler. Thirty-nine such inspections have been made in addition to the annual hydrostatic\ntests, and many defects found which could not otherwise have been discovered. In five cases\nthese were of a very serious nature and rendered the boiler unsafe for operation until extensive\nrepairs had been made.\nI regret that there are still a number of locomotives operating under the jurisdiction of this\nDepartment which have not yet been inspected, but arrangements are being made whereby an\nInspector can visit isolated camps at the earliest opportunity. . ' '7 \u00E2\u0096\u00A0'.'\u00E2\u0096\u00A0',''\u00E2\u0096\u00A0. \u00E2\u0096\u00A0\n11 Geo. 5 Department op Railways! E 9\nThe wide territory to be covered (without being divided into districts) makes systematic\ninspections of some small railways exceedingly difficult and expensive.\nWhen the locomotives of such companies are operated by engineers holding certificates from\nthis Department, and if the monthly reports forwarded by these engineers contain information\nwhich would justify an immediate inspection, arrangements are at once made to have an\nInspector make a special trip; but in general the aim is to have as many inspections as possible\nmade in the same locality at the same time.\nDuring the year 177 applications have been received from candidates for locomotive\nengineers' certificates. One hundred and sixty-two were successful in the necessary examinations, and these have been granted certificates conditional on their reporting all defects on the\nequipment under their care on their monthly reports and all flagrant breaches of the rules and\nregulations of this Department immediately to the Chief Inspector.\nIn addition to the work outlined above, twenty-eight drawings for locomotive boilers have\nbeen examined, calculated, and corrected to conform to the regulations of the Department.\nThese drawings have been registered under a separate design number designated by the letter\n\" L \" and marked with an approval stamp limiting the working-pressure of the boiler to that\nfound by our calculations. Each drawing has been accompanied by the manufacturer's affidavit\nof construction (in triplicate), one copy of which is kept on the Department's file for comparison\nwith the completed boiler at the time of its initial test.\nThe following list shows a number of designs registered by the various companies manufacturing locomotives for use in the Province:\u00E2\u0080\u0094\nUnion Iron,Works (Climax Locomotive), Erie, Pa 11\nHeisler Locomotive AVorks, Erie, Pa 11\nLima Locomotive Works, Lima, Ohio 3\nCanadian Locomotive AVorks, Kingston, Ont 1\nA'ictoria Alachinery Depot, Arietoria, B.C 1\nA'ancouver Engineering Works, Vancouver, B.C 1\nIn addition to this, seventeen drawings and sketches for extensive repairs to locomotive\nboilers have been approved, periodic inspections being made by an Inspector of the Department\nduring the time work was in progress.\nA very great percentage of the above work has been carried out by two Inspectors, as a\nconsiderable portion of my time during the year has been devoted to the equipment of the Pacific\nGreat Eastern Railway. This has occasioned several lengthy trips to Eastern trade centres at\na time when the demands for inspections by this office were extremely urgent.\nThe receipts for the year have been as follows:\u00E2\u0080\u0094\nEngineers' examination fees $ 795 00\nInspection fees 3,143 05\nFees for calculating and registering boiler designs 593 00\nTotal $4,531 05\n(7.) PACIFIC GREAT EASTERN RAILWAY.\n(a.) North Shore Division\u00E2\u0080\u0094Maintenance.\nRiver-protection work at the Capilano Crossing was continued by bringing in a steam-shovel\nto excavate a channel through the gravel-bar lying immediately above the 'bridge, and after some\ndelays occasioned by frost, high water, etc., this work was completed in the middle of January,\ngiving the river-current a direct line of flow beneath the bridge.\nIn addition to excavating through the above-mentioned gravel-bar, a flexible timber dam\nwas built across the original river-bed to divert the low-water discharge of the Capilano into the\nnew channel, with most satisfactory results. The original protection-cribs have been improved\nand extended with the object of filling in the area along the east bank eroded by floods during\nprevious years. This reclamation-work (carried out entirely by section-hands under supervision\nof the Assistant Roadmaster) has so far successfully solved our most serious problem on this\ndivision\u00E2\u0080\u0094viz., that of river-flood control with economic outlay.\nThe shovel was also used to clean out the slides which were blocking the line at Dundarave\nCut, Mile 5.5, and material excavated was hauled to Trestle No. 9 (at west end of cut) as train-\nfill for this structure. E 10 British Columbia. . 1921\n I\t\nBridges.\nIn January a bridge crew started work between North Vancouver and Aiahon Avenue,\nrenewing the bracing on pile-trestle bents and driving a few piles where most needed, as this\n' section of the trestle is badly infested with teredos.\nUpon completion of the above work instructions were issued for the renewal of the car-ferry\nslip superstructure, including towers, apron, stringers, and ties, the latter being also renewed\nalong west leg of wye.\nAfter the completion of above work at North A'ancouver the bridge crew carried out the\nfollowing repairs and renewals farther west, viz.: Repairs to westerly portion of North Aran-\ncouver trestle between car-ferry slip and Bewicke Avenue (Lyall's), where several caps bad to\nbe renewed owing to dry-rot at pile-heads.\nMile 2.85, Bridge 5.\u00E2\u0080\u0094 (Capilano Bridge.) Two 100-foot through Howe-truss spans. Truss-\nrods tightened; general overhaul.\nMile 6.2, Bridge 10.\u00E2\u0080\u0094 (Alarine Drive Crossing.) Fifty-six-foot D.P.G. steel span with framed-\ntrestle approaches on mud-sills. Mud-sills renewed in eight bents ; new sway-bracing to one bent.\nMile 7.8, Bridge 13.\u00E2\u0080\u0094 (Great Northern Canneries.) Framed trestle on mud-sills and piles.\nFoundation piling in eighteen bents uncovered and tops sawn off to sound-timber level, from\nwhich framed pony cripple-bents were built up; mud-sills renewed beneath three bents, one new\npost, and two sway-braces.\nMile 8.0, Bridge 14-\u00E2\u0080\u0094(Cypress Creek.) Framed trestle on piles with two 30-foot spans on\ncrib-work. Foundation piling in ten bents uncovered, sawn off, and built up as at Bridge 13;\nsway-bracing renewed on three bents and mud-sill renewed at west bulk-head; crib piers in\ncreek riprapped and mattressed.\nMile 8.3, Bridge 15.\u00E2\u0080\u0094 (Cypress Park Station.) Framed trestle on mud-sills and piles.\nFoundation piling in seventeen bents uncovered, sawn off, and built up as at Bridge 13;\ndiagonal braces put in at 30-foot span above highway; sway-bracing and sill renewed.\nMile 10.4, Bridge 17.\u00E2\u0080\u0094 (Eagle Harbour AVest.) Framed trestle on mud-sills and piles.\nFoundation piling in seventeen bents uncovered, sawn off, and built up as at Bridge 13; mudsills renewed under two bents, one new post, and sway-bracing.\nMile 10.7, Bridge 18.\u00E2\u0080\u0094Framed trestle on mud-sills and piles. Foundation piling in twelve\nbents uncovered, sawn off, and built up as at Bridge 13; cedar blocking beneath sill renewed\nat one bent.\nMile 11.0, Bridge 19.\u00E2\u0080\u0094 (Nelson Creek.) Framed trestle on mud-sills and piles. Foundation\npiling in thirteen bents uncovered, sawn off, and built up as at Bridge 13; wing-dam built at\nup-stream end of west crib pier in creek and mattressing put in at 30-foot span.\nAlile 11.36, Bridge 20.\u00E2\u0080\u0094Framed trestle on mud-sills and piles. Foundation piling in three\nbents uncovered, sawn off, and built up as at Bridge 13.\nIn addition to the above work, .all bolts and nuts were gone over and tightened up, all new\ntimber treated with tar at the joints and track lined on each structure by the bridge crew;\ndrainage-ditches were also dug wherever surface water showed signs of collecting at the foundations of bents and undergrowth of brush cleared out. Between August and November, without\nany delay to the heavy passenger traffic passing over the bridges, fourteen mud-sill and ninety-\npile foundations were renewed, a tribute to the efficiency of the foreman and small crew\nemployed.\nThe work above referred to was carried out under the direction of Assistant Engineer\nMaciiityre.\nThe pile trestle between North A'ancouver Station and Bewicke Avenue, 3,C00 feet long,\nshould be'filled at as early a date as possible.\n(b.) Squamish to AVilliams Lake\u00E2\u0080\u0094AIaintenance.\nResident Engineer Livingstone reports as follows:\u00E2\u0080\u0094\nThe engineering services performed group themselves under three general headings\u00E2\u0080\u0094those\nundertaken at the request of your office, those requested by the operating department, and those\nof a routine nature in connection with ordinary maintenance. In the majority of cases those of\nthe last two classes, unless they were unusual or involved capital expenditure, were not reported\nupon to your office. 11 Geo. 5 Department of Railways. E 11\nOn January 1st, 1920, a large fall of rock from outside of the right-of-way at Bridge 18.1\ncarried away 150 feet of the bridge, together with about 50 feet of track. The height of the\ndestroyed portion ranged from 3 to 55 feet. This portion of the bridge was rebuilt immediately.\nFollowing this some uncompleted work on the new bridge across the Cheakamus River at Mile\n19.1 was cleaned up.\nJust prior to Christmas, 1919, arrangements had been made with the Northern Construction\nCompany to repair and reline Tunnel No. 3, in the Cheakamus Canyon, which had a short time\nbefore caved in. This work was begun on January ISth, 1920, and completed on April 30th\nunder very trying and dangerous conditions.\nRecurring slides at Aliles 1.7 and 3.5 north of East Lillooet, which had been a source of\nconstant trouble, were remedied by the construction of log cribbing. The mud-slides and settling\nroad-bed at Aiile 11.5, Lillooet Subdivision, were done away with by the installation of a system\nof box drains of about 900 lineal feet in extent. No trouble has occurred at that point since.\nIn February the car-washing plant at Squamish was completed and put in operation. This\nwound up the work of Robertson & Partners, with the exception of the maintenance period, in\nconnection with the Squamish Hydro-electric, which expired June 15th, at which time that\nplant was taken over in its entirety.\nDuring the last spring and early summer 63 miles of track-chainage from Clinton north was\ndone. Beside the actual chainage and the marking of same on the rails, all structures, buildings,\netc., along the right-of-way were tied in and all mile-boards put up. The same was done in\nconnection with the chainage from Squamish Dock to Jlile-board 5.\nSeven logging and mill spurs, one wye, and one siding were located and one spur was\nextended, as follows: Green River Lumber Co., Mile 47.8, 180 feet; Spetch Sawmill, Mile 64,\n180 feet; Sagimura Spur, Mile 24.3, 800 feet; Atina Ram Mill, Mile 68.8, 500 feet; Day Logging\nCo., Mile 7.3, 1,800 feet; Lyon Lumber Co., Alile 30.3, 1,000 feet; and the Ross & Gordon Spur\nat Mile 38.0. All of the foregoing have been constructed except the Spetch Alill and Lyon Lumber\nCo. spurs. The wye was located on Birken Summit, Mile 75.2, and a sixteen-car siding at Aiile\n62. The Stuart & Lake Shingle-mill extended their spur by a trestle across the mill-pond to\nfacilitate dumping bolts. All of the foregoing spurs, etc., are on the Squamish Subdivision.\nSurveys and plans were made of the Spetch road diversion, the Thurston & Flavelle\nbooming-grounds, an industrial site at Squamish for AJ. Carse, the ditches and flumes at\nLillooet Station grounds, the proposed diversion of the Middle Branch of the Squamish River,\nand.in connection with correcting the drainage from the septic tanks at the company houses,\nSquamish. In connection with the latter the changes proposed were carried out, since which\ntime there has been little or no trouble from these tanks.\nA pole-line for a metallic circuit was staked from Squamish to the north end of the new\nyards, and the following right-of-way fencing was also staked: Both sides, where necessary,\nfrom the north bank of the Lillooet River at Pemberton to the south side of the Birkenhead\nRiver at Alile 65.3; likewise from Alile 72.3 to Mile SO; and in connection with enclosing the\nright-of-way and eating-house grounds at D'Arcy. Three-quarters of a mile of fencing was also\nstaked at the north end of the Short Portage.\nReports were made and extensive repairs carried out in connection with the damage done\nto the Squamish Dock in June and again in August. Other reports and investigations at various\npoints on the line covered tie inspections at Cheakamus, Green Lake, Lough Raymond, etc.;\nwarehouse-site and road crossing at Pemberton; road crossings between Kelly Lake and Clinton;\nflumes and fencing at Fountain Indian Reserve No. 3; the old trestle at the Gill booming-ground;\nthe Squamish dykes\u00E2\u0080\u0094in connection with which repairs are now under way; the Harbottle fence-\npost cutting at Spetch Siding; water-shortages at D'Arcy and East Lillooet; the Cayoosh Creek\nTrail; the Dickey-Jones Crossing, Atma.Rams Crossing; the proposed fencing from Alile 98.4\nto Mile 100.6; the iron-ore spur; the proposed diversion of the Lillooet River; the pipe-line\ncrossing at the Green River Mill, etc. Reports accompanied by plans were also got out in\nconnection with the safety of the Gill building at Squamish for the Public Works; the valuation\nof the Dixon residence, Squamish, for the Forest Branch; the car, Lillooet; the location of\nthe water-right and tank-gravity system, Pemberton; the tank-gravity system, D'Arcy; the\nwarehouse-site for Smedley & Sharpe at Squamish, etc.\nIn the latter part of September that portion of the road from Lone Butte to \ATilliams Lake\nwas taken over for operation. In connection with getting out the new schedule, it had been E 12\nJRITISH (JOLUMBIA.\n1921\nnoted that there were many errors in mileage on the old schedule. All stations, yard limits,\nsidings, spurs, wyes, water-tanks, tunnels, etc., between Squamish and Clinton were checked\nfor the Operating Department for correct mileage as indicated by the track-chainage on the rails.\nThe annual fall bridge inspections were begun in October at Williams Lake and carried\nsouthward to Squamish as the opportunity and weather permitted. This inspection has been\nmuch more thorough than it was possible to make in previous years. A full detailed report on\nbridges and on cribbing between Squamish and AVilliams Lake is submitted.\nBridges between Squamish and Lillooet.\nBridge 0.0.\u00E2\u0080\u0094Squamish Dock. Pile-bents. Approximate size: Length, east side, 183 feet;\nwest side, 243 feet; width, 96 feet; loading-track and coal-bunker on west, 16 by 240 feet\nadditional. Pier shed and office, 57 by 108 feet. Building, deck, floor, timbers, braces, etc., O.K.\nDock badly damaged twice during year by piles scouring out. Sufficient piles redriven to make\nstructure safe. Now in fair shape, although two or three piles have since washed out and about\nthe same number have settled. Two old piles and a drift-log have lodged underneath and should\nbe removed. Some shimming to be done. Some settlement under coal-bunker.\nBridge 0.15.\u00E2\u0080\u0094Loading-track, Squamish Dock. Pile-bent trestle spur off dock approach.\nLength, 735 feet; height, 20-30 feet (about 3 feet above high tide); number of spans, 49.\nBraces on Bents Nos. 7 and 21 broken and one pile in Bent No. 41 split; foregoing to be replaced.\nSeveral piles have settled, especially.at and near dock; should be shimmed. Line and surface\npoor, especially near dock and main line; needs shimming and lining. Piles are of good size\nand appear sound. B. & B. to make test borings for teredos. A few bolts are loose; others all\ntight. Other features O.K.\nBridge 0.2.\u00E2\u0080\u0094Ferry-slip at Squamish Dock. Pile-bent trestle with apron and tower at outer\nend. Length, 1,020 feet, and apron ; number of spans, 66; height 20-25 feet (about 6 feet above\nhigh tide). Trestle is spur off main line dock approach. Out of line and surface at Bent No. 15\nneeds shimming and lining. A few other piles here and there have settled and need shims.\nSame notes re piles apply as in Bridge 0.15. Towers are in fair shape and the same applies to\nthe two protecting towers. Only two guide and mooring dolphins left. Dolphins and towers\nwere reinforced during past year. Other features O.K., but slip itself is of poor design and\ndifficult and dangerous to operate. BrMge in general is tight.\nBridge 0.3.\u00E2\u0080\u0094Approach to Squamish Dock. Pile-bent trestle, 3,275 feet long; height 5-30\nfeet; number of spans, 218. Bents Nos. 12, 11, and 13 need'shims. Alignment between Nos: 39\nand 40. Loading-track joins at Bent No. 47 and the ferry-slip at Bent No. 52. Out of line and\nsurface at Bent No. 63 and at a number of points between that bent and the shore bulk-head;\nneeds lining and shimming. One pile in Bent No. 174 damaged by rot; to be replaced. Other\nnotes re piles apply as in Bridge 0.15. Guard-rail bolts and a few bolts in deck loose; others\nO.K. No check-rails on any of foregoing structures. Other features O.K. During past season\nnew piles were driven where required, the deck surfaced, the track lined, bolts tightened, and\ngeneral repairs effected. Now in poor general condition as noted above. Safe at slow speeds.\nNote.\u00E2\u0080\u0094Loading-track, ferry-slip, and dock approach are, in general, in poor condition, but\nsafe to operate under slow orders. They cannot be maintained in proper condition until the\nMiddle Branch of the Squamish River is turned.\nBridge 0.97.\u00E2\u0080\u0094Old Howe Sound & Northern trestle; now filled in and no longer considered\nas a bridge. Length, 240 feet.\nBridge.\u00E2\u0080\u0094Newport Sawmill spur at Alile 1. Pile-bent trestle, consisting of log-dumping track\nand spur-loading track off main spur. All repaired during past summer. Engines do not go\nbeyond head -block of loading-track. Length of main spur trestle, 635 feet (last 60 feet damaged\nby fire which destroyed mill); height, 12 feet. Length of loading-track trestle, 270-feet;\nheight. 6 feet. Number of bents in former, 43; in latter, 18. AVaterway, mill-pond, O.K.\nTimbers, braces, bolts, and other features O.K. for the purpose for which bridge is used.\nBridge.\u00E2\u0080\u0094Stuart & Lake Shingle-mill spur, opposite Alile 1.15. Framed-bent trestle on mud-\nblocks. Length, 135 feet; height, 6 feet Standard P.G.E. construction, except ties and guardrails. Waterway, mill-pond, O.K. Number of spans, 9. Outside footing of Bent No. 5 washed\nout and bridge settling at that point. Mill not operating, but owners have been notified to make\nrepairs, otherwise operation not allowed. Other features O.K. 11 Geo. 5\nDEPARTAIENT OP RAILWAYS.\nE 13\nBridge 2.5.\u00E2\u0080\u0094Pile-bent trestle across slough between Squamish and Mamquam Rivers.\nLength, 5S5 feet; number of spans, 39; height, 17 feet. Waterway, tidal, some drift to remove,\notherwise O.K. Width, 450. feet at high tide. Piles, barked fir, 14-17 inches, with up to 2 inches\nof rot in those on dry land; those in water sound. All timbers, braces, etc., O.K. Bridge is\ntight except for a few scattered loose bolts. Alignment (tangent) out from Bents Nos. 8 to 10,\nand out slightly near north end. No check-rails or flanger sign-boards. Track off south end\nfair; off north end low. Other features O.K. Bridge in general in fair condition.\nBridge 3.6,\u00E2\u0080\u0094Pile-bent trestle over drainage-slough. Length, 45 feet; height, 15 feet;\nnumber of spans, 3. Alignment (curve) O.K. Surface fair. No check-rails or flanger-signs.\nPiles, 14-10 inches; some sound; others have iy2-2 inches rot; O.K. Timbers, braces, etc., O.K.\nBridge appears tight. Track on and off, low. Other.features O.K. Bridge in general in good\ncondition.\nBridge 4.2.\u00E2\u0080\u0094Pile-bent trestle over stream 2 feet wide (12 feet wide in flood). Length, 60\nfeet; height, 15 feet; number of spans, 4. AVaterway subject to scour. Riprap (south side\nonly) O.K. Piles, 14-18 inches. Alost are sound; others have rot to 2 inches; O.K. Bents Nos. 2\nand 3 have had original ground surface scoured away to depth of 4 feet. Dirt at right side,\nsouth end, and left side, north end, causing rot. To be cleared away and timbers bored for\nsoundness. One guard-rail damaged; to be replaced. Rot in- two or three ties; not serious.\nOther than as noted, timbers, braces, etc., O.K. Alignment (tangent) O.K. Track on and off,\nlow. Surface good. No check-rails or flanger-signs. Bridge appears tight. Other features O.K.\nBridge 4.3.\u00E2\u0080\u0094Pile-bent trestle over dry waterway (during floods subject to violent flow from\nMamquam River). Length, 30 feet; height, 8 feet; number of spans, 2. Piles, 14-16 inches,\nwith iy2 inches of rot; O.K. Aliddle bent has had earth scoured away to depth of 4 feet.\nRiprap is O.K.; more would help. This stream should be blocked off by fill on old main line\nat gravel spur and by 60 feet crib on Alamquam River. All timbers, braces, etc., sound and O.K.\nBridge needs general tightening. Alignment (tangent) fair; surface good. Track on and off,\nlow. No check-rails or flanger-signs.\nBridge J/.6.\u00E2\u0080\u0094Pile-bent trestle. Waterway, 6 feet wide, drainage-creek, O.K. Piles, 14-16\ninches, with up to 1 inch sap-rot; O.K. Length, 30 feet; number of spans, 2; height, 6 feet\nabove water. Piles in water all sound. Bridge needs general tightening. Timbers, braces, etc.,\nsound and O.K. Alignment (tangent) O.K. Surface O.K. Track on and off, low. No check-\nrails. Other features O.K.\nBridge 4.8.\u00E2\u0080\u0094Framed-bent trestle on pile footings in water and wet ground, except bulk-head\nbents, which were originally of piles, now rotted and replaced by M.B. and new caps. Deck is\nold Howe Sound & Northern standard (six 8 by 16 and two 6 byi 16 jack stringers, with 6 by 8\nties on 16 inches centres). Stringers and ties deteriorating rapidly. Posts, sills, caps, braces,\netc. (renewals not part of original structure), O.K. Alignment (tangent) poor. Surface good.\nNo check-rails. Track on and off slightly low. Bridge is in poor condition and being operated\nunder slow orders. Entire deck now (January, 1921) being renewed by one of P.G.E. standard.\nLength, 45 feet; 3 spans, 7 feet high. Piles O.K.\nBridge 5.4-\u00E2\u0080\u0094Framed-bent trestle on pile footings over slow-moving stream 16 feet wide and\n3 feet deep, and which runs lengthwise of the bridge for ISO feet. Length, 195 feet; number of\nspans, 13; height, 10 feet above the water. Originally all pile^bents as in the case with Bridge\n4.8. Like that bridge, piles were cut off at water-surface for footings for new framed bents.\nPiles large and sound. Timbers, etc., of bents sound, except three caps, which show signs of\nrot. These are being replaced. Deck is old Howe Sound & Northern, and the same remarks\nas to its condition apply as to that of Bridge 4.8. Alignment (tangent) poor; surf ace.poor.\nNo flanger-signs. Track on and off, fair. Bridge is in poor condition and being operated under\nslow orders. Entire new deck of P.G.E. standard is now (January, 1921) being put on by\nB. and B. gang.\nBridge 9.7.\u00E2\u0080\u0094Six 30-foot spans on log crib piers across Chee Kye River. Length, 180 feet;\nheight, 15 feet. AVaterway, 30 feet wide (150 feet wide in flood) ; swift mountain stream with\nboulder bottom. Stream carries drift when in flood. Needs more heavy riprap against north\nface of third pier from south, which is developing sap-rot. AVill be taken care of by auxiliary\nsill. Bridge needs general tightening. Cribs still safe, but ends of logs showing rot. To be\nrepaired and made good by B. and B. One cross-tie in Pier No. 4 crushed, causing slight settlement and misalignment of deck; not dangerous; to be renewed. Ends of stringers at bulkheads appear sound, but will be bore-tested by B. and B. Alignment (tangent) and surface fair, except as noted above. Track on and off, low. No check-rails. Other features O.K. Some of\nbridge-seat sills replaced during year; others will be renewed when other work at this bridge\nis under way.\nBridge 9.8.\u00E2\u0080\u0094Pile-bent trestle over dry waterway. Length, 45 feet; height, 15 feet; number\nof spans, 3. Piles, barked cedar and fir of good size, with sap-rot to 1 inch; O.K. Both bulkhead caps need replacing. Other timber, braces, etc., sound. Ends of stringers at bulk-heads\nwill be bored for soundness by B. and B. gang to check visual test. Some bolts loose. Bridge\nneeds general tightening. Alignment (tangent) and surface fair. Some light shimming needed.\nTrack on and off, low. No check-rails. Other features O.K.\nBridge 11.6.\u00E2\u0080\u0094Pile-bent trestle across Tenderfoot Creek. Length, 45 feet; number of spans,\n3; height, 12 feet. AVaterway, creek 10 feet wide, O.K. Riprap O.K. South bulk-head on M.B.\nand shimmed; poor job; to be properly blocked. Timbers, braces, etc., O.K. Needs some retight-\nening. Piles, 14-16 inches. Those in north bulk-head have rot to 1 inch; others in water and\nsound. Alignment (spiral) and surface O.K. No tie-plates or check-rails. No Hanger-sign at\nnorth end. Track on and off, low. Other features O.K.\nBridge 13.0.\u00E2\u0080\u0094Pile-bent trestle over dry swale. Length, CO feet; number of spans, 4 ; height,\n9 feet. Piles, 12-14 inches, barked fir, with sap-rot of %-l inch; O.K. Rot setting in in\nstringers at south bulk-head; same at end of one stringer at right side of bulk-head. Auxiliary\ncaps and ALB. needed at those points. Cap on Bent No. 2 needs renewing on account of rot.\nOther timbers, ties, braces, etc., O.K. Ties, 16 inches on centres. Alignment (spiral) fair.\nSurface, low at right side of both south bulk-head and Bent No. 1. Bridge is tight. Track on\nand off, low. No tie-plates or check-rails. Other features O.K.\nBridge 15.J/.\u00E2\u0080\u0094Across. Swift Creek Canyon. Deck Howe truss, 100 feet, with sixteen trestle\napproach spans at south end and thirteen trestle approach spans at north end. Total length, 535\nfeet; number of spans, 30. Highest approach bent at south, 2% stories; at north, 1% stories.\nNorth approach composed of framed bents on ALB. south as follows : First four are pile-bents,\nnext five are framed bents on pile footings, and last eight are framed bents on ALB. Towers\nare framed on M.B. ALB. all O.K. Height of rail above water, approximately 80 feet. Waterway, Swift Creek, O.K. Track off south end, fair; off north, low. Alignment (curve) fair;\nsurface, fair. All timbers, ties, braces, posts, sills, caps, etc., in approaches and truss O.K. \u00E2\u0096\u00A0\nPiles, 12-14 feet, with some rotted up to 3 inches (one completely gone, but sound pile alongside).\nSome of these piles will have to be replaced this year by posts, M.B., etc. Bridge fairly tight.\nSome tension members need adjusting. Compression members O.K. Castings, gib-plates, keys,\nclamps, etc., O.K. Line and camber good. Some bottom chord-joints open. Other features,\nincluding lateral connections, O.K. Bridge needs routine overhaul.\nBridge.\u00E2\u0080\u0094Two 30-foot spans and log approaches across Swift Creek on Day's logging-spur,\nand other log structures on same spur. These were inspected and found to be O.K. for the\npurpose for which they are being used. This spur is now (January, 1921) about to be taken\nup on account of completion of logging operations in that vicinity.\nBridge 17.3.\u00E2\u0080\u0094Framed trestle on AI.B. Length, 405 feet; number of spans, 26; height, up\nto 2y2 stories. All spans are 15 feet, except one over old road, which is 30 feet. Waterway,\nsmall creek through culvert, O.K. Timbers, braces, ties, guard-rails, etc., O.K. Alignment (tangent and curve) only fair. Surface, slight settlement in north half; needs shimming. Bridge\nin general appears tight, but with loose bolt here and there. Track on and off, low. Other\nfeatures O.K.\nBridge 17.6.\u00E2\u0080\u0094Framed trestle on ALB. AI.B.'s hewed fir and cedar and O.K. Length, 345\nfeet; height, up to 2 stories; number of spans, 23. No waterway (dry gulch). Alignment\n(tangent and curve) good, except at south end, where it is out. Surface good, except at south\nend, where it-is low; to be remedied this spring. All timbers, braces, ties, etc., O.K. Bridge\nis tight except for a few scattered bolts. Track off north, low; at south, high. Other\nfeatures O.K.\nBridge 17.83.\u00E2\u0080\u0094Framed-bent trestle at south portal of Tunnel No. 2. On ALB., which are O.K.\nLength, 165 feet; height, 40 feet; number of spans, 11. Waterway, none (rock gulch).\nTimbering, guard-rails, ties, etc., O.K. Alignment (curve) fair. Surface fair; has been\ndamaged at various times by falling rocks from overhanging basalt dyke. Bent No. 2 blocked\nand shimmed on account of same and slutting of rock under old footings. Should be watched.\nNow in fair shape. Bridge appears tight. Track on and off, low. Other features O.K. 11 Geo. 5\nDepartment op Railways.\nE 15\nBridge 17.9.\u00E2\u0080\u0094Framed-bent trestle over rock gulch between Tunnels Nos. 2 and 3. Footings,\nALB., O.K. Length, 45 feet; height, 15 feet; number of spans, 3. Waterway, none. Timbers,\nguard-rails, braces, etc., O.K. Alignment (tangent) good. Surface good. Track on and off,\nfair. Bridge appears tight. Other features O.K. General condition good.\nBridge 18.0.\u00E2\u0080\u0094A framed-bent trestle on M.B. across rock gulch at north portal of Tunnel\nNo. 3. AVaterway, none. Length, 225 feet; number of spans, 15; height, up to 2 stories.\nFootings O.K. Timbers, braces, ties, etc., O.K., except two sway-braces and one diagonal broken.\nSouth end partially filled with rock from caved-in tunnel and knocked out of line by same; needs\nrelining. Surface O.K. Bridge appears tight. Other features O.K.\nBridge 18.1.\u00E2\u0080\u0094Framed-bent trestle on M.B. over rock gulch and rock-slide. Length, 615 feet;\nnumber of spans, 41; height, up to 3 stories. Waterway, none. Footings O.K. Near centre\nfootings are on rock-fill supported by log cribs, now showing age, but still apparently safe.\nThis portion of bridge knocked out a few years ago by large rock-slide; still danger from same.\nOne hundred and fifty feet of south end destroyed on January 1st, 1920, by large rock-fall from\noutside right-of-way; a few rocks have fallen recently, breaking 4 diagonals and splitting one\ngirt at from 150 to 175 feet from south end. Cripple batter-post, upper side of Bent No. 22, -\npartly displaced by rock-ipressure. Above damage not dangerous, but will be repaired as soon as\npossible. A couple of bents each way from No. 18 are low; will be shimmed. All timbers, ties,\nbraces, etc., except as mentioned, O.K. Many footings buried in rock. Bridge tightened eleven\nmonths ago. Some bolts now loose. Alignment (curve) good. Surface low at centre. Track\non and off, little low.\nBridge 18.2.\u00E2\u0080\u0094Deck Howe truss, 60 feet., with six framed-bent trestle approach spans at\nsouth end and one framed-bent trestle approach span at north end, all on ALB., across rock gulch.\nLength over all, 170 feet; height of approaches, up to 1 story; number of spans, 8. Waterway,\nnone. Footings, posts, sills, caps, and braces O.K. Tension members good. End plumb-post\nrods loose. Line and camber good. Braces and counters O.K. All other timbers in approaches\nand truss O.K. Bridge-seats O.K. Lateral system O.K. Upper and lower chords O.K. Floor-\nbeams O.K. Stringers O.K. Bridge in general appears tight. Castings, gib-plates, etc., O.K.\nCompression members O.K. Track on and off, fair. Other features O.K.\nBridge 18.3.\u00E2\u0080\u0094Framed-bent trestle on M.B. across rock gulch. Length, 150 feet; height, up\nto 2 stories; number of spans, 10. Waterway, none. Posts, sills, caps, braces, ties, stringers,\netc., O.K. Footings O.K. Track on and off, low. Alignment and surface fair. Whole bridge\nappears tight. Other features O.K. Bridge in general in good condition.\nBridge I8.4.\u00E2\u0080\u0094Framed-bent trestle on ALB. across rock gulch. No waterway. Length, 240\nfeet; number of spans, 16; height, up to 1 story and cripple. No waterway. Footings O.K.\nOne diagonal split and one broken near south end. Middle plumb-post in Bent No. 4 damaged.\nAll to be repaired. Other timbers, braces, ties, etc., O.K. Line and surface good. Track off\nnorth end good; off south end low. Bridge appears tight. Other features O.K.\nBridge 19.1.\u00E2\u0080\u0094Deck Howe truss, 130 feet, with nine framed-bent trestle approach spans on\nM.B. at south end and five framed-bent trestle approach spans on M.B. at north end. Length over\nall, 340 feet. Waterway, Cheakamus River (in canyon). O.K. Framed towers; short one on north\non rock shelf; three-story one at south on rock-filled timber abutment O.K. Highest approach\nbent, 3 stories. Riprap O.K. All timbers, braces, etc., in approaches and truss O.K. Bridge\ntightened and adjusted twice during year and in good condition. Alignment (curves) O.K.\nSurface O.K. Bridge is 1 year old. Original bridge destroyed by forest fire. Tension members\nneed some adjusting. Lateral system O.K. Compression members O.K. Chords O.K. Castings,\ngib-plates, keys, clamps, etc., O.K. Bridge appears tight and in general in.good condition. Other\nfeatures O.K.\nBridge 21.5.\u00E2\u0080\u0094Combined framed- and pile-bent trestle across stream. Length, 60 feet; height,\n12 feet; number of spans, 3 (two of 15 feet and one of 30 feet). Waterway needs riprap at\nupper side, south end of bridge, where bank is subject to scour. Timbers, braces, ties, etc., O.K.\nPiles and footings O.K. Track on and off, fair. Alignment and surface fair. Bridge appears\ntight. Other features O.K.\nBridge 21.7.\u00E2\u0080\u0094Pile-bent trestle over mountain stream. Length, 60 feet; height, 12 feet;\nnumber of spans, 4. Was damaged, but now repaired by thirteen new piles, one set of posts,'\nand ALB. Timbers, braces, piles, etc., O.K. Bridge appears tight and in good condition. Line\nand surface good. Track on and off, fair. Other features O.K. Bridge 24-1.\u00E2\u0080\u0094Over Cypress Creek. Deck Howe truss, 100 feet, with two trestle approach\nspans at south end and three trestle approach spans at north end, all on ALB., which are O.K.\nLength over all, ISO feet; height, about 40 feet above stream; number of spans, 6. AVaterway,\nlarge stream, O.K. Track on and off, low. Ties, guard-rails, caps, stringers, posts, timbers,\nbraces, etc., in truss and approaches O.K. Bench and wing-walls O.K. Riprap O.K. Castings,\ngib-plates, keys, clamps, etc., O.K. Floor-beams and bearings O.K. Tension members good.\nBottom chords O.K. Compression members O.K. Lateral connections O.K. Line and camber\ngood. Alignment (curve) good. Surface good. AVater-barrels, check-rails, etc., O.K. Bridge\nappears tight. Other features O.K.\nBridge 25:2.\u00E2\u0080\u0094At water-tank across small slough stream. Pile-bent trestle. Length, 30 feet;\nheight, about 5 feet. Original two spans, then four 7%-foot spans and blocked and shimmed;\npoor job. Now repaired by the driving of fifteen new piles and the replacing of three caps.\nNow in good condition. Waterway, small creek, O.K. New guard-rails on. Bridge is tight.\nPiles O.K. Alignment (tangent) O.K. Surface good. Track on and off, low. No cheek-rails\nor sign-boards.\nBridge 26.6.\u00E2\u0080\u0094Framed-bent trestle on ALB. and pile footings across low ground. Length, 405\nfeet; number of spans, 27. Fourteen bents on M.B. and fourteen bents on pile footings. Height,\nup to iy2 stories full. Footings O.K. Piles of good size, some with sap-rot up to 1 inch; O.K.\nWaterway, small brook, O.K. Track on and off, fair. Timbers, braces, ties, etc., O.K. Alignment (curve) good. Surface good. Bridge appears tight. Other features O.K.\nBridge 27.0.\u00E2\u0080\u0094Framed-bent trestle on ALB. across Olive Creek. One skew span of 30 feet\nrests on double-bent towers supported on rock-filled squared-timber cribs. Length, 315 feet;\nnumber of spans, 20; height, up to 2 full stories. Footings O.K. Waterway, large stream\nsubject to floods, O.K. Track on and off, fair. Alignment (curve) fair. Surface fair. Ties,\ntimbers, braces, etc., O.K. Footings O.K. Bench and wing-walls O.K. Bridge appears tight.\nOther features O.K. Bridge in general in good condition.\nBridge 28.2.\u00E2\u0080\u0094Across top of Brandywine Falls and river. Deck Howe truss, 60 feet, with\nthree framed trestle approach spans at each end on ALB. Length over all, 150 feet; number of\nspans, 7; height above river, about 60 feet. AVaterway, Brandywine River, about 30 feet wide,\nO.K. Framed towers on cribs and sills O.K. Footings O.K. Track on and off, low. Ties, caps,\nsills, posts, stringers, braces, timbers, etc., in truss and approaches O.K. Floor-beams, bearings,\netc., O.K. Riprap, bench, and wing-walls, etc., O.K. Castings, gib-plates, etc., O.K. Packing-\nbolts O.K. Tension members O.K. Chords O.K. Compression members O.K. Line and camber\ngood. Alignment (tangent) good. Surface good. Bridge appears tight. Other features O.K.\nBridge 30.5.\u00E2\u0080\u0094Across North Fork of Cheakamus River; 125-foot through Howe truss, without\napproach spans. Length over all, 125 feet; height, 15 feet; number of spans, 1. Waterway,\nSO feet wide, O.K. Track on and off, low. Ties, guard-rails, caps, sills, posts, stringers, braces,\netc., O.K. Castings, gib-plates, keys, clamps, etc., O.K. Bottom chords O.K. Bottom chord-\njoints, some open. Packing-bolts O.K. Floor-beams, stringers, and bearings, O.K. Tension\nmembers loose; need tightening. Compression members O.K. Lateral connections O.K. Line\nand camber fair. Bridge, except truss-rods, appears tight. Alignment (tangent) good. Surface\nfair. Other features O.K.\nBridge 32.5.\u00E2\u0080\u0094Framed-bent trestle, all on ALB., except eight centre bents, which are on large\ncedar pile footings. Length, 300 feet; height, up to 2 stories and pile-bent cripple; number of\nspans, 20. AVaterway, none, dry gulch. M.B. O.K. Piles have rot to 1% inches; O.K. A\nnumber of bents on south half of bridge have 2-inch shims on M.B. Apparently original construction O.K. Paving and riprap O.K. Timbers, braces, ties, etc., O.K. Bridge appears tight.\nTrack on and off, slightly low. Alignment good. Surface fair. Other features O.K. Bridge in\ngeneral in good condition.\nBridge 33.75.\u00E2\u0080\u0094Pile-bent trestle across stream. Length, 60 feet; height, 9 feet; number of\nspans, 4. Waterway, creek (30 feet wide in flood), O.K. Both bulk-heads are on ALB. and\nboth are low. Ties, timbers, braces, etc., O.K. Riprap O.K. Track on and off, low. Alignment\n(tangent) O.K. Surface low at each end. Other features, including tightness, O.K.\nBridge 33.8.\u00E2\u0080\u0094Across Aliller Creek. Pile-bent trestle (except south bulk-head on ALB.).\nLength, 120 feet; height, 7 feet; number of spans, 8. AVaterway, large stream, O.K. Riprap\nO.K. Piles large and O.K. Timbers, ties, braces, etc., O.K. Bridge appears tight. Track on\nand off, low. Alignment (tangent) O.K. Surface good. Other features O.K. 11 Geo. 5 Department of Railways. . E 17\nBridge 34.3.\u00E2\u0080\u0094Across Miller Creek. Pile-bent trestle. Length, 135 feet; number of spans, 9 ;\nheight above water, 8 feet. AA'aterway, stream (20 feet wide and 5 feet deep when in flood), O.K.\nRiprap O.K. Piles large and O.K. Timbers, ties, braces, etc., O.K. Bridge appears tight.\nAlignment (tangent) O.K. Surface good. Track off north end low. Other features O.K.\nBridge 38.1.\u00E2\u0080\u0094Across large slow stream at Rainbow Lodge. Pile-bent trestle. Length, 75\nfeet; number of spans, 5 ; height, 7 feet. AA'aterway, 35-foot stream to Alta Lake. Piles large\nand sound. Timbers, ties, braces, etc., O.K. Bridge appears tight. Track on and off, low.\nAlignment (curve) good. Surface good. Other features O.K.\nBridge 38.5.\u00E2\u0080\u0094Pile-bent trestle across dead slough. Length, 30 feet; number of spans, 2;\nheight, 7 feet. Waterway O.K. Piles large and O.K. Timbers, ties, braces, etc., O.K- Bridge\nappears tight. Track on and off, low. Alignment (tangent) good. Surface good. Other\nfeatures O.K.\nBridge 38.6.\u00E2\u0080\u0094Pile-bent trestle over dead-water slough. Length, 120 feet; number of spans,\nS; height, 4 feet. Piles large and sound. Waterway O.K. Timbers, ties, etc., O.K. Track\non and off, low. Alignment (tangent) good. Surface good. Bridge appears tight. Other\nfeatures O.K.\nBridge 38.8.\u00E2\u0080\u0094Pile-bent trestle across dead-water slough. Length, 75 feet; number of spans,\n5; height above water, 5 feet. Waterway O.K. Piles good size and O.K. Timbers, ties, etc.,\nO.K. Alignment (tangent) good. Surface good. Bridge appears tight. Track on and off, low.\nOther features O.K.\nBridge 38.9.\u00E2\u0080\u0094Pile-bent trestle over outflow from Alta Lake to Green Lake. Length, 90 feet;\nnumber of spans, 6; height above water, 5 feet. AVaterway, stream 75 feet wide, O.K. Piles\ngood size and O.K. Ties, timbers, etc., O.K. Bridge appears tight. Track on and off, low.\nAlignment (tangent) good. Surface good. Other features O.K.\nBridge 39.7.\u00E2\u0080\u0094Pile-bent trestle over swale. Length, 60 feet; height, 5 feet; number of spans,\n4. Waterway, wet swale, O.K. Piles good size, % inch rot, O.K. Ties, timbers, etc., O.K.\nBridge appears tight. Track on and off, low. Alignment (tangent) good. Surface O.K. Other\nfeatures O.K.\nBridge 39.8.\u00E2\u0080\u0094Pile-bent trestle over swale. Length, 60 feet; height, 5 feet; number of\nspans, 4. Waterway, wet swale, O.K. Piles good size, 14 inch rot, O.K. Ties, timbers, etc., O.K.\nBridge appears tight. Track on and off, low. Alignment (tangent) good. Surface O.K. Other\nfeatures O.K.\nBridge 40.0.\u00E2\u0080\u0094Pile-bent trestle over swale. Length, 60 feet; height, 5 feet; number of\nspans, 4. Waterway, wet swale, O.K. Piles good size, 14 inch rot, O.K. Ties, timber, etc., O.K.\nBridge appears tight. Track on and off, low. Alignment (tangent) good. Surface O.K. Other\nfeatures O.K.\nBridge 40.5.\u00E2\u0080\u0094Pile-bent trestle across Fitzsimmons Creek. Length, 135 feet; number of\nspans, 9; height, 6 feet above water. AVaterway, double, O.K. Piles large, some with % inch\nrot; those in water sound. Timbers, ties, braces, etc., O.K. Track on and off, low. Alignment\n(tangent) good. Surface good. Bridge appears tight. Other features O.K.\nBridge 42-3.\u00E2\u0080\u0094Pile-bent trestle over portion of Green Lake. Length, 270 feet; height above\nwater, 6 feet; number of spans, IS. Piles of good size and sap-rot only in those in dry land;\nthose in water sound. Waterway O.K. Ties, timbers, braces, etc., O.K. Track on and off, low.\nSurface O.K. Alignment (tangent) good. Bridge appears tight. Other features O.K.\nBridge 43.5.\u00E2\u0080\u0094Across Wedge Alountain Creek. Pile-bent and log-pier trestle. Length, 90\nfeet; number of spans, 3 (30 feet each) ; stringers, 12 by 24; height, 10 feet. Bulk-heads are\npile-bents. Two log cribs, with bridge-seats, in midstream; same appear sound and O.K. Piles\nare large and sound, showing sap-rot only. Timbers, ties, etc., O.K. Alignment good. Surface\nO.K. Bridge appears tight. AAraterway O.K. Track on and off, low. Other features O.K.\nBridge 43.7.\u00E2\u0080\u0094Pile-bent trestle. Length, 30 feet; height, 10 feet; number of spans, 2.\nAVaterway, creek 10 feet wide, O.K. Track on and off, low. Timbers, ties, braces, etc., O.K.\nPiles large and 1% inches sap-rot in end bents. Bridge appears tight. Alignment good. Surface\ngood. Other points O.K.\nBridge 44-1-\u00E2\u0080\u0094Through Howe truss, 125 feet, over Green River. No approaches. Height, 10\nfeet; number of spans, 1. Waterway O.K. Track on and off, fair. Ties, guard-rails, stringers,\nfloor-beams, bearings, braces, and timbers in general O.K. Castings, gib plates, keys, clamps,\netc., O.K. Lower chord-joints O.K. Tension members fair; some need adjusting. Floor-beam\n2 E 18 _ British Columbia. 1921\nanchor-bolts loose. Other than noted, bridge is tight. Laterals and compression members O.K.\nLine and camber fair. Tangent. Surface O.K. Other points O.K.\nBridge 48.4-\u00E2\u0080\u0094Across Soo River. Through Howe truss, 150 feet, with twenty-one framed-bent\nspans on M.B. and thirty framed-bent spans on piles in south approach, and three framed-bent\nspans on M.B. and one framed-bent span on piles in north approach. Total number of spans, 56.\nLength over all, 980 feet. Alignment (curve and tangent) good. Surface good. Height above\nw7ater, 30 feet. Height of approaches, up to 1 story and cripple. Piles large and sap-rot only\nin those in dry ground. AVaterway O.K. Track on and off, fair. Ties, guard-rails, caps,\nstringers, sills, posts, floor-beams, bearings, and timbers generally O.K. Pile towers O.K. Truss-\nrods, some loose. Anchor-bolts of floor-beams loose. Except as noted, bridge appears tight.\nLateral connections O.K. Chords O.K. Compression members O.K. Bridge-seats O.K. Camber\nfair. Other features O.K.\nBridge 52.3.\u00E2\u0080\u0094Across 6-AIile Creek. Through Howe truss, 125 feet, without approach spans.\nLength, 125 feet; height above water, 16 feet; number of spans, 1. Waterway O.K. Track at\nsouth end fair; low off north end. Ties, timbers, floor-beams, bridge-seats, braces, stringers,\netc., O.K. Framed towers on M.B. O.K. Riprap O.K. Castings, gib-plates, keys, clamps, etc.,\nO.K. Bottom chord-joints O.K. Chords O.K. Tension members, some loose; need tightening\nand adjusting. Lateral connections O.K., but some poorly framed. Alignment (tangent) O.K.\nSurface good. Compression members O.K. Bridge, except as noted, appears tight. Line and\ncamber good. Other features O.K.\nBridge 53.6.\u00E2\u0080\u0094Pile-bent trestle over dry gulch. Length, 75 feet; number of spans, 5 ; height,\n15 feet. Track on and off, low. Ties, timbers, braces, etc., O.K. Piles, large cedar, sap-rot only,\nO.K. Alignment (tangent) O.K. Surface good. Bridge appears tight. Other features O.K.\nBridge 57.1.\u00E2\u0080\u0094Pile-bent trestle over 1-Mile Creek (Pemberton). Length, 135 feet; height,\n12 feet; number of spans, 9. Waterway, mountain stream subject to violent flood (120 feet\nwide in flood) ; now flowing at south end of bridge; needs more riprap at that point. Stream\nnow 25 feet wide. Piles, 12-16 inches, all sound except in south bulk-head, where there is rot\nup to 2y2 inches ; needs four new piles this summer. Bridge is tight. All timbers, ties, braces,\netc., sound. Track on and off, low. Alignment (curve and tangent) gobd. Surface good. All\nother features O.K.\nBridge 58.0.\u00E2\u0080\u0094Across the Lillooet River at Pemberton. One 60-foot pony Howe truss, one\n150-foot through Howe truss, and one 100-foot through Howe truss, with 189 pile-bent approach\nspans at the south and five pile-bent approach spans at the north. Length over all, 3,220 feet;\ntotal number of spans, 197; height, 17 feet. Track on and off, very low. Ties, guard-rails,\nstringers, floor-beams, bridge-seats, caps, posts, braces, and timbers in general O.K. Towers are\nof piles, sheated to protect against drift and ice; O.K. Piles, 14-18 inches, barked cedair. In\nsouth approach piles are in wet ground, some with % to % inch of sap-rot. South bulk-head\nlow and needs one new pile in spring. In north approach bulk-head is on ALB. and is low, and\nlast pile-bent is temporarily blocked and needs new piles. Piles in north approach have rot to\niy2 inches. Piles in general in good condition. AA'aterway O.K.; 300 feet wide (350 feet wide\nin flood). Riprap O.K. Trusses all tightened during year; now need a little adjusting. Many-\nloose bolts in approaches; need a general tightening. Floor-beam anchor and packing-bolts\nloose. Floor-beam anchor and packing-bolts in compression members. Four packing-washers\nmissing in lower chord, down-stream side, middle truss, third panel from south. Castings, gib-\nplates, keys, clamps, etc., O.K. Lateral and compression members O.K. Some lower chord-joints\nopen. Chamber fair. Alignment (tangent and curve) good. Surface good, except as noted.\nAll other features O.K.\nBridge 58.8.\u00E2\u0080\u0094Pile-bent trestle over slough. Length, 60 feet; height, 16 feet; number of\nspans, 4. Waterway O.K. All timbers, braces, etc., O.K. Some bolts loose. Bridge needs\ngeneral tightening. Piles are barked fir, 14-16 inches, with rot to 2% inches in end bents;\nothers sound. Alignment (tangent) good. Surface good. Track on and off, a little low. All\nother features O.K., except no check-rails or plates.\nBridge 64-3.\u00E2\u0080\u0094Across Owl Creek. One 100-foot through Howe truss, with one pile-bent\napproach span at each end. Truss on pile towers. Length over all, 130 feet; height, 15 feet;\nnumber of spans, 3. Piles in towers, in riprap, and creek, and from such examination as could\nbe made, appear sound. Piles are 12-14 inches and in bulk-heads have rot to 2y2 inches. Track\non and off, slightly low. Ties, guard-rails, caps, stringers, floor-beams, braces, bearings, and all 11 Geo. 5 Department op Railways. E 19\nother timbers O.K. Wing-walls, cribs, and riprap O.K. Alignment (curve) and surface good.\nCastings, gib-plates, keys, clamps, etc., O.K. Bottom chord-joints, many open, yM to % inches.\nChord packing-bolts tight. Trussed and adjusted during year. Some tension members need\nreadjusting. Needs general tightening, except as noted. Lateral connections O.K. Compression\nmembers O.K. Line O.K. Camber fair, but a little uneven in spots.* All other features O.K.\nBridge 65.3.\u00E2\u0080\u0094Over Birkenhead River. Through Howe truss, 130 feet, with two pile-bent\ntrestle approach spans at each end. Length over all, 190 feet; height, 15 feet; number of spans,\n5. Waterway, 110 feet wide, O.K. Track on and off, a little low. All on piles. Pile towers.\nPiles in towers in riprap. Those that could be examined appear to have sap-rot only. Barked\nfir, 12-16 inches. In approach piles rot to 3 inches. Need six new piles in spring, also ALB.\nunder north bulk-head. Ties, guard-rails, stringers, floor-beams, bearings, braces, caps, and all\ntimbers in general O.K. Riprap O.K. Castings, packing-bolts, gib-plates, keys, clamps, etc., O.K.\nBottom chord-joints tight. Tension members fair; need a little adjusting. Bottom chords, compression members, upper and lower laterals O.K. Alignment (tangent) slightly out on north\napproach. Line and camber good. No tie-plates. Some stringer, guard-rails, and floor-beam\nbolts loose. All other features O.K.\nBridge 69.6.\u00E2\u0080\u0094Pile-bent trestle. Length, 75 feet; height, 8 feet; number of spans, 5. Waterway, mountain stream subject to flood, scattered stream 70 feet wide. South bulk-head needs\nriprap under bridge and wing-crib above before spring floods; this is important. Piles, 12-13\ninches, all sound. Bridge tightened seven months ago; needs it again. All timbers and braces\nO.K. Alignment (spiral) and surface good. No tie-plates. Track on and off, low. All other\nfeatures O.K.\nBridge 70.3.\u00E2\u0080\u0094Pile-bent trestle. Length, 45 feet; height, 7 feet; number of spans, 3. \Arater-\nway, scattered mountain stream 20 feet wide, O.K. Riprap O.K. Piles, 12-13 inches, iy2 inches\nsap-rot in bulk-head bents. Good for one and a half years yet. Others sound. All timbers, ties,\nbraces, etc., O.K. Bridge needs tightening. Alignment (tangent) and surface good. Track on\nand off, low. No tie-plates or check-rails. Other features O.K.\nBridge 71.3.\u00E2\u0080\u0094Pile-bent trestle across Pool Creek. Length, 45 feet; number of spans, 3;\nheight, 8 feet. AVaterway, stream 10 feet wide, 2 feet deep, O.K. Riprap O.K. All timbers,\nbraces, etc., O.K. Track on and off, low. Alignment (tangent) and surface O.K. Piles, 12-14\ninches; in south bulk-head 2 inches rot; last two bents at north 3 inches rot. Bent in midstream sound. Needs three new bents driven this summer. No tie-plates or check-rails. Bridge\nneeds tightening. Other features O.K.\nBridge 74-5.\u00E2\u0080\u0094Pile-bent trestle. Length, 45 feet; height, 6 feet; number of spans, 3. Waterway, mountain streams 5 feet wide (40 feet wide in flood). . Needs riprap under bridge at north\nbulk-head. Timbers, braces, etc., all O.K., except upper end of north bulk-head, cap, some rot\n(not bad), and guard-rail at south end, right side split. Bridge is loose and needs general\ntightening. Alignment (tangent) O.K. Surface a little low at centre. Track on and off, fair.\nNo tie-plates or check-rails. Crib O.K. Piles 12-13 inches; in bulk-heads to 2 inches rot;\nothers all sound. Other features O.K.\nBridge 78.4-\u00E2\u0080\u0094Gates Ranch. Pile-bent trestle. Length, 60 feet; number of spans, 4; height,\n6 feet. Piles, 12-14 inches; all sound except in bulk-heads, where there is 2 to 3 inches rot.\nThese should be replaced in spring. All timbers, braces, etc., O.K. Waterway, dry wash the\nwidth of bridge-length, subject to violent floods, carrying great quantities of broken-rock debris.\nRiprap and cribs now O.K., but need constant watching. Bridge is tight. Track on and off, low.\nAlignment (curve) O.K. Surface good. Other features O.K.\nBridge'79.1.\u00E2\u0080\u0094Combined frame- and pile-bent-trestle. Originally all on pile footings. Length,\n135 feet; number of spans, 9; height, to 1 story. Waterway, none, dry gulch. First two bents\nat south and last three at north (including bulk-heads) are pile-bents, although south bulk-head\nhas M.B. also. All framed bents are on pile footings with auxiliary M.B. Piles on light side,\n11-12 inches; rot setting in and new pile-bents should be driven in the spring. Bridge tightened\nabout eight months ago ; now working loose; needs general tightening. All timbers, ties, braces,\netc., O.K. Alignment (curve) O.K. Surface low at Bent No. 3. Track very low on and off.\nOther features O.K.\nBridge 81.3.\u00E2\u0080\u0094Pile-bent.trestle across Anderson Creek. Length, 60 feet; number of spans, 4;\nheight, 7 feet above water. Waterway, slow-moving stream 30 feet wide and 3 feet deep, O.K.\nPiles in bulk-heads good size, but with 3 inches of rot; should be redriven in spring. Others in E 20\nBritish Columbia.\n1921\nwater all sound. Ties, timbers, braces, etc., O.K. Alignment (tangent) and surface O.K. Track\non and off, very low. Bridge needs general tightening. No tie-plates or check-rails. Other\nfeatures O.K.\nBridge 82.4-\u00E2\u0080\u0094Pile-bent trestle. Length, 30 feet; number of spans, 2 ; height, 7 feet. AVaterway, stream 6 feet wide (\u00E2\u0080\u00A2) feet in flood), O.K. Riprap O.K. Piles very small in bulk-heads\nand badly rotted to 2y2 to 3 inches; needs new ones. In meantime B. and B. to put in temporary\nblocks. Piles in water O.K. Bridge is tight. All timbers, ties, braces, etc., O.K. Alignment\n(tangent) out. Surface O.K. Track on and off, very low. No tie-plates or check-rails. Other\nfeatures O.K.\nNote.\u00E2\u0080\u0094All bridges between Bridge 82.4 and Lillooet were gone over by the B. and B. gang\nafter these inspections were made and the most urgent needs of each attended to. Vide B. and\nB. report.\nBridge 83.1.\u00E2\u0080\u0094Pile-bent trestle. Length, 45 feet; number of spans, 3; height, 5 feet. Waterway, mountain stream 40 feet wide. Riprap O.K. Cribs O.K. All timbers, ties, etc., sound and\nO.K. Piles, 11-13 Inches, all in water except bulk-heads; sound. Those in north bulk-head are\nnew and sound; those in south bulk-head have rot to 2 inches. Track on and off, very low.\nAlignment (tangent) and surface O.K. No check-rails or tie-plates. Bridge is tight. Other\nfeatures O.K.\nBridge 84-7.\u00E2\u0080\u0094Across Anderson Creek. Through Howe truss, 100 feet, with one trestle\napproach span at south end and two trestle approach spans at north end. All on piles. Length\nover all, 145 feet; number of spans, 4; height, 12 feet. Waterway, 30 feet wide (100 feet in\nflood), O.K. Riprap, crib, and wing-walls O.K. Pile towers; piles in same sound. Piles, 12-13\ninches. Those in bents and bulk-heads (in dry ground) have rot to 2% inches; should be\nreplaced in spring. All timbers throughout sound and O.K. Braces O.K. Line and camber\ngood. Alignment (tangent) out slightly on north approach. All chord-bolts are tight. Floor-\nbeam and stringer-bolts loose. Some tension members and lateral rods loose. Except as noted,\nwhole bridge needs tightening, which will be done within the next two weeks (November). No\ntie-plates. Castings, plates, splices, bearings, etc., O.K. Lower chord-joints fairly tight. Compression members O.K. Track on and off, fair. Other features O.K.\nBridge 87.8.\u00E2\u0080\u0094Framed-bent trestle. Original bridge here carried out by slide. Bridge is\ncomparatively new. Round posts, most 14-16-inch cedars, on combined M.B. and pile footings.\nNeeds four or five more ALB. Length, 60 feet; number of spans, 4 ; height, 16 feet. Waterway,\nmountain stream 4 feet wide, O.K. First bent out from each end have one batter-pile each.\nPiles have rot to 2y2 inches. All timbers, ties, braces, etc., O.K. Bridge is tight. Rail next\nhillside is shimmed. N.G. shims should be taken out and deck shimmed as follows: At centre\nbent, % inch; next north, 1% inches; and north bulk-head, 2 inches. Alignment (curve) good.\nSurface out as noted. No tie-plates or check-rails. Track on and off, low. Other features O.K.\nBridge S8.4I.\u00E2\u0080\u0094Deck Howe truss, 60 feet, with one 15-foot approach span at south end and\none 12-foot approach span at north end. Whole bridge on ALB., which are O.K. Length, 87 feet;\nnumber of spans, 3; height, about 25 feet above water. Waterway, rock gap, and portion of\nAnderson Lake O.K. All timbers, ties, braces, etc., throughout, sound and O.K., except south\nend of lower chord, next hillside, which is covered by dirt-slide and in which skin-rot has taken\nplace; not dangerous. Section gang instructed to clear away debris. All packing-bolts in truss\nare tight. Floor-beam, stringer, and guard-rail bolts loose. Two or three truss-rods on slack\nside. Span needs trussing up. Compression members O.K. Castings, plates, etc., O.K.\nBearings O.K. Lateral connections O.K. South end bulk-head rests on log crib, which is O.K.\nLine and camber good. Surface O.K. Alignment (curve) O.K. Track on and off, low. Other\nfeatures O.K.\nBridge 88.46.\u00E2\u0080\u0094Framed-bent trestle on M.B., which are O.K. Length, 120 feet; number of\nspans, 8; height, 30 feet. Waterway, none. Danger here from falling rocks. Alignment (curve)\nand surface good. One diagonal broken. All other timbers, braces, etc., O.K. Few bolts loose,\notherwise bridge tight. Track on and off, low. North bulk-head on log crib O.K. Other\nfeatures O.K.\nBridge 88.9.\u00E2\u0080\u0094Should be 88.93. Framed-bent trestle on ALB., which are O.K. Length, 150\nfeet; number of spans, 10; height, 1 story- AVaterway, none. Alignment (curve) and surface\nO.K. Track on and off, fair. Two sway-braces split, not serious, but should be replaced. Other 11 Geo. 5\nDepartment op Railways.\nE 21\ntimbers, ties, etc., O.K. Bridge is tight. North bulk-head rests on rock-filled crib, which is O.K.\nExcept as noted, bridge is in good condition. Other features O.K.\nBridge 89.77.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K., except couple which were buried\nat north bulk-head and are rotting. Outer end of cap at same point rotting. Neither dangerous\nnor urgent, but should have new blocks and cap in near future. Some footings at south end\ncovered by slide. Length, 135 feet; number of spans, 9; height, 30 feet. Waterway, small\nmountain stream 3 feet wide, O.K. Timbers, ties, etc., other than as noted, O.K. Bridge is tight.\nTrack off south end low. Alignment (tangent) and surface good. Other features O.K.\nBridge 89.1.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 285 feet; number of\nspans, 19; height, 1% stories. Waterway, none, rock gap. Timbers, ties, braces, etc., O.K.\nBridge is tight. Signs, water-barrels, check-rails, and other features O.K. No tie-plates on\ntangent portion. Alignment (tangent and curve) and surface O.K. Track on and off, low.\nBridge in general in good condition.\nBridge 89.5.\u00E2\u0080\u0094Framed-bent trestle on M.B., which are O.K. North bulk-head is on log rock-\nfilled crib, which is O.K. Length, 210 feet; number of spans, 14; height, 1 story and cripple.\nWaterway, none. Some dry-rot in cap and M.B. at north bulk-head; not serious, but should\nhave new cap and two or three M.B. in near future. Danger here from falling rock. Couple\nof bents partly removed and some rock shot down during past summer; should be watched.\nTimbers, ties, braces, etc., other than as noted, O.K. Bridge is tight. Alignment (curve) and\nsurface good. Track on and off, low. Other features O.K. Other than as noted, bridge is in\ngood condition.\nBridge 89.9.\u00E2\u0080\u0094Should be 89.96. Framed-bent trestle on M.B., which are O.K. Grasshopper\nbents. Length, 120 feet; number of spans, 8; height, 25 feet. No waterway. Track high at\nsouth and low off north end. One guard-rail with short piece of dry-rot. All other timber, ties,\netc., O.K. and sound. Alignment (tangent) and surface good. South bulk-head on rock-filled\ncrib O.K. Bridge tight. Condition O.K. Other points O.K.\nBridge 90.2.\u00E2\u0080\u0094Framed-bent trestle on M.B., which are O.K. Length, 225 feet; number of\nspans, 15; height, 2 stories and cripple. No waterway, rock gap. Track on and off, good.\nAlignment (tangent) and surface good. Alany footings next to hillside covered by rock-slide.\nTies, timbers, braces, etc., O.K. Bridge is tight. Other features O.K. General condition of\nbridge is good.\nBridge 91.5.\u00E2\u0080\u0094Pile-bent trestle across AleGilvary Creek. Length, 120 feet; number of spans,\n8; height, 15 feet. Waterway, stream 30 feet wide, badly jammed with drift, which should be\ncleaned out. Track on and off, low. Alignment (curve) and surface good. Ties, timbers, braces,\netc., good. Piles, 12-17 inches; those in dry ground on south side have rot to 3 inches; those\non north to 1 inch. Bent No. 2 needs new piles and for present two posts and M.B. Embankment under north end stuffing. Needs three 3 by 10 planks as sheeting on next to last bent to\nhold toe of fill, then small three-log crib at bulk-head and sheet bulk-head piles to hold embankment (this now done). Piles in water sound. Bridge is tight and, other than as noted, is in\ngood shape. Other features O.K.\nBridge 93.5.\u00E2\u0080\u0094Over Roaring Creek. Pony Howe truss, 60 feet, with one pile-bent trestle\napproach span at each end. Length, 90 feet; number of spans, 3; length over all, 90 feet;\nheight, 12 feet. Waterway, 30 feet wide, mountain stream, O.K. Track on and off, low.\nAlignment (curve) and surface good. Ties, guard-rails, stringers, floor-beams, bearings, caps,\nbraces, and all timbers in general O.K. Piles, 12-16 inches; 2 to 3 inches rot in bulk-head and\nsouth tower idles, others (north tower) sound. New piles should be put in bulk-heads and ALB.\nunder south tower this season. Bridge in general is tight and superstructure O.K. Tension\nand compression members O.K. Lateral connections O.K. Camber fair. Castings, gib-plates,\netc., O.K. Other features O.K.\nBridge 93.9.\u00E2\u0080\u0094Should be 93.94. Framed-bent trestle on M.B., which are O.K. Length, 210\nfeet; number of spans, 14; height, 1 story and cripple. No waterway. One girt shattered and\none rotteii tie. Posts and M.B. in five bents covered by rock-slide. Except as noted, all timbers,\nties, braces, etc., O.K. Bridge is tight. Alignment (tangent) good. Surface good, except at\nsouth bulk-head, which is low and should be shimmed. Track oil and off, low. Other points O.K.\nBridge 94-0.\u00E2\u0080\u0094Should be 94.05. Framed-bent trestle on M.B., which are O.K. Length, 150\nfeet; number of spans, 10; height, up to 1% stories. Waterway, none. Track on and off, low. E 22 British Columbia. .1921\nAlignment (curve and tangent) good. Surface good. All ties, timber, braces, etc., O.K. South-\nbulk-head on crib, which is O.K. Bridge in good condition. Other points O.K.\nBridge 94.02.\u00E2\u0080\u0094Should be 94.1. Framed-bent trestle on ALB., which are O.K. Length, 90\nfeet; number of spans, 6; height, up to 1 story and cripple. No waterway. All timbers, ties,\nbraces, etc., O.K., although some timbers are scarred by falling rock and others sun-checked and\nwarped. Bridge is tight. Alignment (reverse spirals) fair. No tie-plates. Track on and off,\nfair. Surface fair. Bridge in general in good condition. Other features O.K.\nBridge 94.6.\u00E2\u0080\u0094Framed trestle on M.B., which are O.K. Length, 90 feet; number of spans, 6;\nheight, up to 1 story and cripple. AVaterway, none; small springs. Track on and off, a little\nlow. Timbers, ties, braces, etc., O.K., although a light skin-rot appears at bottom of a few\nbatter-posts. Alignment (tangent) poor. Surface fair. Bridge in general in good condition\nand tight, although a few bolts are loose. Other features O.K.\nBridge 95.0.\u00E2\u0080\u0094Should be 95.03. Pony Howe truss, 60 feet, with two pile-bent approach spans\nat each end. Across Lake Creek. Length, 120 feet; number of spans, 5; height, 15 feet.\nAVaterway, mountain stream 6 feet wide, O.K. Track and approaches O.K. Alignment (tangent\nand curve) and surface O.K. Tension members tight. Castings, gib-plates, etc., O.K. Laterals\nO.K. Compression members O.K. Ties, guard-rails, stringers, floor-beams, bridge-seats, caps,\nposts, braces, and timbers in general O.K. Water-barrels, cheek-rails, etc., O.K. Piles, 10-16\ninches; some with sap-rot to 3 inches. Some new posts and blocks needed soon to replace piles\nin south tower. One bent in north approach is framed on piles, had settled, and is blocked\nand shimmed. Work done by section-gang. Temporary job and should be properly blocked by\nB. and B. (Later: Both of above jobs done by B. and B.) Bridge is tight. Line and camber\ngood. All other features O.K.\nBridge 98.0.\u00E2\u0080\u0094Should be 98.04. One 20,foot span on ALB., which are O.K. Length, 20 feet;\nnumber of spans, 1; height, 8 feet. Waterway, edge of Anderson Lake, O.K. Alignment\n(curve) and surface O.K. All timbers, ties, etc., O.K. Track on and off, fair. No check-rails.\nBolts loose (now tight). Bridge in-good condition. Other features O.K.\nBridge 99.4-\u00E2\u0080\u0094One 30-foot span on M.B. Length, 30 feet; number of spans, 1; height, 3\nfeet. Waterway, edge of Anderson Lake, O.K. All ties, timbers, ALB., etc., O.K. Bolts loose.\nAlignment (curve) fair (of track at north end poor). Surface good. No check-rails. Other\nfeatures O.K.\nBridge 100.6.\u00E2\u0080\u0094Pile-bent trestle across outlet, lower end of Anderson Lake (Portage River).\nLength, ISO feet; number of spans, 10 (two are 30 feet each) ; height, 12 feet. Waterway,' 120\nfeet wide, O.K., although considerable trouble here at times with drift. All timbers, ties, braces,\netc., O.K. Bolts loose. (Later: Tightened.) Alignment (curve) can be improved, especially\nat north end. Surface deck needs shimming in several places. Track on and off, low. One\nbroken tie. Piles, 12-16 inches ; those in water sound. Some in bulk-heads have rot to 3 inches.\nNeed new ones this year. All other features O.K.\nBridge 101.3.\u00E2\u0080\u0094Over Portage River at Seton. Slow prder on this bridge. Leave same on\nuntil repaired. Pile-bent trestle with one 30-foot span at centre. Length, 225 feet; number\nof spans, 14; height, 22 feet. Waterway, 50 feet wide (100 feet in flood). Stream hits bridge\nat angle and drift inclined to lodge and damage structure. Has done so in past (should have\nbeen 100-foot truss here). Original bent at north end of 30-foot span damaged. Repaired by\nnew piles; very poor job. Poorly shimmed and blocked. New pile tower to be put in this year\nand whole bridge put in good condition. Piles, 10-14 inches. Those in dry ground have rot to\n2 inches; others sound. Eight new piles required in north tower and two in next bent north\n(40-footers). Ties, timbers, etc., O.K. Bridge is loose. (Later: Bridge tightened and track\nlined.) Alignment (tangent) only fair. Surface only fair. No tie-plates. Log crib just above\nbridge would help. Track on and off, low. Other features O.K.\nBridge 103.1.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 75 feet; number of\nspans, 5; height, 2 stories. Waterway, none; dry rock gap subject to rock-falls. Both bulkhead caps on rock-filled cribs, which are O.K. Both bulk-heads have been shimmed up, but are\nstill low. (Later: Bridge tightened and bulk-heads reshimmed.) Ties, braces, timbers, etc.,\nO.K., but some being scarred and chewed by rock-falls. Track on and off, low. Bridge-bolts\nloose (see above). Alignment (curve) O.K. Surface low at ends (see above). All other\nfeatures O.K. Track on and off, low. 11 Geo. 5 Department op Railways. E 23\nBridge 103.43.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 30 feet; number of\nspans, 2; height, 15 feet. Waterway, none. North bulk-head rests on log crib, which is O.K.\nTimbers, braces, etc., O.K. Bridge is loose. (Later: Tightened.) Needs proper shimming.\nAlignment (tangent) O.K. Surface good. No tie-plates or check-rails. All other features are\nO.K. Track on and off, low.\nBridge 103.47.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K., except outside M.B. in Bent\nNo. 10, which needs blocking. Both bulk-heads rest on rock-filled log cribs, which are O.K.\nSouth bulk-head rests on same crib that supports north bulk-head of Bridge 103.43. Bulk-heads\nhave settled and need blocking up. (Later: Done.) All ties, timbers, braces, etc., O.K., except\none tie broken and one sway-brace split. No tie-plates except at south end. Alignment (tangent\nwith curves at both ends) only fair. Surface good, except low bulk-heads (see above). Bridge\nis loose. (Later: Lined and tightened.) All other features O.K. Track on and off, low.\nBridge 107.2.\u00E2\u0080\u0094Pile-bent trestle. Length, 60 feet; number of spans, 4; height, 7 feet.\nWaterway, dry wash, subject to floods, carrying quantities of broken rock, O.K. Piles, 14-16\ninches, barked fir, which in bulk-heads have rot to 3 inches. To be redriven this spring.\nTimbers, ties, braces, etc., O.K. Alignment (spiral) O.K. Surface good. Bridge loose. (Later:\nTightened.) No check-rails or tie-plates. Track on and off, low. All other features O.K.\nBridge 108.0.\u00E2\u0080\u0094Should be 108.1. Pile-bent trestle. Length, 60 feet; number of spans, 4;\nheight, 15 feet. Waterway, stream iy2 feet wide, O.K. Piles, 13-16 inches. Aliddle bent in\nwater sound. Other piles have to 2% inches of rot. New piles should be driven next year.\nTies, timbers, etc., except one stringer at south end on left and right end of cap at north\nbulk-head, which shows some rot, but not to degree of needing immediate replacement. Bridge\nis loose. (Later: Tight.) Alignment (tangent) and surface O.K. No tie-plates or check-rails.\nTrack on and off, low. Other features O.K.\nBridge 108.7.\u00E2\u0080\u0094Pile-bent trestle. Length, 30 feet; height, 8 feet; number of spans, 2.\nAA^aterway, 4-foot stream, O.K. Piles, 12-16 inches. Centre bent in water; piles sound. Other\npiles rotted up to 3 inches; still safe. Timbers, braces, etc., O.K. No check-rails. Track on\nand off, low. All other features O.K. .\nBridge 109:9.\u00E2\u0080\u0094Framed trestle on ALB., which are O.K. Length, 195 feet; number of spans,\n13; height, up to 1 story and cripple. Waterway, none. Subject to damage by recurring rock-\nslides. Many footings and lower ends of posts buried in rock-slide. Bridge was repaired and\ntightened during past year. Now appears tight and in good condition. Alignment (curve and\ntangent) only fair. Surface fair. Track on and off, low. Timbers, ties, braces, etc., O.K. All\nother features O.K.\nBridge 110.1.\u00E2\u0080\u0094Framed-bent trestle on M.B., which are O.K., except as noted below. Length,\n135 feet; number of spans, 9; height, up to 1 short story and cripple. Waterway, none; dry\ngulch subject to rock falls and slides. Two diagonals broken and one sway-brace split. Bridge\ntightened about five months ago and a few bolts now loose. South bulk-head bent and Bent\nNo. 1 low and shimmed. Need new ALB. and proper blocking and shimming. (Later: Reported\nthat bridge tightened and above repairs effected.) Some of footings and posts buried in rock-\nslide. Alignment (curve), except at south end, fair. Surface good. Track low on and oft,\nespecially south end, which is bad. Timbers, ties, braces, etc., O.K., except as noted. All other\nfeatures O.K.\nBridge 111.1.\u00E2\u0080\u0094Framed-bent trestle On ALB., which are O.K., except last three bents at north,\nwhich are pile-bents. Length, 240 feet; number of spans, 16; height, 1 story and 8-foot cripple.\nAA'aterway, none. Piles, 12-16 inches, barked fir, with l1^ to 1% inches sap-rot. In first pile-\nbent at north one pile damaged. Should have two posts in this bent. Some footings along upper\nside covered by slide, O.K. Two sway-braces split and dry-rot in end of one girt. Otherwise\nall timbers, ties, etc., O.K. Bridge is loose. (Later: Reported tight.) Alignment (tangent)\nslightly out at centre. Surface fair. Track on and off, low. No flanger-sign at north. No tie-\nplates. All other features O.K.\nBridge 115.08.\u00E2\u0080\u0094Trestle pile-bent (?). Length, about 60 feet; height and number of\nspans ('!)\u00E2\u0096\u00A0 Waterway completely filled up by' slide and only signs of bridge left are portions\nof chewed-up guard-rails and flanger-signs. Alignment (tangent) very poor. Surface very poor.\nTrack on and off, low. Structure not now considered as bridge.\nBridge 118.0.\u00E2\u0080\u0094Across Seton River. Pile-bent trestle. Length, 150 feet; number of spans, 9\n(one of which is 30 feet) ; height, 18 feet. Waterway, 100 feet wide and about 3 feet deep, O.K., \t\nE 24 British Columbia. 1921\nalthough some drift lodged and should be removed. Alignment (curve and tangent) out. Out of\nsurface. These defects probably due to effects of drift. (Later : Reported lined and shimmed.)\nTwo piles near north settled. North bulk-head dirt has caved out. Has been cribbed; poor job.\nTo be corrected by inserting plank at bottom and refilling. Piles, 12-14 inches, barked and in\ngood condition. All timbers, ties, etc., O.K. Bridge is tight. Track on and off, low. Other\npoints O.K. This bridge should have had 100-foot truss.\nBridge 118.1.\u00E2\u0080\u0094Across Cayoosh Creek. Through Howe truss, 100 feet, with one pile-bent\ntrestle approach span at each end. Length, 130 feet; number of spans, 3; height, 10 feet.\nWaterway, 80 feet wide and 3 feet deep; O.K. except at south pile tower, which needs more\nriprap. Towers are pile. Piles, 14 inches, barked. Skin-rot in some. New bulk-head driven at\nsouth last summer. Some rot in north bulk-head. Track on and off, good, but new ties needed\nin track north and south. Ties, guard-rails, stringers, floor-beams, seats, caps, braces, truss-\ntimbers, etc., O.K. Castings, gib-plates, keys, clamps, etc., O.K. Some truss-timbers warped.\nAll bolts, except floor-beam anchors, tight. Tension-rods -tight, except two slack. Lower chord-\njoints, two or three open a knife-blade thickness. Line O.K. Camber fair, but a little uneven.\nB. and B. report cannot improve. Lateral connections O.K. Compression members O.K.' Alignment (tangent) and surface good. All other features O.K.\nBridge 120.6.\u00E2\u0080\u0094Across the Fraser River at Lillooet. Two 130-foot and four 150-foot deck\nHowe trusses, with seventy-five trestle approach spans at south end and forty-three trestle\napproach spans at north end. Length over all, 2,630 feet; number of spans, 124; height, about\n60 feet above river; height of south approach, up to 2 stories; height of north approach, up to\n1 story and eripple. Waterway, river about 800 feet wide at low; O.K. except at north abutment\n(see below). Approaches originally all framed bents on pile-bents or pile footings, many of\nwhich have been replaced during year by M.B. and sills and posts on account of rot in piles.\nThose on north shore, in chocolate soil, are the worst. Some piles went at ground surface;\nothers settled and crushed at depth of about 6 feet below surface. Afore now showing signs of\nsame trdxible. Piles all sizes, with varying degrees of rot. During past year following renewals\nput in: 270 ALB., eighty-seven pieces for sills, pony-bent at north bulk-head. At same time\nfollowing routine work and repairs effected; Ave bents jacked up and blocked, track-lined\nand shimmed three times, and all bolts, truss-rods, etc., in trusses and approaches tightened and\nadjusted. Whole bridge now tight and well adjusted and in good condition as to superstructure,\nand not dangerous at present as to footings. These old footings, however, should all be replaced\nthis year. Bridge will then be in first-class shape throughout. Alaterial needed for footing\nrenewals, 18,500 B.M. of stock from East Lillooet, 100,324 B.AL new timber (a total of 118,824\nB.AL), 1,100 drift-bolts, 400 bolts and nuts, 750 O.G. washers, 2,000 8-inch spikes, 2,300 12-inch\nspikes, and 4,500 6-inch wire nails. Labour, two carpenters and two labourers. Can be handled\nby B. and B. Estimated cost, $5,000, including labour, material, and loading and unloading.\nTrusses supported on framed towers on piles in rock-filled timber cribs, except north tower,\nwhich is of piles in crib. Cribs and piles at towers apparently O.K. More riprap and log crib-\ntoe wall urgently needed at north abutment. Alore riprap will also probably be needed at Pier\nNo. 6, which is subject to scour. All ties, stringers, floor-beams, bearings, caps, posts, sills,\nbraces, truss-timbers, and all timbers in general O.K. Upper and lower chords, lateral connections, tension and compression members, castings, plates, keys, etc., O.K. Bridge is tight and\nin good adjustment. Line and camber good. Alignment (tangent with curve off north approach)\nfair, except out slightly at Truss No. 6 and at fifth bent north of north abutment. Surface fair;\nexcept at latter point, low; (Later: Reported corrected.) Track on and off, low. All other\nfeatures O.K.\nBridges on the Lillooet Subdivision (East Lillooet to Williams Lake).\nBridge 1.7.\u00E2\u0080\u0094Pile-bent trestle over dry sand-slide. Length, 150 feet; number of spans, 10;\nheight (on lower side), 12 feet. Piles, 12-14 inches, barked fir, with dry-rot to 2y2 inches. On\nlower side ground has slid away to depth of 3 feet. To prevent further sliding there are now\nfour retaining-walls below bridge. All O.K. except lowest one, where recent cave-under threatens\nthose above. To be repaired by log wall 20 feet long and 4 feet high. Material on ground.\nEighteen new piles needed this year. Timber, ties, etc., O.K., except one broken diagonal.\nWaterway, none. Water-barrels, guard-rails, check-rails, flanger-signs, etc., O.K. Alignment\n(reverse spirals) and surface good. Track on and off, low. All other features O.K. 11 Geo. 5\nDepartment op Railways.\nE 25\nBridge 4.7'\u00E2\u0080\u0094Combined pile- and framed-bent trestle across moving slide. Length, 330 feet;\nnumber of spans, 22; height, up to 1 story and cripple. First three and last three bents are\npile-bents; others are framed bents on pile footings. Waterway, none. Piles, 12-16 inches,\nunbarked cedar, with % to 1% inches sap-rot; O.K. Timbers, ties, braces, etc., O.K., except\none broken diagonal. (Many posts along bottom at upper side have corners chewed off by\nrocks, now protected by fenders; O.K.) Bridge is tight. Alignment (tangent and curve) and\nsurface good. Track on and off, a little low. Flanger-sign at south end broken down. Other\nfeatures O.K. '\nBridge 9.3.\u00E2\u0080\u0094Combined framed- and pile-bent trestle across Fountain Creek. Length, 480\nfeet; number of spans, 31 (including one of 30 feet over the Cariboo Road) ; height, up to\n4 stories. Waterway, stream 6 feet wide, O.K. Cribbing O.K. Piles, 12-14 inches, barked fir,\nwith iy2 to 2y2 inches of rot. Beginning at south, first two bents are pile-bents, next six are\nframed on pile footings, next eight are framed on ALB., next two are framed on combined pile\nand M.B. footings, next seven are framed on pile footings, and the last seven at north are pile-\nbents. Timbers, ties, braces, etc., O.K. Bridge is tight. Alignment (curve) and surface good.\nTrack of north end low. Other features O.K.\nBridge 10.0.\u00E2\u0080\u0094Originally combined pile-bent and framed-bent trestle on pile footings. Length,\n255 feet; number of spans, 17; height, up to 2 stories and cripple. Waterway, dry gulch. First\ntwo bents at south were pile-bents. These and last five at north were sinking; now repaired by\nposts, blocks, and ALB., aiid are O.K. Piles are barked fir and cedar of good size, with 1% to\n2 inches of sap-rot. Timbers, ties, braces, etc., O.K. (three long girts badly warped). Alignment (curve) and surface good. Track on and off, low. Bridge in general in good condition.\nOther features O.K.\nBridge 10.6.\u00E2\u0080\u0094Framed-bent trestle on pile footings, except pile-bent bulk-heads and one-half\nof one bent at centre, which is on ALB., which are O.K. Length, 255 feet; number of spans, 17;\nheight, up to 3 stories. Waterway, none. Piles, 11-16 inches; some with dry-rot to 2 inches;\nothers sound; barked and unbarked fir and cedar. Ties, timbers, braces, etc., O.K. Alignment\n(curve and tangent) and surface good. Bridge is tight. Tie-plates under curve only. Some\nbrush to cut. Other features O.K. Bridge in general in good condition.\nBridge 10.8.\u00E2\u0080\u0094Across 11-AIile Creek and Cariboo Road. Framed-bent trestle on pile footings,\nexcept bulk-head bents and first bent out from south end, which are pile-bents. Length, 300 feet;\nnumber of spans, 19 (one of which is 30 feet) ; height, up to 2 stories and cripple. Waterway,\nstream 5 feet wide, O.K. Piles, 11-16 inches. Those in creek sound; others have from iy2 to\n2% inches rot, and one near north end, which is badly rotted and should be replaced soon.\nTimbers, ties, braces, etc., O.K. Bridge is tight. Alignment (curve) and surface good. Track\non and off, low. Other features O.K. Brush to cut.\nBridge 13.7.\u00E2\u0080\u0094Framed-bent trestle across 14-Alile Creek. (Highest wooden bridge on\nsystem.) Length, 915 feet; number of spans, 61; height, up to iy2 stories. AVaterway, stream\n4 feet wide, O.K. Alignment (curve) and surface good. Track ou and off, good. Timbers, ties,\nbraces, etc., throughout O.K., except one broken sway-brace near creek at bottom. Piles, barked\nand unbarked, large and small, mixed fir and cedar; some sound especially; others with \y2 to\n2y2 inches of dry-rot. One pile in Bent No. 5 rotten, but carrying no load. Bridge is tight.\n(About half a dozen bolts found loose; frozen). All other features O.K. Bridge in general in\ngood condition.\nBridge 14.0.\u00E2\u0080\u0094Across Cariboo Road. Originally pile-bent trestle. Length, 90 feet; number\nof spans, 5 (one being 30 feet) ; height, about 17 feet. AVaterway, culvert, O.K. Now has M.B.\nunder bulk-heads, two new pile-bents, and two new framed bents on ALB. All O.K. Piles new\nand O.K., 12-inch unbarked fir. Bridge all tight except guard-rails. Timbers, ties, braces, etc.,\nO.K. Alignment (tangent) and surface fair. Track on and off, low. Bridge is practically new.\nOther points O.K.\nBridge 14.4.\u00E2\u0080\u0094Framed-bent trestle on pile footings, except second bent and bulk-heads, which\nare pile-bents. Length, 705 feet; number of spans, 47 ; height, up to 5 stories. Waterway, small\ncreek, now dry. Some scouring has taken place. Alajority of piles are 14-16 inches, cedar, with\ny2 to iy2 inches rot. A few piles, especially near watercourse, have rot to 2 inches. Some\nscattered small fir piles. Centre pile in each bulk-head low and needs shims. Timbers, ties,\nbraces, etc., O.K. Bridge is tight, except guard-rails. Other features O.K. Bridge is O.K. British Columbia.\n1921\nBridge 14.8.\u00E2\u0080\u0094Framed-bent trestle on pile footings, except first two and last three bents, which\nare pile-bents. Length, 375 feet; number of spans, 26; height, up to 3 stories and cripple.\nWaterway, dry and should be repaired and riprapped. Piles mostly of good size, but some small\nfir which are badly rotted in a few cases. Recent cloudburst washed out two piles at centre;\nreplaced by posts and blocks. Another sill and three posts should be placed in same bent.\nDiagonals in seven spans of upper story missing; never had been on, but should be put on.\nTies, timbers, etc., O.K. Bridge is tight. Alignment (tangent) and surface good. Track on\nand off, fair. Other features O.K.\nBridge 17.7.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 495 feet; number of\nspans, 33; height, 4 full stories. AVaterway, stream 2 feet wide, O.K. Riprap O.K. Ties,\ntimbers, braces, etc., except three ties, which need renewing (not urgent), O.K. Bridge is tight,\nexcept guard-rails. Alignment (curve) and surface good. Track on and off, low. Other\nfeatures O.K. Bridge in general in good condition. Should be watched for damage from rocks;\nimportant.\nBridge 18.3.\u00E2\u0080\u0094Framed-bent trestle on piles, except bulk-heads and first bent out from each\nend, which are pile-bents. Length, 345 feet; number of spans, 23; height, up to 3 stories and\ncripple on pile-bents. Piles, 12-16 inches, mostly 14's, with % to l1/! inches dry-rot. Waterway,\ndry, shows signs of heavy run off during some of the violent rain-storms. No damage. Ties,\ntimbers, braces, etc., O.K. Bridge is tight. Alignment (curve) and surface good. Track on and\noff, a little low. Other features O.K. Bridge in general in good condition.\nBridge 20.3.\u00E2\u0080\u0094At Pavilion. Framed-bent trestle on piles. Length, 390 feet; number of\nspans, 26; height, 1 full story. AVaterway, Pavilion Creek, 4 feet wide, O.K. Piles, unbarked,\n12-16 inches, mostly the latter, 1 to 1% inches rot. Timbers, ties, braces, etc., O.K. Bridge is\ntight. Alignment (curve) and surface good. Track on and off, fair. Brush should be cut under\nand around bridge. Other features O.K.\nBridge 31.6.\u00E2\u0080\u0094Framed-bent and pile-bent trestle on ALB. and piles. Length, 450 feet; number\nof spans, 30; height, up to 4 stories and cripple. AVaterway, none. South bulk-head and Bent\nNo. 1 are pile-bents, next nine bents are framed on pile footings, and remainder are framed on\nALB., which are O.K. Piles, 11-16 inches, barked and unbarked, a few cedar, and with y2 to\n1% inches of rot. Ties, timbers, braces, etc., O.K., except sill of Bent No. 3, which is cracked,\nnot dangerous, and should be scabbed both sides with 3 by 12's. Bridge is tight. Alignment\n(curve) and surface good. Track on and off, good. Other features O.K. General condition\nis good.\nBridge 23.5.\u00E2\u0080\u0094Framed trestle on ALB., except bulk-heads and Bents Nos. 2 and 32, which are\npile-bents, and Bent No. 27, which is framed on pile footings. Al.B. are O.K. Length, 4S0 feet;\nnumber of spans, 32; height, 3 stories and cripple. No waterway. Ties, timbers, braces, etc.,\nO.K. Bridge is tight. One nut and washer missing on packing-bolt. Alignment (curve) and\nsurface good. Track on and off, low. Piles, 14 inches and up, with 1% to 2 inches of rot. Other\nfeatures O.K.\nBridge 23.9.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 405 feet; number of\nspans, 27; height, iy2 stories. No waterway. Split stringer at north bulk-head blocked up;\nO.K. One long girt smashed. Otherwise ties, timbers, braces, etc., O.K. Bridge is tight.\nAlignment (curve) and surface good. Track on and off, fair. Other features O.K.\nBridge 24.0.\u00E2\u0080\u0094Framed-bent trestle ou ALB., which are O.K. Length, 75 feet; number of\nspans, 5; height, 1 story over 15 feet. No waterway. One diagonal broken. Otherwise ties,\ntimbers, braces, etc.. O.K. Bridge is tight. Alignment (tangent) good. Surface slightly low\nat centre. No tie-plates. Track on and off, low. Other features O.K.\nBridge 24.6.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 450 feet; number of\nspans, 30; height, 2 stories and cripple. No waterway. Centre post of Bent No. 11, top story,\nbadly sun-checked and cracked; should be replaced. One diagonal and one long girt at Bent\nNo. 10 broken. Otherwise ties, timbers, braces, etc., O.K. Track on and off, good. Other\nfeatures O.K.\nBridge 24-9.\u00E2\u0080\u0094Framed-bent trestle on M.B., which are O.K. Length, 450 feet; number of\nspans, 30; height, 3 stories. No waterway. One sway-brace near centre and at top of first\nstory split and pulled away from post. On upper side near centre is rock-slide which has covered\nposts and sills of five bents, broken two sway-braees which cannot be replaced on account of 11 Geo. 5\nDEPARTAIENT OF RAILWAYS.\nE 27\nslide, and has also cracked one diagonal. Otherwise ties, timbers, braces, etc., O.K. Bridge is\ntight. Alignment (curve) and surface good. Track on and off, low. Other features O.K.\nBridge 26.0.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 210 feet; number of\nspans, 24; height, 1 story and short cripple. No waterway. One diagonal split. Otherwise\nties, timbers, braces, etc., O.K. Bridge is tight. Alignment (curve and tangent) and surface\ngood. Track on and off, fair. Some footings covered by slide. Other features O.K.\nBridge 26.3.\u00E2\u0080\u0094Framed-bent trestle on piles. Length, 150 feet; number of spans, 10; height,\ny2 story. No waterway. Piles, unbarked fir, 14-16 inches, with 1 to iy2 inches of rot. Ties,\ntimbers, braces, etc., O.K. Bridge is tight. Alignment (reverse spirals) and surface good.\nTrack on and off, fair. No water-barrel at south end. Other features O.K.\nBridge 26.7.\u00E2\u0080\u0094Framed-bent trestle on ALB. and piles. Some footings and lower parts of posts\nburied. Last three bents at north completely filled up. Length, 240 feet; number of spans, 26;\nheight, 2 stories. No waterway. Last three bents at north had settled; now shimmed and\nlined and O.K. ALB. O.K. Last thirteen bents at north have pile footings (five are grasshoppers). Piles, unbarked fir, 12-16 inches, with 1 to Xy2 inches of rot. Ties, timbers, braces,\netc., O.K. Bridge is tight. Alignment (curve) and surface good. Track on and off, fair. Other\npoints O.K.\nBridge 27.3.\u00E2\u0080\u0094Framed-bent trestle on ALB. and pile footings. M.B. are O.K. Length, 300\nfeet; number of spans, 20; height, 2 stories. No waterway. Some footings covered by slide.\nPiles, 14-16 inches, unbarked fir, with 1 to 1% inches of rot. Piles in last three bents at north\nend had settled; now shimmed 2 inches and O.K. Ties, timbers, braces, etc., O.K. With exception of a very few bolts, bridge is tight. Alignment (curve) and surface fair. Track off north\nend low. Other features O.K.\nBridge 27.7.\u00E2\u0080\u0094Framed-bent trestle on M.B., except two pile-bents at north end. Length, 225\nfeet; height, 1 story and cripple; number of spans, 15. No waterway. ALB. footings O.K.\n(some buried in slide). Piles, 12 inches, unbarked fir, with 1 inch sap-rot. Two girts broken.\nOtherwise ties, timbers, braces, etc., O.K. Bridge, except for a few bolts, is tight. Alignment\n(curve) and surface good. Track on and off, fair. Other features O.K.\nBridge 28.2.\u00E2\u0080\u0094Framed-bent trestle on ALB. Length, 420 feet; number of spans, 28; height,\n2 stories and cripple. No waterway. Footings O.K. Ties, timbers, braces, etc., O.K. Bridge is\ntight. Alignment (tangent with curve at both ends) and surface fair. Track on and off, fair.\nOther points O.K.\nBridge 28.38.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. (some covered, slide). Length,\n120 feet; number of spans, 8 ; height, 1 story. North bulk-head shimmed 2 inches; O.K. One\ndiagonal recently broken. Otherwise ties, timbers, braces, etc., O.K. Bridge is tight. Alignment\n(tangent) and surface O.K. Track on and off, fair. Other feature's O.K.\nBridge 28Jf.\u00E2\u0080\u0094Framed-bent trestle on ALB., which are O.K. Length, 135 feet; number of\nspans, 9; height, up to 2 stories. No waterway. Some footings buried. North bulk-head\nshimmed 2 inches and rests on log crib, which is O.K. Timbers, ties, braces, etc., O.K. Bridge\nis tight. Alignment (curve) and surface O.K, Track on and off, fair. Other features O.K.\nBridge 32.5.\u00E2\u0080\u0094Across Kelly Creek. Pile-bent trestle. Length, 60 feet; number of spans, 4;\nheight, 10 feet. Waterway, creek 4 feet wide, O.K. Piles, 14-16 inches, unbarked fir, with y2\nto 1 inch of rot. Two piles need shims. Hewed caps. Ties, timbers, braces, etc., O.K. Bridge\nis tight. Alignment (tangent) and surface good. No check-rails or tie-plates. Track on and\noff, low. Other features O.K.\nBridge 32.8.\u00E2\u0080\u0094Across Kelly Creek. Pile-bent trestle. Length, 60 feet; number of spans, 4;\nheight, 12 feet. Piles, 14-16 Inches, unbarked fir. Those in water sound; others have % to\n% inch of rot. Some shims needed on centre bent piles. Hewed caps. Ties, timbers, braces,\netc., O.K. Bridge is tight. Alignment (curve) and surface good. Track on and off, low.\nAVaterway, 3 feet wide, O.K. Other features O.K.\nBridge 34-8.\u00E2\u0080\u0094Pile-bent trestle. Length, 30 feet; number of spans, 2; height, 6 feet.\nAVaterway, small stream, O.K. Piles. 14-16 inches, unbarked fir, O.K. Hewed caps. Ties,\ntimbers, braces, etc., O.K. Bridge is tight. Alignment (tangent) and surface good. Track on\nand off, low. Other features O.K. No check-rails or tie-plates.\nBridge 35.3.\u00E2\u0080\u0094Pile-bent trestle. Length, 45 feet; number of spans, 3; height 7 feet.\nWaterway, small stream, O.K. Piles, unbarked fir, 14-16 inches, O.K. Hewed caps. Timbers, ties, braces, etc., O.K. Bridge is tight. Alignment (tangent) and surface good. Track on and\noff, very low. Other features O.K. No check-rails.\nBridge 35.6.\u00E2\u0080\u0094Pile-bent trestle. Length, 30 feet; number of spans, 2; height, 5 feet.\nWaterway, small stream, O.K. Piles, unbarked fir, 16-17 inches, O.K. Ties, timbers, etc., O.K.\nAlignment (curve) and surface good. No check-rails. Hewed caps. Bridge is tight. Track on\nand off, low. Bridge O.K.\nBridge 40.1.\u00E2\u0080\u0094Pile-bent trestle. Length, CO feet; number of spans, 4; height, 12 feet.\nAVaterway, small creek, O.K. Piles, 14\u00E2\u0080\u009416 inches, unbarked fir, O.K. Hewed caps. Ties,\ntimbers, braces, etc., O.K. Alignment (tangent) only fair. Surface O.K. Bridge is tight.\nTrack on and off, low. No check-rails or tie-plates. Other features O.K.\nBridge 44-5-\u00E2\u0080\u0094Framed trestle on pile footings, except bulk-head, bents and first ones out\nfrom each end, which are pile-bents. Length, 255 feet; number of spans, 17; height, 2y2 stories.\nWaterway, small creek, O.K. Piles, 10-14 inches, unbarked fir, with light sap-rot only. Ties,\ntimbers, braces, etc., O.K. Alignment (curve) and surface fair. Track on and off, fair. Bridge\nis tight. Other features good. Bridge in general in good condition.\nBridge 44.8.\u00E2\u0080\u0094At Clinton. Framed trestle on pile footings, except bulk-head bents and first\nones out from each end, which are pile-bents. Length, 315 feet; height, 3 stories; number of\nspans, 21. Waterway, stream 8 feet wide, O.K. Piles, 10-14 inches, unbarked fir, with light\nsap-rot only. Ties, timbers, braces, etc., O.K. Alignment (tangent and curve) fair. Surface\nlow at centre (or change of grade?). Bridge is tight. Track low off north end. Other features\nO.K. General condition of bridge good.\nBridge 4&-0-\u00E2\u0080\u0094Framed-bent trestle, all on ALB., except two bents at creek on piles, which are\nO.K. M.B. are O.K. Length, 855 feet; number of spans, 57; height, up to 5% stories. AVaterway, small creek, O.K. Ties, timbers, braces, etc., O.K. Some guard-rail bolts and one or two\nbrace-bolts loose, otherwise bridge is tight. Alignment (curve) fair. Surface low between\nsecond and third water-barrels from south end and same distance also from north end. Track\non and off, fair. No water-barrel at north end. Other features O.K., except no flanger-signs.\nBridge 49.5.\u00E2\u0080\u0094Framed-bent trestle on pile footings. Across Cariboo Road. Length, 460 feet;\nnumber of spans, 30 (one of which is 25 feet) ; height, up to 2% stories on 5-foot pile-bents.\nWaterway, none. Piles, 12-16 inches, fir, O.K., although some badly driven. Ties, timbers,\nbraces, etc., O.K. Bridge is tight. Alignment (tangent) and surface fair. Track low off north\nend. No Sanger sign-boards or bulk-head water-barrels. Other features O.K. Bridge generally\nin good condition.\nBridge 50.5.\u00E2\u0080\u0094Framed-bent trestle on pile footings. Number of spans, 27; height, 3 stories.\nWaterway, dry gulch. Piles, barked fir of good size, O.K. Ties, timbers, braces, etc., O.K.\nBridge is tight. At about two-thirds of length from south end some bents with upper story out\nof plumb; built that way; now braced and O.K. Alignment (curve and tangent) fair. Surface\nslightly wavy. Track on and off, a little low. No flanger-signs or bulk-head barrels. Other\nfeatures O.K.\nBridge 53.8.\u00E2\u0080\u0094Framed-bent trestle on ALB. and pile footings. Length, 750 feet; number of\nspans, 50; height, 6 stories. Waterway, stream 10 feet wide, O.K. Riprap O.K. Nine bents\nnear centre and last five at north are on pile footings; others are on M.B. Piles and ALB. are\nO.K. Piles, 12-17 inches, barked, and some badly driven. Ties, timbers, braces, etc., O.K.\nBridge is tight. Alignment (curve) good. Out of surface slightly near centre. Track on and\noff, fair. Check-rail noses poor type, but well set. Other features O.K. Bridge very good.\nBridge 56.5.\u00E2\u0080\u0094At Chasm. Pile-bent trestle. Length, 165 feet; number of spans, 11; height,\nabout 8 to 10 feet (not noted). Waterway, swamp and small stream, O.K. Piles, barked cedar\nand fir, 12-17 inches, O.K. Ties, timbers, braces, etc., O.K. Bridge is tight. Alignment (curve)\nand surface good. No flanger-signs. No water-barrel at south end. Track on and off, low.\nOther features O.K. Bridge is in good shape.\nBridge 57.6.\u00E2\u0080\u0094Over upper end of the chasm and Cariboo Road. Framed-bent trestle,\u00C2\u00BBn M.B.,\nexcept five centre bents and bulk-head bents, which are on piles. Piles good size and O.K.\nWaterway, small creek, O.K. Timbers, ties, braces, etc., O.K. Bridge is tight. Length, 343\nfeet; number of spans, 23 (two are 11 feet each and one of 23 feet) ; height, up to 2 stories.\nAlignment (curve) good, except near south end. Surface good (shimmed during past season).\nCheck-rail ends in dangerous condition. Track on and off, fair. Flanger-signs at south end\ndown. Other points O.K. ;\n11 Geo. 5\nDEPARTAIENT OP RAILWAYS.\nE 29\nBridge 71.5.\u00E2\u0080\u0094Pile-bent trestle across shallow lake. Length, 300 feet; number of spans, 20;\nheight, 16 feet above water. Waterway O.K. Piles, barked fir, 10-16 inches, O.K. Timbers,\nties, braces, etc., O.K. Bolts loose throughout, many nuts and washers missing, and some\nanchor-bolts too.short. Bridge needs general tightening. Alignment (curve) and surface good.\nTrack low off south end. Check-rail noses N.G. (one at north broken). Other features O.K.\nBridge 72.0.\u00E2\u0080\u0094Pile-bent trestle across shallow lake. Length, 345 feet; number of spans, 23;\nheight, 16 feet above water. AVaterway, 280 feet wide, O.K. Piles, 10-14 inches, barked fir, O.K.\nTies, timbers, braces, etc., O.K. Bridge is loose and needs general tightening. Has no proper\nanchor-bolts (some driven bolts instead). Alignment (curve) and surface good. Track on and\noff, good. Check-rail noses, plank makeshift. Other points O.K.\nBridge 74-5.\u00E2\u0080\u0094Pile-bent trestle. Length, 645 feet; number of spans, 43; height, up to IS\n' feet. AVaterway, small creek, O.K. Piles, 10-14 inches, barked fir and a few cedars, O.K. Ties,\ntimbers, braces, etc., O.K. Bridge is loose and needs a general tightening. Alignment (curve)\nnone too good. Surface good. No tie-plates. No bulk-head water-barrels. Check-rail noses,\nWood block makeshifts. No anchor-bolts at bents. Rails spiked only at every other tie. Track\non and off, fair. Other features O.K.\nBridge 99.8.\u00E2\u0080\u0094Little Bridge Creek. Framed-bent trestle on piles. Length, 900 feet; number\nof spans, 60; height, up to 3 stories on 6 pile-bents 10 to 12 feet high at creek. Waterway O.K.\nPiles, 10-14 inches, barked fir, O.K. Timbers, ties, braces, etc., O.K. Bridge is loose and needs\ngeneral tightening. Alignment (curve) good. Surface good. Track on and off, fair. Rails\nspiked only every second tie and need redriving. Check-rail noses N.G. Bulk-head retaining-\nwalls have only two planks and not holding embankment. No water-barrels at bulk-heads.\nOther features O.K.\nNote.\u00E2\u0080\u0094B. and B. gang had not been over the bridges from Lone Butte to Williams Lake up\nto time of this inspection. Have been over same since and report defects corrected and bridges\ntightened. These notes read as bridges were at time of inspection.\nBridge 138.0.\u00E2\u0080\u0094Pile-bent trestle. Length, 150 feet; number of spans, 10; height, 17 feet.\nAVaterway, stream 16 feet wide, O.K. Piles, barked fir, O.K. Ties, braces, timbers, etc., O.K.\nBridge needs general tightening. Alignment good. Surface one-third way from north end, low.\nTrack on and off, good. Bulk-head fill at south end poor. No water-barrels. Check-rail noses\nN.G. Other features O.K.\nLength, 60 feet; number of spans, 4; height, 7 feet.\nPiles O.K. Ties, timbers, braces, etc., O.K. Bridge is\nAlignment and surface good. Track on and off, low.\nNo water-barrels. Other features O.K.\nLength, 75 feet; number of spans, 5; height, 16 feet.\nPiles O.K. Ties, timbers, braces, etc., O.K. Bridge is\nloose and needs general tightening. Alignment (tangent) and surface O.K. Track on and off,\nlow. Check-rails very short and noses N.G. No water-barrels. Other features O.K.\nBridge 138.48.\u00E2\u0080\u0094Pile-bent trestle. Length, 90 feet; number of spans, 6; height, IS feet.\nWaterway, stream 18 feet wide, O.K. Piles, barked fir, O.K., but some on small side. Ties,\ntimbers, braces, etc., O.K. Alignment good and surface out. Track on and off, low. Check-\nrails very short and noses N.G. No water-barrels. Other features O.K. (Bridge is loose and\nneeds general tightening.)\nBridge 140.0 \u00E2\u0080\u0094 (Or 139.99.) Framed-bent trestle on pile footings. Length, 480 feet; number\nof spans, 32; height, 3 stories. Waterway, small creek, O.K. Piles, barked fir, O.K., but many\nare on the small size and poorly driven. Some of pile footings are bents 8 feet high. Ties,\nbraces, timbers, etc., O.K. Bridge is loose and needs general tightening. Alignment (tangent)\nand surface both out. Track on and off, low. Check-rail noses N.G. Other features O.K.\nBridge 144-39.\u00E2\u0080\u0094Pile-bent trestle over roadway. Length, 57 feet; number of spans, 5;\nheight, 18 feet. Piles, barked fir, but light, being 9 to 10 inches sound. Timbers, braces, etc.,\nO.K. Alignment (tangent) and surface O.K. Track on and off, low. Ties are of poor material.\nNo water-barrels. Check-rail noses N.G. Bridge is loose and needs a general tightening. Other\nfeatures O.K.\nBridge 145.75.\u00E2\u0080\u0094Pile-bent trestle. Length, 90 feet; number of spans, 6; height, 15 feet.\nWaterway, dry. Piles, 10-14 inches, barked fir, O.K. Ties, timbers, braces, etc., O.K. Bridge is\nBridge 138.34.\u00E2\u0080\u0094Pile-bent trestle.\nWaterway, stream 20 feet wide, O.K.\nloose and needs general tightening.\nCheck-rail very short and noses N.G.\nBridge 138.41.\u00E2\u0080\u0094Pile-bent trestle.\nWaterway, stream 18 feet wide, O.K. E 30 British Columbia. 1921\nloose and needs general tightening. Line and surface 'good. Track on and off, very low. Check-\nrail noses N.G. No wTater-barrels. Other features O.K.\nBridge 155.28.\u00E2\u0080\u0094At material-yard, AVllliams Lake. Framed-bent trestle on pile footings.\nLength, 345 feet; number of spans, 23; height, 1 story. Pile footings O.K. AVaterway, Williams\nLake Creek, 100 feet wide, O.K. Ties, timbers, braces, etc., O.K. Bridge is loose and needs\ngeneral tightening. Out of line and surface. No flanger-signs up. Track on and off, low.\nOther features O.K.\nCribbing.\nAn inspection coincident with that of the bridges was made of the log-crib retainlng-walls,\nriver-protection cribs, etc., by myself and B. and B. Alaster Dillon between Squamish and\nWilliams Lake.\nThese cribs, walls, etc., are for the most part rock-filled, and in no instance where that is\nthe case did w7e find signs of distress or rot worth mentioning in the timbers. This is particularly\nthe case along Anderson and Seton Lakes, with the exception of the one just north of the 110-Alile\nboard, and along the Fraser A'alley north of Lillooet, with the exception of -those between Alile 1.7\nand Alile 6.\nRe these exceptions, the crib at Mile 110, Squamish Subdivision, was built a few years ago\nto replace the original one, whicli failed or was knocked out. This crib is dirt-filled, is aging\nrapidly, and the rock in which it is none too well toed appears to be soft and inclined to crumble.\nSpecial instructions have been given to .Section Foremen to watch this crib. In the group\nreferred to between Miles 1.7 and 6, there are nineteen crib-walls filled with dirt for the most\npart, and all are either badly aged, rotting, or showing signs of distress from other causes.\nAt Mile 1.7 there are four walls, built oue above the other in a dry slide, to protect the bridge\nat that point. These are comparatively new structures. The lowest one has had the dirt cave\nout from under the centre. The wall itself is intact, but in order to protect it and the ones\nabove a new one 4 feet high and 20 feet long, rock and brush filled, will have to be built, material\nfor which is on the site. The upper walls need some bracing.\nFrom the above point to Mile 4 the tie-timbers are badly dry-rotted in the dirt. The road-bed\nfor the most part is well back from these cribs and not bearing directly upon them, they being\nin some instances intended only to keep the slopes from wearing down by sliding. Between\nAliles 4 and 6 the cribs are of a mixed rock and dirt fill and are suffering from age and dry-rot.\nNone of the cribs mentioned in this paragraph have, however, shown any signs of stress or the\nappearance of going out, but Section Foreman and Roadmaster have been advised to keep a close\nwatch on the situation.\nThe dimensions of these walls are as follows :\u00E2\u0080\u0094\nFirst, north of Alile 1.7, 120 feet long, 17 feet high (13 logs), and 75 ties.\nSecond, 110 feet by 12 feet high (9 logs) and 47 ties.\nThird, at Mile 2, 150 feet long by 17 feet high (15 logs) and 141 ties.\nFourth, fifth, and sixth, between Aliles 2 and 3, are respectively, the order of dimensions\nbeing as above, 50 by 10 (9) and 20; 60 by 8 (7) and 18; 50 by 8 (6) and 16.\nSeventh, eighth, ninth, tenth, and eleventh, between Aliles 3 and 4, are respectively\n50 by -5 (4) and 6; 50 by 7 (6) and 13; 100 by 10 (9) and 36.\n' Tenth put in last year and O.K.\nEleventh, 65 by 13 (10) and 34.\nTwelfth, thirteenth, and fourteenth, between Aliles 4 and 5, are respectively 165 by 15\n(11) and 120; 125 by 16 (11) and 65; and 100 by 8% (6) and 30.\nFifteenth and last is 90 by 15 (4) and 14.\nThese walls should be reinforced, preferably by face-walls constructed about a foot in front\nof the existing walls and braced with outside posts and struts to a well-buried sill or parallel\ndeadman, and the intervening 1-foot space filled with rock. A considerable saving could be made\nby putting only post, strut, and sill construction against the present walls, but would be of\ndoubtful economy.\nThe river-protection cribs are working satisfactorily and are in good condition. The one at\nAlile 85, near D'Arcy, has been undermined, but the method of construction has, as intended,\nallowed the crib to settle and block the wash-out. Although badly settled and tilted at the centre,\nit is, except in appearance, as efficient as when first built. A short low toe-wall should be 11 Geo. 5\nDEPARTAIENT OP RAILWAYS.\nE 31\nbuilt on the lower side of the north abutment of Fraser River Bridge to save the bank-slopes.\nProtection-cribs should be built above the south end of Bridge 69.9, Squamish Subdivision, on\nthe Birkenhead River, in the vicinity of Alile 68, and a small crib just above the bridge at Seton\nwould help the situation at that point.\nMuch of the renewal work mentioned above can be done by the B. and B. extra gang or one\nof the floating gangs. Material will be the principal item to provide for.\nAlany trips of inspection, aggregating some thousands of miles, have been made by speeder\nduring the year, at which times the more important bridges, river-protection works, damaged\nbridges, points of danger, the action of floods, and the track and road-bed in general have been\nexamined and such action taken or remedy applied as the situation seemed to warrant.\nIn connection with these trips it is of interest to note that without the speeder the covering\nof the AVilliams Lake-Squamish Division would be hopeless. The car assigned to my use, a\nAiudge E-6, has been in constant service, summer and winter, since October, 1919, and with the\nexception of two minor worn parts and a broken valve-stem has had no shop repairs in that\ntime. The mileage per gallon of gasolene runs from 60 to 64 miles, and a continuous trip of\n200 miles in nine and a half hours produced no signs of distress. Under favourable conditions\nthe trip from Squamish to AVilliams Lake can be made in about thirteen hours.\nBefore closing I wish to make some comments on the maintenance-work in general during\nthe past year, and also call attention to the needs during the coining year.\nLabour, both skilled and unskilled, during the past year has been very hard to obtain at\nthe time it was most needed. This was particularly the case during the spring seeding and\nlate summer and fall harvest seasons. At many points, such as Pemberton, D'Arcy, Shallalth,\nLillooet, AIcKinnon, Pavilion, and Kelly Lake, the only source of labour upon which we are\nable to draw for sectionmen is the Indians, who in many cases are neither efficient nor steady,\nalthough paid the same wages as the white men receive.\nThe sections are long, averaging from 12 to 14 miles; the section gangs are composed of\nfrom five to eight men during the working season. There were times during the past season\nwhen some of these gangs were reduced to one or two men only, it being hard to obtain men to\nfill the places of those who quit to work on the ranches. Between patrolling track, cutting weeds\nand brush, ditching sliding cuts, etc., they had in many cases but little time for track-work. In\nthe case of heavy work and extensive tie renewals they were assisted by the extra gang, varying\nfrom eight to twenty men. Two small floating gangs, one on the Squamish and one on the\nLillooet Subdivisions, also assisted. Before winter set in the ditcher went over the line and\ncleaned out the worst cuts.\nUnder the foregoing conditions it is surprising that the track is in as good condition as it is.\nBetween Squamish and Lillooet the track does not appear to have its final lift; many embankments have settled, or were never brought to their proper height, and ballast at many places is\nvery thin; in fact, almost non-existent. The shortage of funds under which you are labouring,,\nis realized to the fullest extent, and this situation has been kept in mind in connection with all\nwork. I trust, however, that some means of providing ballast may be found for the worst places;\nalso for the approaches to bridges, the great majority of which are low, the ties mentioned in\nthe following paragraph, and the unusual renewals for bridges, as noted below.\nRoadmasters' and Section Foremen's reports for the year are not yet complete and tabulated\nin connection with tie renewals. From such reports as are in and from other sources of\ninformation the following estimate of tie renewals during the past year has been made. It is\nprobably sufficiently accurate for the purpose, but will be subject to revision when the final\nreports are in. Old seconds and culls from the stock-piles at East Lillooet, some twenty odd\nthousand; new ties obtained along the line at various times, about 5,500; and new ties from\nthe north this fall, about 14,000, making the total number of renewals about 40,000. Of the\ntotal ties received from the north we have about 10,000 on hand. For the coming season we\nshould have 75,000 more.\nIn the matter of river-protection, etc., the cribs installed in 1919 are still in place and have\ngiven splendid service, as our freedom from wash-outs indicates. There are, however, two\nadditional cribs needed before the floods of early summer, one above Bridge 69.6 and one in\nthe Birkenhead River in the vicinity of Mile 68. There is also some riprapping required at a\nfew points. Rock and other slides still occur from time to time, but with apparently diminishing\nfrequency. E 32\nBritish Columbia.\n1921\nThe B. and B. gang, which has been composed of from eight to twelve men, has made a very\ncreditable showing in work done during the past year. They have been over all bridges between\nSquamish and AVilliams Lake and have taken care of the most urgent needs of each. The bridges\nin general are in such condition that, with the renewals contemplated and the usual routine work,\nthey can be put into first-class shape during the coming year.\nThe biggest renewal item, absolutely required, will be footings for the Fraser River Bridge.\nEighty-seven were renewed this year and the remainder will have to be renewed in the spring.\nThe estimated cost of this work is $5,000 and can be handled by the B. and B. gang. Other\nrenewals-are in the way of new piles here and there in pile-bent trestles, piers, etc., and wiil\nnot be a heavy item. All superstructures are in good condition, with the exception of the decks\non Bridges 4.8 and 5.4, which are rapidly approaching a dangerous condition. These are now\nbeing redecked with material on hand.\nBesides the bridge-work, this gang has also done a large amount of work in connection with\nsection bunk-houses, stations, water-tanks, dock repairs, etc. Credit is due B. and B. Master\nDillon for the foresight displayed in laying out and handling his work, as otherwise there would\nhave been many slow-order bridges on the line.\n(c.) Construction\u00E2\u0080\u0094Clinton to Prince George.\nIt was not possible to carry out the construction programme projected for 1920 as planned,\nas the whole scheme of the projected work depended on being able to get across Deep Creek\nA'iaduct by the middle of July at the very latest.\nThe Canadian Bridge Company advised at the beginning of March that they expected to\nbegin erection of the bridge by April 10th. Strikes, freight congestion, and other contingencies\narose, however, later in the spring (entirely beyond the control of the Bridge Company), which\nindicated clearly that it would be impossible for it to commence and be able to continuously\ncarry ou the erection much before July, and the programme, of construction was therefore\nchanged to:\u00E2\u0080\u0094\u00E2\u0096\u00A0\n(a.) Regrading and bridge-building on the first 20 miles south from Prince George.\n(b.) The construction of 22y2 miles of nSw line north and south of Quesnel.\n(c.) The regrading, bridge-building, and track-laying on the 55 miles between Deep\nCreek and Quesnel, with the intention of reaching Quesnel early in December.\nIt was not possible, however, to get a train across Deep Creek Bridge before November 3rd,\nwhen a start was made on the season's track-laying.\nAfter laying 36 miles of main-line track to a point 19 miles south of Quesnel, or 329 miles\nnorth of Squamish, it was considered advisable to halt operations at that point till spring, as the\nadverse weather conditions would not permit of economical work being done.\nThe Canadian Bridge Company made an excellent record in erecting Deep Creek Bridge.\nThe first sixteen car-loads of bridge material arrived at the bridge-site on July 3rd, and the first,\ntrain crossed the structure on November 3rd.\nThis viaduct is of considerable importance, being 1,192 feet 11 inches in length between\nparapet walls, and the central portion being 285 feet in height from foundation to base of rail.\nIt contains 2,000 tons of steel and there are 4,200 cubic yards of concrete in the foundations.\nThe foundation-wor\u00C2\u00BBk and the erection-work presented difficult problems, but the whole\nstructure was completed without a mishap of any kind. The instrumental work in the field,\nthe field erection, and the shop fabrication were particularly well executed.\nProgramme remaining to complete Squamish to Prince George.\nThere are still 98 miles of main-line track to be laid from present rail-head to a connection\nwith the Grand Trunk Pacific at Prince George, and of this mileage 51 miles of the grade are\nready for track, leaving only 46.5 miles of regrading of the old line to be done next year to\ncomplete the grading on the whole line.\nIn addition to the 98 miles of main-line track-laying and the 46.5 miles of regrading above\nreferred to, thirty-six timber bridges and one steel viaduct have yet to be built, as well as the\nconstruction of 118 miles of telephone-lines, about 50 miles of fencing, the necessary station\nbuildings, water-supply stations, a small engine-house at Quesnel, and the ballasting and\nsurfacing between Deep Creek and Prince George. 11 Geo. 5\nDepartment of Railways.\nE 33\nRemarks on the Construction so ear carried out.\nThe work involved in completing the Pacific Great Eastern Railway from Squamish to Prince\nGeorge at the time the line was taken over by the Province involved the construction of 43 miles\nof entirely new railway, the regrading of 203 miles of the old road-bed, the construction of 73\nbridges, 2 steel viaducts, and 246 miles of main-line track-laying (passing and terminal trackage\nin addition) ; surfacing and ballasting the above-mentioned trackage, the necessary telephone-\nline, fencing, station buildings, water-stations, fuel-stations, roundhouses, machine-shops, turntables, and other terminal facilities.\nThis very considerable programme of construction was started in September, 1918, and has\nbeen to date carried out under conditions extremely unstable, making it nearly impossible to\nestimate with any degree of accuracy what any particular item of construction would cost,\nparticularly if the carrying-out of its construction would extend over any considerable period of\ntime. In connection with this difficulty of estimating closely in these abnormal times through\nwhich we have passed and are passing, I beg to cite just two examples, although I could bring\nothers to your attention:\u00E2\u0080\u0094\n(1.) On Alarch 10th, 1918, I advised you by letter of the letting by contract-of a large piece\nof railway-work by the Canadian Pacific Railway Company to one of the best-known and efficient\nrailway contractors in British Columbia. The terms of this contract are practically identical\nwith the terms of the contract under which the Pacific Great Eastern is being completed by the\nNorthern Construction Company.\nThe cost of this particular piece of work was estimated by the Railway Company's Chief\nEngineer, probably one of the best railway-construction men in Canada. This work is now\nfinished, and I am officially advised that the actual cost exceeded the estimate by 54 per cent,\ndue to abnormal conditions\u00E2\u0080\u0094conditions quite impossible of being foreseen by the most careful\nand experienced estimator.\n(2.) The Canadian Northern Pacific Company furnished the Department of Railways with\na statement showing the estimated cost of completing the Kamloops-Kelowna lines, 141 miles, as\nbeing $4,908,252.\nThe construction of about 121 miles of the above line is under way, the pro rata estimated\ncost of which is $4,212,045. The actual cost of construction to date is $4,127,026, and the work\ndone to date consists practically only of the clearing, grubbing, and grading, the last mentioned\nnot even being completed, so that when the 121 miles are finished and ready for operation they\nwill cost somewhere between $6,000,000 and $7,000,000.\nIn constructing an entirely new line of railway in normal times, unforeseen contingencies are\nprovided for by adding a reasonable percentage to an estimated cost, but the finishing of an\nabandoned line like the Pacific Great Eastern Railway in abnormal times presents a problem, as\nfar as estimating closely its cost is concerned, which is nearly insoluble.\nThe cost of carrying out the work in 1920 was estimated by me in 1919 and was based on\nprices of labour and commodities prevailing then. The actual cost of the work has exceeded the\n-estimated cost, and I beg to set forth just a few of the many valid reasons for the increase:\t\n(1.) On June 18th, 1919, I advised you in connection with the Alay statement that the work\nwas then being carried out at practically the unit prices quoted. The price of labour and\ncommodities had, however, by early in 1920 increased over that prevailing in 1919 by the\nfollowing percentages:\u00E2\u0080\u0094\n, Per Cent.\nLabour 37%\nBridge-timber gQ,\nBridge-stringers 43\nBridge-iron 16-30\nHay 35\nOats 22\nGeneral supplies, etc 24\n(2.) Additional slides, settlements, and wash-outs on the old line between the time measurements were taken on the old line in August, 1919, and the fall of 1920. A few of these additional\nslides and settlements are noted as follows:\u00E2\u0080\u0094\nCubic Yards.\n(a.) From Prince George to M.P. 20 92980\n(b.) From ALP. 20 to AI.P. 40 (not yet out) 14o!o00\n3\n- E ,34 British Columbia. 1921\n(c.) Removal of rotted crib-work and moving the line into side-hill at M.P. 53,\nnear Pichard's, and bad slide at Mileage 50, and having to throw line into\nrock-cut to save cribs 51,620\n(d.) Banks entirely washed out at big ravine at Alileage S and Alileage 10,\nQuesnel south, and cuts filled in at both points 60,905\n(e.) Additional slides, Soda Creek 24,192\n(/.) Cleaning out heaving, Kaolin Cut, south of Williams Lake 51,229\n(g.) Slide on south slope, Deep Creek, necessitating lengthening of viaduct 76,639\n(h.) Construction of deviation at ALP. 137 owing to collapse of old line along\nSan Jose River 14,525\n(j.) Additional settlements on muskegs between Aliles 130 and 140 9,351\nI have only cited a few examples as to slides and settlements, but some idea of the magnitude\nof this class of work involved may be formed wThen it is realized that the regrading of the old\nline handled covered 157 miles.\nI had expected that some additional slides and settlements would occur, but did not expect\nconditions to be so serious as they turned out to be.\nWe have had more rain in the Cariboo than for years past. The ground was absolutely\nsaturated with moisture when the freeze-up came, and there will likely be heavy additional\nslides next spring on some sections.\nI do not anticipate any trouble on the new lines (22y2 miles) north and south of Quesnel.\nIn connection with these lines, Assistant Engineer Bridge reports to me under date of October\n27th as follows :\u00E2\u0080\u0094\n\" The heavy rains of the past two months are responsible for a lot of extra work both on\nthe old grade and the new work, but I am pleased to say that both on the Cottonwood and\nQuesnel new lines any slides which we have had are just local and what you would get in any\ncountry after such heavy and continuous rains as we have had since September 1st, and shows\npretty conclusively that our line is in the right place.\"\nMany other items of unforeseen expenditures also arose, such as increase in train-crew rates\n(authorized by the Dominion Board), thus affecting the cost of operating the construction swing-\ntrain service, Deep Creek to Williams Lake, additional costs due to irrigation seepage, increase\nin both length and height of bridges over the original plans due to bad ground, etc.\n(8.) REPORT OF RECONNAISSANCE SURVEY FROM A^ANDERHOOF, B.C., NORTHERLY\nAND EASTERLY TO INTERPROATNCIAL BOUNDARY ArIA PEACE RIArER PASS,\nSUALAfER OF 1920.\nBy X. H. Williams, OE.\nRailway Possibilities.\nThe route covered was that part of Central British Columbia to the north of the Grand\nTrunk Pacific Railway main line near the 124th meridian to the junction of the Peace, Finlay,\nand Parsnip Rivers; thence through the Peace River Aralley and connecting with the projected\nlocation of the Pacific Great Eastern Railway near the junction of the Jliddle Fork and the\nSouth Pine River.\nThe result of my reconnaissance is that it is quite practical to build a standard-gauge railway\nthrough this section of British Columbia, and in no case will any serious difficulties be encountered. Construction for the most part will be extremely light; a gradient not exceeding 1 per\ncent, can be obtained; very little solid rock exists; good crossings of all rivers and streams\nwere found; and an abundance of gravel for both ballast and concrete-work is to be had\npractically throughout the entire line. Timber for piling, culverts, and ties is for the most part,\nhowever, scarce.\nLeaving the Grand Trunk Pacific Railway at ATanderhoof, the Nechako River is crossed about\nMileage 1 to the mouth of Clear Creek. Following Clear Creek for about half a mile, the line\nwould come out on a large plateau known as \" 24 Prairie.\" This extends for about 10 miles and\nis quite flat. A range of hills extends generally east and west at this point, separating the\nNechako and Stuart River Aralleys. The summit is reached in about 6 miles on a maximum\ngrade of 1 per cent, and being 170 feet above the plateau.* From this summit to the crossing\nof the Stuart River there is a fall of 95 feet in a distance of 20 miles. Fort St. James lies 11 Geo. 5\nDepartment of Railways.\nE 35\nabout iy2 miles to the north, being Alileage 30.5, elevation 2,225 feet. Leaving Fort St. James,\nthe line would run in a north-easterly direction, passing the east of Mount Murray, crossing the\nOcock River at M.P. 49, elevation 2,425 feet. It would now continue in a northerly direction\nand to the east of Lookout Mountain, crossing the Tsilcoh River at M.P. 59, elevation 2,535\nfeet, and continuing northerly to Poison Creek, M.P. 67, elevation 2,530 feet. From this point it\nwould be necessary to follow Poison Creek to Horseshoe Lake, which is on the summit of the\n- Pacific-Arctic Divide. Summit ALP. 92, elevation 3,150 feet. Now following along Horseshoe\nLake and Sheshe Nadji Lake to Suschona Creek and Suschona River to the Nation River, M.P.\n108, and crossing the latter river at elevation 2,800 feet.\nThe greatest difficulty to be encountered thus far lies in crossing 12-Mile Mountain and\ngetting from the Nation River Aralley to the Alanson River Aralley. This is done by following\nalong the north shore of the Nation River to a point near the 124th meridian; thence northerly\nand north-westerly to the head of Gaffney Creek, and following this creek to the Manson River.\nHead of the Gaffney Creek, M.P. 128.5, elevation 3,400 feet; junction of Gaffney Creek and\nManson River, ALP. 147.5, elevation 3,000 feet. From this point the Alanson River Aralley is\nfollowed into the Parsnip River ATalley, and thence to Finlay Forks, M.P. 1SS, elevation 2,000\nfeet. The Parsnip River is crossed at this point, and two alternative routes present themselves\nfrom this point along the Peace River to Rocky Alountain Canyon. By crossing to the north side\nofthe Peace River advantage is taken of being on a southerly slope, thus eliminating the necessity\nof protection against snow-slides; however, two bridges over the Peace River would be required.\nBy following the south shore these bridges would be eliminated; several snow-sheds would be\nrequired around Mount Selwyn and to the east, but a series of benches, practically natural railroad embankments, extend the entire length of the river as far as the canyon. Canyon AI.P. 273,\nelevation 1,800 feet. Passing through the canyon fairly heavy rock-work is encountered, and the\nmain bench above the Peace River is reached at M.P. 296, elevation 2,400 feet, at Alaurice Creek,\nopposite Hudson Hope. From this point junction is made with the projected location of the\nPacific Great Eastern Railway on the Pine River by following easterly by Sucker Lakes, crossing\nthe Moberly River to MacEwan Creek; thence to the Pine River, and following up the Pine\nRiver to. the above-mentioned projected location, M.P. 344, about 82 miles from Swan Lake.\nIt will be noted that a very low gradient is obtained through the Peace River Pass, which\nis really the Rocky Alountain Canyon, although it lies considerably to the east of the Rocky\nMountains. A most peculiar feature will also be noted in connection with this pass\u00E2\u0080\u0094namely, that\nthe controlling point is lower than the country to either the east or west. In other words, a\ndescending grade is encountered in coming from either direction.\nLine No. 1\u00E2\u0080\u0094 Miles.\nPacific Great Eastern Railway projection, Prince George to Swan Lake via\nPine Pass 316\nLine No. 2\u00E2\u0080\u0094 \t\nReconnaissance from Aranderhoof via Peace River Pass to Hudson Hope.... 296\nHudson Hope to Pacific Great Eastern Railway projection 48\nThence to Swan Lake 82\nTotal 426\nEstimate of Cost. Miles\nVanderhoof to Hudson Hope 296\nHudson Hope to Pine River 48\nPine River to Swan Lake 82\nTotal 426\n296 miles at $37,500 $11,100,000 00\n48 \u00E2\u0080\u009E 46,000 2,208,000 00\n82 \u00E2\u0080\u009E 57,000 4,674,000 00\nTotal , $17,982,000 00\nPrince George via Pine Pass to Swan Lake\u00E2\u0080\u0094 \t\nConstruction $18,000,000 00 E 36\nBritish Columbia.\n1921\nIn route via Pine Pass there are no waterways that can be used for the purpose of bringing\nin supplies or equipment. The route from Prince George via the Parsnip River and Peace River\nfollows navigable waterways practically the entire distance, while the route from ATanderhoof\nvia the Nation River has the advantage of both roads which are already built for a distance of\nabout 65 miles, which could be extended at a small cost, and river navigation used for balance\nof way.\nTwo alternatives might be considered in connection with a line running into the Peace River\ncountry. One from Prince George following the present projected location via Crooked River\nand Summit Lake; thence down the Parsnip River to Finlay Forks. In connection with this\nline, however, it would leave the Nechako Valley and the large areas around Stuart River and\nStuart Lake and Big Prairie to the north without railway transportation, which is a larger and\nmore fertile tract than that around the Crooked River.\nThe other alternative would be to continue down the Nation River to the Parsnip; thence\nfollowing the Parsnip to Finlay Forks instead of turning north near the 124th meridian to\nGaffney Creek and the Manson River. This route would be practically the same distance and\nconstruction about the same. In this connection, however, it would be necessary to run trial\nlines over both routes before it would be possible to determine the most advantageous one.\nOwing to the small revenue that will be obtained from a railway between Hudson Hope and\nSwan Lake for many years to come, I would suggest that a line only to the former place *8e\nconsidered at the present time, and arrangements made with the Edmonton, Dunvegan & British\nColumbia Railway or Canadian National Railways for extension into the Pouce Coupe Prairie\nfor a few miles. At any future time it would then be possible to extend either in this direction\nor in a north-easterly direction by the Halfway River in the direction of Arermilion Chutes.\nTOWNSITES AND TERMINAL FACILITIES.\nTownsites and terminal facilities would be required at or near the Nation River, at Finlay\nForks, and at Hudson Hope. At the two latter places ample level ground is to be found, and\nat the former, where only a small terminal would be needed, this could also be done at very small\nexpense. Excellent and abundant supplies of water are to be found all along the line for boiler\npurposes.\nLand.\nVanderhoof, which is in the Nechako A7alley, is the centre of a vast agricultural tract which\nis only beginning to be settled. This valley is covered for the most part with small poplar,\naveraging not over 6 inches in diameter. Excellent hay-crops are grown here and it is gradually\ndeveloping into a dairying district. A creamery has this year been established at ATanderhoof.\nThe Nechako Aralley extends north of the Nechako River about 15 miles. From this point,\ncrossing a range of hills lying between the Nechako and Stuart Valleys, the land is of little or\nno value for agricultural purposes, being covered with small jack-pine. From about 7 miles\nsouth of the Stuart-River excellent agricultural land extends along the Stuart and Necoslie\nRivers, Stuart Lake, and north to what is known as \" Big Prairie.\" This section comprises\nmany thousands of acres of good agricultural land, with a large percentage of it open.\nAlong Poison Creek and into the Nation Valley and Manson Valley only isolated sections of\nagricultural land are to be encountered, and then they are of small extent. The lower reaches\nof the Alanson River Valley are, however, of a decidedly different nature. The land here merges\nwith that of the Lower Parsnip Aralley, and a conservative estimate of the available good agricultural land of the Parsnip, Alanson, and Finlay Valleys places the amount at over 500,000 acres.\nVery few settlers have settled in this district, but excellent results have been attained in a small\nway by the few who have located here. The lack of transportation has made it impossible to\nbring in the necessary farming implements, and no market exists, as yet, for the produce. Hay,\nparticularly, attains a very luxuriant growth in all parts of these valleys.\nFollowing down the Peace River from the confluence of the Parsnip and Finlay Rivers to-\nHudson Hope, the agricultural possibilities are rather limited on account of the narrowness of\nthe bench land on either side of the river. Only four settlers were encountered, but the results\nwhich these had obtained would come up to the expectations of even the most optimistic. At\nBeattie's ranch, which is located on the north side of the Peace River, 20 miles above Rocky\nMountain Portage, tomatoes were ripened on the vines out-of-doors from seed sown outside. 11 Geo. 5\nDepartment of Railways.\nE 37\nThe vegetables and fruits grown at Hudson Hope would compare most favourably with those\ngrown on Arancouver Island.\nFollowing in a south and easterly direction from Hudson Hope via Moberly Lake to the\nSouth Pine River, very few have as yet come in, and practically all of those who filed on homesteads have since left, claiming that farming in this district was unsuccessful on account of\nsummer frosts. This section contains a fairly large quantity of commercial timber, which is\ndealt with under that heading.\nFrom the upper bench at Hudson Hope on the north side of the Peace River, at elevation\nabout 2,400 feet, practically all the land in a north-easterly direction to Vermilion Chutes is good\nland for mixed farming.\nThe land north from Fort George is reported to be of rather poor quality, especially along the\nCrooked River, and crops suffer from summer frosts. The land Improves along the Parsnip River\nand the best is found around the Finlay Forks. This tract, however, is tapped by the line from\nVanderhoof through the Peace River Pass.\nTimber and Gravel.\nTimber.\u00E2\u0080\u0094Fairly large timber limits exist around the head of Stuart Lake and Trembleur\nLake. With railway facilities at Fort St. James, this timber could all be brought down by water\nto the latter place. Small areas of spruce and jack-pine are to be found scattered along the line\nas far as Finlay Forks, but in no place in large quantities. This timber would be suitable for\nties and piling. Nearly all this country has been burnt over and the majority of the timber is\nsecond growth and small. No timber of consequence is to be found between Finlay Forks and\nHudson Hope. South-east of Hudson Hope are very large stretches of commercial timber, this\nbeing the only section which has escaped being burnt.\nGravel.\u00E2\u0080\u0094Extensive gravel-pits containing excellent gravel for both ballasting and concrete-\nwork are to be found in large numbers.\nCoalfields of the Peace.\nWith the development of this section of British Columbia, valuable and extensive coal areas\nwill be opened. At Hudson Hope and Carbon River samples of both bituminous and anthracite\ncoal can be seen, having very high heat units, as will be seen from the following assayer's report.\nWith the provision of railroad communication, these coal-deposits will be of great importance to\nthe development of the district. \"Hie high quality of the coal will enable it to compete far afield\nfor railway and steamship consumption.\nFrom a few miles west of the Carbon River to the east of Hudson Hope the coalfields exist,\nand good measures are found at and near both the Carbon River and the Rocky Mountain Canyon.\nThis is for a distance of over 40 miles in an east-and-west direction. Coal has been known for\nmany years to exist along the South Pine River, and it is supposed that these are a continuation\nof the same deposits which are found on the Peace River. This coal is equal to a high grade\nof steam-coal from the Welsh fields, and compares favourably with the best West Virginia coals,\nbeing altogether of an exceptional high quality for Western America. The regularity of the\nmeasures and their freedom from disturbance is remarkable, and the low ash content in the\nsamples taken as they were from outcrops shows the exceptionally clean nature of the seams.\nThe Johnson and Gething interests, who are operating the claims at the Rocky Mountain\nCanyon, report that they will be in a position to ship 1,000 tons per day as soon as transportation\nis provided. The claims at Carbon River were sold recently to the American International\nCorporation for $230,000, and these interests should be in a position to ship an equal amount\ndaily.\nIt will be noted that there is apparently an almost inexhaustible supply of coal in this section\nof British Columbia. E 38\nBritish Columbia.\nThe following is a report of the analysis of samples of coal taken from the Carbon River\nand the Rocky Mountain Canyon, and made by E. Stansfield, Chief Engineering Chemist of the\nDivision of Fuels and Fuel Testiug of the Mines Branch of the Department of Alines, Ottawa,\nOnt. :\u00E2\u0080\u0094\n\" Ottawa, January 7th, 1918.\n\" Sample mark ' Gethings.' ' Carbon.'\nLaboratory sample number (see remarks)... 1212 1213\nMoisture condition of sample (see note) ... . R. D. R. D.\nApproximate analyses\u00E2\u0080\u0094\nAloisture (per cent.) 1.6 ... 1.5\nAsh (per cent.) 2.9 3.0 2.1 2.1\nA'olatile matter (percent.) '.. 25.1 25.5 20.5 20.8\nFixed carbon (by difference) (per cent.) 70.4 71.6 75.9 77.1\nFuel ratio, fixed carbon-volatile matter.. 2.8 2.8 3.7 3.7\nCoking properties Forms fair coke. Barely agglomerates.\n\" Remarks : 1212 taken from Rocky Alountain Canyon; 1213 taken from Carbon River.\n\" Note.\u00E2\u0080\u0094Figures in Column ' R'. refer to fuel as received, and in Column ' D ' to fuel\ndried at 105\u00C2\u00B0 C. The analyses were made on the fuel as received, and other results calculated\ntherefrom.\"\nOther Minerals.\nGalena and sulphide ore is found from the Peace south beyond Pine Pass. Aiica with large\nclear sheets and fine cleavage is found in various places, especially near the low-grade ore-body\nat Alount Selwyn. Platinum Is reported to exist in the tributaries of the Finlay River, and the\nwriter was shown a small quantity said to be worth $300 and which was supposed to have come\nfrom this district.\nAt present placer-gold mining is being carried on at Alanson and Germansen Creeks. The\nIngenika Gold Alining Company is at present engaged in development-work at the mouth of the\nIngenika River. This is a dredging proposition, but owing to the lack of transportation very\nlittle progress has been made. Another dredging outfit is at work on the north side of the Peace\nRiver at Brennan's Flats, about 7 miles below Carbon River, but very, little progress has been\nmade here.\nLarge copper-deposits are reported to exist to the north of the Peace River, but as yet they\nare only in the prospecting stage, but present indications are favourable for satisfactory results.\nOil.\nIn the Peace River District of British Columbia oil has not as yet been discovered. A report\nby the late Professor J. C. Gwlllim was made in 1919, which recommended further explorations\nalong this line, and indications are that oil will be discovered here in the near future. The\nImperial Oil Company is doing a great deal of work towards this end in Alberta, adjoining the\nBritish Columbia District.\nPower.\nIn regard to power, the following report prepared by A. C. Attwood, of the Dominion Water-\npower Branch, explains the situation as well as can be done without extensive investigation along\nthis particular line:\u00E2\u0080\u0094\nAlany misleading statements have been published relating to the vast amount of power\navailable on the Peace River. This river, from the canyon in British Columbia to A7ermilion\nChutes in Alberta, a distance of approximately 500 miles, is a wide, swift river flowing over\na sand or gravel bed, generally shallow, and through a deep valley, with gently sloping sides.\nThe river is a mountain stream, as are many of its tributaries, and as a result the flow is very\nirregular, varying as much as 50 to 1 between high and low wTater, with the floods occurring\nduring the summer months and the low flow during the winter.\nOn the Peace River there are two possible power-sites\u00E2\u0080\u0094one in the headwaters at the canyon\nand the other at Arermilion Chutes.\nThe canyon site has not yet been investigated by the Department's Power Engineers, and\nwhile the total fall through the canyon, which is about 18 miles in length, is reported to be\nbetween 225 and 275 feet, it is not known how much of the total head can be developed. In any 11 Geo. 5\nDepartment op Railways.\nE 39\nevent a power-development at this site will be an expensive undertaking, and can only be\naccomplished when a market for the power is available close at hand.\nThe possibility of developing small blocks of power on the tributaries of the Peace River\nhas not been definitely investigated, but these tributaries are quite numerous, but are fed by the\nmelting snows in the mountains and foot-hills during the summer months and have only a small\nrun-off during the winter. Further investigations may, however, reveal the possibility of storing\nand conserving the flood-waters on many of these streams, thus producing sufficient power to\noperate small mills and possibly supply the demands of a small municipality.\nThe inherent disadvantages of the Peace River and its tributaries as a source of power at\nthe present time are: (1) The irregularity of flow; (2) high cost of development; (3) absence\nof market.\nThese disadvantages may, however, be overcome by: (1) The creation of storage-reservoirs\nto regulate the flow; (2) by settlement in the district. As the district becomes thickly populated\nand towns spring up transportation facilities will be greatly improved and a market created for\nthe power.\nLines of Communication.\nThe section of British Columbia covered by this reconnaissance is greatly lacking in the\n\u00E2\u0080\u00A2matter of lines of communication. Little or no work has been done for many years on the trail\nfrom Fort St. James to Alanson Creek. There was no trail in a -northerly and easterly direction\ntowards Finlay Forks, but what had grown up to such extent and blocked by numerous windfalls\nthat it was necessary to cut a trail for many miles in order to get through. It cannot be\nconsidered that this work has built a trail, as our objective was to get through to Finlay Forks\nand only the work that was absolutely necessary was done. From a point about 11 miles southwest of Finlay Forks a fairly good trail exists into this point. There is no trail whatever along\nthe Peace River as far down as the Ottertail River. This means that all that section of British\nColumbia west of the Ottertail River and north of Finlay Forks is isolated from the closing\nof navigation about October 15th until about January 15th of each year, when it is then possible\nto travel on the ice. It also frequently happens that mild spells occur during the winter, making\nit extremely dangerous to travel in this way. Another two months of isolation frequently takes\nplace in the spring during the break-up. A trail or sleigh-road should be built from Finlay Forks\nalong the north side of the Peace River at as early date as possible.\n(9.) EDAIONTON, DUNVEGAN & BRITISH COLUMBIA RAILWAY.\nIt was reported in August that the Alberta Government was to arrange to have 18 miles\nof steel laid on the Edmonton, Dunvegan & British Columbia Railway from Spirit River westward towards the British Columbia boundary to get at tie-timber. Information reached the\nDepartment also that good gravel for ballast existed about 40 miles west of Spirit River, and\nit was considered likely, if the existence of this gravel could be proved, that the Alberta Government would cause additional trackage to be laid to this point so as to get the gravel for ballasting\npurposes.\nIn order to get reliable data on which to formulate a proposition to be made to the Alberta\nGovernment and the Edmonton, Dunvegan & British Columbia Railway Company to induce them\nto lay steel and operate the road as far as the British Columbia boundary, R. Brunton, C.E., was\nsent on the ground to report. His report follows:\u00E2\u0080\u0094\nWith reference to your memo, to me dated the 24th ultimo, giving me instructions to examine\nthe Edmonton, Dunvegan & British Columbia Railway and get the information as set forth in\nthe memorandum from the Hon. the Premier to yourself: I left Arictoria on the 27th ultimo and\narrived at Spirit River on AA7ednesday, the 1st instant, leaving there on the afternoon of the\nsame day on horseback, arriving in Pouce Coupe on the afternoon of the 2nd instant.\nI inspected the right-of-way of the Edmonton, Dunvegan & British Columbia Railway to\nwhere the line has been constructed, a point near the boundary-line between Alberta and British\nColumbia. I found the construction-work of this railway of a light nature and must have been\nbuilt cheaply; there are few bridges and none of any consequence. The Canadian Pacific Railway\nCompany has prepared the road-bed and has completed the bridges in a temporary manner, and at\nan early date will lay steel for about 15 miles from Spirit River. The foregoing has and will be E 40\nBritish Columbia.\n1921\ndone for the purpose of hauling ties from the tie camps, where a considerable number of ties are\nbeing got out for other parts of the Edmonton, Dunvegan & British Columbia Railway.\nTies are also being cut in this vicinity for the Canadian National system. There are a great\nnumber of ties lying along the right-of-way which were put there by J. D. McArthur & Co. four\nyears ago; very few of these ties could be used now, as the majority of them would not hold\nspikes.\nTo complete this line from Spirit River to the British Columbia boundary would cost about\n$20,000 per mile for the distance of 54 miles, say $1,080,000\nIn addition to this there would be an expenditure for\u00E2\u0080\u0094\nWater-stations 11,000\nStation buildings 6,000\nTerminal facilities . 35,000\n$1,132,000\nContingencies, 10 per cent 113,200\nTotal $1,245,200\nWith reference to the question of ballast, I spent two days on the examination of the ground\nwhere George Hart and Charles AIcLean believed that there was a whole mountain of good\ngravel. I would say that this was a general belief and originated during the construction of\nthe line. I found that this ground was only covered with between 9 inches to 1 foot of clayey\nsand and gravel lying on top of clay, and a place described to me as a face of gravel 50 feet\nhigh was just a shale-slide about 1 foot deep.\nI took with me on this examination A. R. Hamilton, of Pouce Coupe, and this man has had\na wide experience on steam-shovel work in gravel-pits. When we found that there was not any\ngravel, I engaged him to make further search in the vicinity of the railway, because from my\nobservations of the country I thought that there was reasonable hope that a body of gravel\nsufficient for the purpose required could be found. As I was very ill with dysentery I left\nPouce Coupe on the 6th instant vfii Grande Prairie for Edmonton, arriving there on the 8th,\nand was unable to travel until the 11th, when I left for A7ictoria. On the 15th instant A. R.\nHamilton wired to state that he had located No. 1 gravel 40 to 50 feet deep. Trace for half a\nmile, easy to tap within 2 miles of Pouce Coupe. It would seem from this discovery that the\nballast question has been solved.\nTo extend the Edmonton, Dunvegan & British Columbia Railway to Pouce Coupe would cost\nabout $360,000. This line would be about 12 miles long at an average cost of $30,000 per mile,\nand it would be possible to connect this line at Pouce Coupe with the Pacific Great Eastern\nprojected location from the west.\nBetween Spirit River and the Provincial boundary there are long stretches of barren\ncountry and there are few settlers; there is very little good land until Pouce Coupe is reached.\nA greater number of settlers would be served and consequently there would be more business\nfor the railway if the Edmonton, Dunvegan & British Columbia Railway were extended from\nGrande Prairie, connecting up with the Pacific Great Eastern at Swan Lake, and a branch line\nbuilt into Pouce Coupe District. The Canadian Northern Railway located a line through this\ncountry, and this line, including the branch line to Pouce Coupe, would be about 90 miles in\nlength, entailing a capital expenditure of $2,250,000.\nExaminations of the Dolly Varden Alines Railway, the Copper Mountain branch of the\nKettle Valley Railway, and other lines of railway and of their power and equipment have also\nbeen made during the year.\nApplications for extension of time in which to complete their undertakings made by various\nrailway-companies have been dealt with. A list of certificates issued during the year is given\nin Appendix A.\nAccidents which have occurred on railways under the jurisdiction of this Department and\nreported as required by the Act are stated in Appendix B.\nA list of the railways incorporated under Acts of the Legislature of British Columbia since\n1883 is given in Appendix C.\nA list of the companies operating logging and industrial railways, with their mileages, etc.,\nis given in Appendix D. 11 Geo. 5 Department of Railways. E 41\nBalance-sheets, in accordance with the provisions of the \" Railway Act,\" have been filed\nby the following railway companies:\u00E2\u0080\u0094\nBritish Columbia & Yukon Railway Company.\nCrow's Nest Southern Railway.\nPacific Great Eastern Railway.\nVictoria & Sidney Railway Company.\nVictoria Terminal Railway and Ferry Company.\nI have the honour to be,\nSir, .\nYour obedient servant,\nA. F. PROCTOR,\nChief Engineer. \u00E2\u0096\u00A0\nE 42\nBritish Columbia.\n1921\nAPPENDICES.\nAPPENDIX A.\nCertificates, 1920.\nPacific Great Eastern Railway Co.\u00E2\u0080\u0094\nMinister's approval to operate from Lone Butte to Williams Lake\nPacific Great Eastern Railway Co.\u00E2\u0080\u0094\nApproval of Telephone and Telegraph Tariff \t\nCert. No.\n. 452\n453\nAPPENDIX B.\nAccident Report, 1920.\nPersons injured.\nResult.\nCause.\nComox Logging &\nRly. Co.\nSamuel Willoughby . .\nFrank Davison \t\nWilbur Watson \t\nCanadian Western\nFuel Co., Ltd.\nJohn Barbori \t\nThomas W. Harris . .\nCrow's Nest Southern.\nW. M. Callin \t\nEdward C. Rolette .. .\nClause Eidstue \t\nRalph Lotito \t\nDan Houcher \t\nWilliam Farrow\t\nMike Pisoney \t\nJohn Kaspei-\t\nB. Semenza \t\nEarl Slavton \t\nFred Pelletier \t\nTom Dolan \t\nJoe Smith \t\nGeorge Johns \t\nFatal; died in 20 minutes \t\nFatal ; lived 20 hours\t\nBad scalds on hands, legs, and neck,\nbut not serious \u00E2\u0080\u00A2.\nCut and bruised legs\t\nKilled instantly \t\nSprained right ankle\t\nContused side, fractured rib \t\nInjured spine \t\nFractured eighth rib \t\nSlight laceration second finger of right\nhand \t\nPalm festered \t\nAnkle twisted \t\nSecond finger of right hand, soft parts\ntorn from bone, terminal phalanx..\nFinger lacerated \t\nStrained ankle \t\nIncised wound below inner ankle ...\nContused wound and fracture of middle finger\t\nFractured ankle \t\nSprained right wrist\t\nLocomotive boiler exploded.\nCaught between cars whilst switching.\nFell between cars on moving train.\nSlipped on ice.\nWas on side of car and struck by lumber\npiled too close to track.\nScaffold broke.\nPell against push-car when lifting it from\ntrack.\nScratched finger.\nCot sliver in palm of hand.\nStarting motor-car, caught foot between ties.\nFinger caught in machinery while starting\nspeeder.\nShaker-bar slipped off post while shaking\ngrates.\nStepped from car to ground and turned ankle.\nPointing piling for removal of bridge, axe\nglanced off.\nWhile raising bridge hoisting-jack slipped\nand fell on finger.\nSlinped on car floor.\nFell from bridge. .\n11 Geo. 5\nDepartment of Railways.\nE 43\nAPPENDIX C.\nRailways incorporated under Acts of the Legislature of British Columbia since 1883.\nName of Railway.\nCap.\nYear.\nRemarks.\n30\n1903\nLapsed.\n46\n40\n60\n52\n1898\nIS 90\n1890\n1891\n..\nii i,\n\"\n52\n1896\n)\u00C2\u00BB *\nAshcroft, Barkerville, & Fort\n49\n1906\n\u00E2\u0080\u009E\nGeorge Rly\nArrowhead & Kootenay Rly. ..\n47\n65\n79\n1898\n1901\n1S99\n\"\nAtlin Short -Line Rly. & Navi\ngation Co.\n80\n1897\n,,\nBarkerville, Ashcroft & Kamloops Rly.\nBedlington & Nelson Rly\t\n46\n1S97\n..\n47\n1897\nDeclared for public benefit, c. 53, 1899.\nBedlington & West Kootenay\nRly.\nBentinck Arm & Quesnel Rly\n46\n1803\nLapsed.\n48\n1907\n\"\nBella Coola & Fraser Lake..\n50\n1906\n,,\nBritish Columbia & Alaska 'Rly.\n56\n1910\n,,\nBritish Columbia & Northern. .\n32\n1903\n,,\nAlackenzie Valley Rly\t\n53\n1906\n,,\nBritish Columbia Central ....\n51\n1906\nii\nii i ....\n57\n1910\nBritish Columbia Northern &\n52\n1906\n,,\nAlaska Rly.\nV\nBritish Columbia Southern ..\n36\n1893\nji.mended, c. 47, 1893 ; repealed, c. 53, 1894 ; c. 39. 1894 ;\nc. 4, 1896 ; c. 53, 1896; c. 33, 1897. Declared for public benefit, c. 36. 1897.\nBritish Columbia Electric Rly. .\nVancouver Street Rly ...\n31\n1SS6\nLapsed.\nii i.\n38\n1S89\nIncorporation.\nVancouver Electric Rly &\n51\n1890\nAmendment.\n& Light Co.\nNational Electric Tramway\n39\n1889\nVictoria Electric Rly. & Light Co., c. 62, 1894.\n& Light Co.\nDitto \t\n52\n65\n1890\n1890\nAmendment.\nWestminster Street Rly. . .\nWestminster & Vancouver\n67\n1890\nAmended.\nTramway Co.\nBritish Columbia Electric\n49\n1890\nA\nCo.\n(Act to amalgamate Westminster Street Rly. & Westmin-\nDitto \t\n71\nsi\n1891\n18 9 4\nJ ster & Vancouver Tramway Co.\nAmended. Land grant.\nIncorporation.\nConsolidated Rly. & Light\nCo.\nDitto \t\n56\n1894\n55\n1896\nAmendment.\nVictoria Electric Rly. &\n63\n1894\nCity of Victoria to supply light and power.\nLight Co.\nVictoria & British Columbia\n81\n1897\nSupply electric light and power in and around City of\nKlec. Rly. Co. Agreement\nVictoria.\nBritish Columbia Yukon Rly. Co.\n49\n1897\nOperating.\nBurrard Inlet & Fraser Valley\nRly.\nBurrard Inlet Rly. & Ferry Co...\n54\n1891\nAmended, c. 48, 1893, and c. 59, 1895. Lapsed.\n53\n1891\nLapsed.\nCanadian North-eastern Rly. . .\n74\n1911\n48\n1892\n,\n3\n1910\nMain Lines.\u00E2\u0080\u0094Agreement.\nCanadian Northern Pacific Rly.\n4\n1910\n(a.) Yellowhead Pass to Vancouver, completed: (6.) Victoria to Barclay Sound, time extended to July 1st. 1917.\n,2\n32\n1912\nBarclay Sound to Nootka Sound, time extended to July 1st,\n1917.\nBranch Lines.\u00E2\u0080\u0094 (a.) Westminster Bridge to Vancouver,\n\u00E2\u0080\u009E\n57\n1913\ntime extended to July 1st. 1917 ; (ft.l Westminster\nBridge to Steveston. time extended to July 1st, 1917 ;\n(c.) Victoria to Patricia Bay, completed.\n,, ,, ,,\n58\n1913\nAmendment to e. 4. 1910.\n\"\n59\n1913\nTerminals.\u00E2\u0080\u0094Port Mann, New Westminster, Vancouver,\nVictoria. Steveston, and Patricia Bay.\n21 11 1,\n61\n1914\nFurther aid towards construction.\n\"\n62\n1914\nAmendment to c. 57. 1913. Declared for public benefit,\nOrder in Council, February 20th, 1917.\nCanadian Pacific Rly\t\n11\n1880\nLand grant.\nCanadian Western Central Rly.\n20\n1889\nLand subsidy.\ni.\n34\n1889\nIncorporation. Amended, c. 40, 1890; c. 36, 1892; c. 39,\n1893 ; c. 4, 1895; c. 35. 1897. Lapsed.\n50\n1898\nLapsed.\nCariboo, Barkerville & Willow\n62\n1910\nRiver Rly.\nCariboo Rly. (Ashcroft&Cariboo)\n55\n1897\nAmendment, c. 50, 1897. Lapsed.\nCassiar Central Rly\t\n35\n1S97\nCrown grant.\n\t\n52\n1897\nIncorporation. Lapsed. E 44\nBritish Columbia.\n1921\nAPPENDIX C\u00E2\u0080\u0094Continued.\nRailways incorporated under Acts of the Legislature of British Columbia\u00E2\u0080\u0094Continued.\nName of Railway.\nCap.\nYear.\n68\n1901\n55\n61\n1891\n1890\n21\n62\n1889\n1890\n25\n1883\n8\n54\n1896\n1S96\n69\n1901\n58\n71\n63\n59\n1904\n1901\n1910\n1904\n72\n44\n1901\n1888\n72\n58\n. 73\n57\n1888\n1908\n1901\n1894\n34\n52\n52\n61\n53\n60\n13\n1887\n1898\n1907\n1897\n1898\n1908\n1875\n26\n33\n1903\n1912\n33\n52\n63\n26\n54\n65\n19\n1903\n1909\n1905\n1883\n1909\n1910\n1908\n66\n1911\n59\n55\n.1894\n1909\n68\n53\n1891\n1907\n67\n1910\n61\n77\n68\n83\n48\n78\n58\n1908\n1901\n1910\n1899\n1900\n1901\n1906\n58\n37\n52\n1897\n1892\n1892\n52\n26\n35\n53\n54\n55\n63\n1893\n1910\n1912\n1912\n1898\n1898\n1893\n25\n35\n34\n1887\n1887\n1903\nRemarks.\nChilkat & Klehine Rly. & Navigation Co.\nChilliwack Rly\t\nColumbia & Carbonate Mountain\nRly.\nColumbia & Kootenay Rly\t\nColumbia & Kootenay Rly. &\nTransportation Co.\nColumbia & Western Rly\t\nCoast-Kootenay Rly\t\nCoast-Yukon Rly\t\nComox & Cape Scott Rly\t\nComox ILogging & Rly. Co. . . .\nCowichan, Alberni&Port Rupert\nRly.\nCrawford Bay Rly\t\nCrow's Nest & Kootenay (Lake\nRly-,\nDitto. . \t\nCrow's Nest & Northern Rly. . .\nCrow's Nest Southern Rly\t\nDelta, New Westminster, &\nEastern Rly.\nDolly Varden Mines Rly\t\nDelta Rly\t\nDownie Creek Rly\t\nEast Kootenay Logging Rly. . .\nEast Kootenay Rly\t\nEast Kootenay Valley Rly. . . .\nEastern British Columbia Rly\nEsquimalt & Nanaimo Rly. . . .\nFlathead Valley Rly. .*\t\nFording Valley Rly\t\nFraser River Rly\t\nGraham Island Rly\t\nGrand Trunk Pacific Ely'. ..'.'.\nGrouse Mountain Scenic Incline\nRly.\nHall, Mines, Ltd., Tramway Act\nHardy Bay & Quatsino Sound\nRly.\nHarrison Hot Springs Tramwaj\nHowe Sound, Pemberton Valley\n& Northern Rly.\nHowe Sound & Northern Rly...\nHudson Bay Pacific Rly\t\nImperial Pacific Rly\t\nIsland Valley Rly\t\nKamloops & Atlin Rly\t\nKamloops & Yellowhead Pass\nRly.\nKaslo & Lardo-Duncan Rly. ..\nKaslo & Slocan Rly\t\nKaslo & Slocan Tramway Co.\nKettle River Valley Rly. ..\nKitimat Rly\t\nKootenay'& North-west Rly.\nKootenay Lake Shore & Lardo\nRly.\nKootenay & Athabasca Rly. ..\nKootenay, Cariboo & Pacific Rly.\nLapsed.\nDeclared for public benefit, c. 43, 1893. Not built.\nLapsed.\nLand subsidy.\nAmended, c. 49, 1892 ; c. 60, 1895. Declared for public\nbenefit, c. 80, 1890.\nAmended, c. 24, 1884 ; c. 21, 1889 ; c. 41, 1890. Lapsed.\nSubsidy Act. Repealed, c. 8. 1903.\nIncorporation. Amended, c. 12, 1898; c. 14, 1899; c. 4,\n1900 ; c. 70, 1901 ; c. 9, 1903 ; c. 9, 1906. Declared for\npublic benefit, c. 61, 1898.\nAmended c. 9, i902. Declared for public benefit, c. 199,\n1903.\nLapsed.\nOperating.\nAmended, c. 54, 1906. Lapsed.\nLapsed.\nIncorporation. Amended, c. 63,1890 ; c. 56, 1891. Repealed,\nc.53, 1894. Lapsed.\nLand grant.\nAmended, c. 64, 1911. Lapsed.\nOperating (G.N.R. or V.V. & E. Rly.).\nAmended, c. 54, 1897. Lapsed.\nAct, 1917. Time to complete, December 31st, 1918;\namended, c. 22, 1919. Vested in Taylor Engineering\nCo., Ltd., c. 92, 1920.\nLapsed.\nOperating.\nLapsed.\nOperating.\nLand grant. Repealed, c. 16, 1882. Amended, c. 28, 188S ;\nc. 45, 1888.\nSettlers' Rights Act.\nAgreement. Amended, c. 60, 1913. Declared for public\nbenefit, c. 90, 1909.\nLapsed.\nAmendment. Time extended to 1919.\nCrown grant. Amended, c. 22, 1909 ; c. 34, 1912. Operating.\nTime extended to April 1st, 1921.\nLapsed.\n$5,000 deposit with Minister o\u00C2\u00A3 Finance.\nAmendment to c.\nGreat Eastern.\nLapsed.\n53, 1907. Amalgamated with Pacific\nLand grant.\nIncorporation. Amended, c. 41, 1894 ; c. 61. 1894 ; c. 36,\n1897 ; C P.R. was paid $100,000 for reconstructing Kaslo\n& Slocan Rly. (c. 37, 1912.) Now operating.\nLapsed.\nAgreement.\nRatify Agreement. Jan. 12th, 1912. !- Leased to C.P.R.\nBy-law operating. J\nAmended, c. 84, 1899. Lapsed.\nAmended, e. 85, 1899. Lapsed.\nLapsed.\nLand grant. Lapsed.\nIncorporation. Lapsed.\nLapsed. 11 Geo. 5\nDepartment of Railways.\nE 45\nAPPENDIX C\u00E2\u0080\u0094Continued.\nRailways incorporated under Acts of the Legislature of British Columbia\u00E2\u0080\u0094Continued.\nName of Railway.\nCap.\nYear.\nRemarks.\nKootenay Central Rly\t\n79\n1901\nLapsed.\n35\n1903\nDeclared for the public benefit.\nKootenay Rly. & Navigation Co.\n29\n1888\nLand grant. Lapsed.\n,, ,,\n46\n1888\nChange of title. Lapsed.\nColumbia & Kootenay Rly. &\n35\n1889\nLapsed.\nNavigation Co.\nLadysmith Lumber Co. Rly. . .\n62\n1908\nOperating.\n80\n1901\nLapsed.\nLardeau & Kootenay Rly\t\n54\n1893\n64\n57\n1897\n1891\nLiverpool & Canoe Pass Rly. . .\n\u00E2\u0080\u009E\n56\n1909\nLapsed, $5,000 deposited with Minister of Finance.\n69\n1910\nTime extended to March 28th, 1919.\nMid-Provincial & Nechako Rly.\n81\n1901\nAmended, c. 45, 1902. Repealed, c. 45, 1902. Amended,\nc. 36, 1904 ; c. 60, 1906. Lapsed.\n44\n1899\nMorrissey, Fernie & Michel Rly\n37\n1903\nMountain Tramway & Electric\nRly.\nMount Tolmie Park & Cordova\nBay Rly.\nNaas & Skeena Rivers Rly. . . .\n56\n1S98\nLapsed.\n55\n1893\n\"\n69\n1911\nAmended, c. 79, 1916. Extension of time to May 31st, 1920.\nNakusp & Slocan Rly\t\n56\n1S93\nAmended, c. 43, 1894. Taken over by C.P.R., under c. 64,\n1919. *\n66\n1897\nLapsed.\nNanaimo Electric Tramway Co.\n69\n1891\nNanaimo Railway Act \t\n25\n1881\nNelson & Port Sheppard Rly.. .\n58\n1891\nAmended, c. 42. 1894 ; c. 37, 1837.\n38\n1892\nLand grant. Declared for the public benefit, c. 57, 1893.\n42\n1894\nAmended, c. 42, 1894 ; c. 37, 1897.\nNew Westminster Port - Moody\nRly.\n14\n1882\nAmended, c. 25', 1884. Lapsed.\n57\nIS 93\nLapsed.\nNew Westminster & Vancouver\n37\n1889\nAmended, c. 67, 1892 ; c. -60, 1896. Lapsed.\nShort Line Rly.\nNew Westminster Southern Rly.\n27\n1883\nLapsed.\n\" . \" \"\n36\n18S7\nAmended, c. 36, 1889. Operating. G.N.P. purchased from\nPort Kells to Bridge, New Westminster. Since sold to\nCanadian Northern.\nNicola, Kamloops & Similka\n47\n1S91\nAmended, c. 3S, 1903. Declared for public benefit, c. 164,\nmeen Coal & Rly. Co.\n1903.\nNicola Valley Rly\t\n59\n1891\nDeclared for the public benefit.\nChap. 50, 1892.\nAmended, c. 86, 1899. Lapsed.\n37\n1893\nNorth Star & Arrow Lake Rly.\n58\n1898\nNorthern Vancouver Island Rly.\n71\n1910\nI_> 21 \u00E2\u0080\u00A2\" ,2\n70\n1911\nTime extended to March 28th, 1919. $5,000 deposited\nwith Minister of Finance.\nOkanagan & Kootenay Rly. . ..\n40\n1890\nLapsed.\nii ;i \u00E2\u0080\u00A2 \u00E2\u0080\u00A2 \u00E2\u0080\u00A2\n64\n1890\n59\n1893\n34\n1913\nAmended, c. 61. 1913 ; c. 62, 1913 ; c. 65, 1914.\n\u00E2\u0080\u009E ,, ....\n36\n1912\nUnder construction.\nPacific Northern & Eastern Rly.\n39\n1903\nLapsed.\nPacific Northern & Omineca Rly.\n50\n1900\nAmended, c. 55, 1902 ; c. 77. 1'902 ; c. 40. 1903; c. 67,.\n1905 ; c. 58, 1909. Lapsed. Security deposited with\nMinister of Finance.\n73\n1910\nLapsed.\n73\n1911\n74\n1910\nPortland & Stickine Rly\t\n59\n1898\nPortland Canal Short .Line . . .\n59\n1909\nAmended, c. 74, 1911. Now called Canadian North-eastern.\nRly. Abandoned.\nPortland Canal Rly\t\n56\n1907\nLapsed.\nPort Moody, Indian River &\n75\n1910\nNorthern Rly.\nPrince Rupert & North Simpson\n60\n1909\nii\nRly.\n42\n1903\n1(\nQueen Charlotte Island Rly.. .\n83\n1901\nAmended, c. 57, 1907.\n,, ,,\n63\n1905\nLapsed. . .\n76\n1910\n58\n1907\n61\n1893\nDeclared for public benefit, c. 60, 1895.\nRevelstoke & Cassiar Rly\t\n61\n1898\nLapsed.\nRock Bay & Salmon River Rly\n51\n1900\nSt. Mary's & Cherry Creek Rly.\n64\n1906\nSt. Mary's Valley Rly\t\n65\n1906\nShuswap & Okanagan Rly. . . .\n26\n1887\nAmended, c. 30, 1888 ; c. 42, 1890 ; c. 37, 1891.\nSkeena River & Eastern Rly.. .\n62\n1898\nLapsed.\nSkeena River Rly. Colonization\n63\n1898\n& Exploration Co.\nSouth-east Kootenay Rly\t\n64\n1898\n63\n1906\nAmended, c. 61, 1909. Time extended to May 27th, 1919..\nSouth Kootenay Rly\t\nSS\n1898\nLapsed.\nSouth Okanagan Rly\t\n66\n1906\n\u00E2\u0080\u00A2\u00E2\u0080\u00A2 E 46\nBritish Columbia.\n1921\nAPPENDIX C\u00E2\u0080\u0094Continued.\nRailways incorporated under Acts of the Legislature of British Columbia\u00E2\u0080\u0094Continued.\nName of Railway.\nCap.\nYear.\nRemarks.\nStave Valley Rly\t\n70\n1905\nLapsed.\nStiekeen & Teslin Rly. Naviga\n71\n1897\n>f\ntion & Colonization Co.\nToad Mountain & Nelson Tram\n70\n1891\nAmended, c. 44, 1898 ; c. 40, 1900.\nway Incorporation\nDitto \t\n185\n189i7\nChap. 58, 1901. an Act respecting the Incorporation of\nTramway, Telephone, and Telegraph Companies.\nTramway Inspection \t\n50\n1910\nAmended, c. 51, 1911.\nUpper Columbia Navigation &\n50\n1891\nTramway Co. .\nVancouver & Grand Forks Rly.\n84\n1901\nLapsed.\nVancouver & Lulu Island Elec\n61\n1891\ntric Rly. & Improvement Co.\nVancouver .& Lulu Island Rly.\n60\n1891\nAmended, c. 73, 1897 ; c. 52, 1900. Declared for\nbenefit, c. 86, 1901.\npublic\nVancouver & Nicola Valley Rly\n63\n1908\nAmended, c. 80, 1910. Lapsed.\nVancouver & Northern Rly. . . .\n64\n1909\nLapsed.\nVancouver & Westminster Rly.\n\u00E2\u0096\u00A053\n1900\nAmended, c. 78, 1902.\nVancouver Island Hydro-electric\nIncorporated, joint-stock company, November 12th,\n1912.\n& Tramway Co., Ltd.\nLapsed.\nVancouver Land & Rly. Co. . .\n15\n1882\nLapsed.\nVancouver-Nanaimo Rlv. Trans-\n74\n1897\nfer Co.#\nVancouver, Northern & Yukon\nRly.\nVancouver, Northern, Peace\n89\n1899\nAmended, e. 55, 1900. Lapsed.\n62\n1891\nLapsed.\nRiver & Alaska Rly. & Navi\ngation Co.\nVancouver. Victoria & Eastern\n75\n1897\nDeclared for public benefit, c. 172, 1905.\nRly. & Navigation Co.\nVernon & Okanagan Rly\t\n63\n189(1\nLapsed.\nVictoria & Barkley Sound Rly.\n65\n1909\n,,\nVictoria & Northern America\nRly.\nVictoria & Saanich Rly\t\n64\n1891\n>.\n16\n1886\n29\n1886\n\u00E2\u0080\u009E\nVictoria & Seymour Narrows\nRly.\nVictoria & Sidney Rly\t\n79\n1902\n39\n66\n1892\n1892\nfncm-poi-ation. } Operated by G.N.R.\nVictoria & Yellowhead Pass\n70\n190-2\nLapsed.\nRly. Aid\nVictoria Terminal Rly. & Ferry\nCo.\n85\n1901\nAlByni1aew. \u00C2\u00B0' 34' 1M5' } Operated by G.N.R.\nDitto \t\n86\n64\n1901\n18:94\nAmended, c. 76, 1897. Lapsed. \"\u00E2\u0080\u00A2 ,\nVictoria, Vancouver & West\nminster\nVictoria Harbour Rly. Co\t\n44\n1911\nLapsed.\nWellington Colliery Rly\t\n28\n18S3\n\u00E2\u0080\u009E\n44\n1911\nOperating.\n87\n1901\nLapsed.\nYukon Mining & Trading &\n38\n1897\nTransportation Co.\nDitto \t\n77\n1897\nLapsed. 11 Geo. 5\nDepartment of Railways.\nE 47\nM\n65\n-1\no\no\na\na\no\nQ\nK\ni-l\n-1\nl-l\n-P\no\nO\no& :-h\nas\nCi O\n02 fl\n_ 02 03 23 2^\n\u00E2\u0096\u00A0^ \u00C2\u00AB i i, >\n333 3j O'r\nSg\"g>-S\n\u00C2\u00A3\u00C2\u00A3\u00C2\u00A3-\n\u00E2\u0080\u00A25.H\np-Ti.'\n-f- if j\no o\n' W)LM -\nI WlCS\n-0 fl\n. aCff; tj S3\n6C OB\n^ o o dJ2 _j .-,\n\u00E2\u0096\u00A0\u00C2\u00AB\u00E2\u0096\u00A0* .-I ,-4 -* JO !M\nC-C Cf;\nS.S\n\"SoM\nil ii.\nO O\nOlM\n\u00C2\u00BBn.K\n-QJ -\nw fl p-5 ,fl .i-i 2 \u00C2\u00A3\nago:- bOM r--\n-7= K- fl CC M fcfj\nnO,\u00C2\u00A7,2,2og\n2'S\n525 . -c\n> \"Jfsi '\nH gs-h > cs .\nfa***!\nrSS .gs\nBoijPg'\nnfl>T\n\u00E2\u0080\u00A2r- O 02 4\nC<2 SS-fl &\n- bC tf2 O\nB PI\n8 StH\n12-rH 02\nO CO\nfcb\no\n; ci; -/\nh 3 5\nhKOOt-- 00 OO\nflbJCHfl oo\nwg'IS -?\nat ccp \u00C2\u00AB\u00E2\u0096\u00A0#\nj M-io o j; \u00C2\u00B0\n3^5o5iH .\nB> CD\np. ' 5? \u00E2\u0080\u00A2\nS-fl\n\u00C2\u00A3 '-S|\n.id \u00C2\u00B0 o ,\ni-ifer.i*rir\n03 O\n:aB\ngj-2^\n>.-= M-2-\n\u00E2\u0096\u00A0B B fl\"2^\nBOB*\n5 02 '. .\n$U :\n\u00C2\u00AB O OJ .\n'fl V ** \u00E2\u0096\u00A0\nA fl fl .\n. fl Oi\n. o i>\n. <-> fl\n. O o\no^\n.Ci o\no-+\no-ti\n02 L>\n\u00C2\u00AB fl fl\" \"\nfl &>'\u00C2\u00A3\"\ngPH(S\n: cj4->\n! .\u00C2\u00BB\ni\u00C2\u00ABi\n43 0Q ! ilK1\n;02\nU\nI t* ^2\nIPS IS\nM \"5 2\nPC\n3\na\n02\nHi\nSM\n-co Z Z\nAS\n' U2 ^\n' ^2B\na: u \u00E2\u0080\u00A2 b.\nio^h ooo\nCO-H 02co\no \u00E2\u0080\u00A2 ^\n\u00E2\u0080\u00A2art\n6?fl\n\u00E2\u0080\u00A29 \u00C2\u00AB\nII:\nbo\n\u00E2\u0080\u00A2S.sS'SS\nI'cjS3\"\n:SehoS'S\nBl\nH'ft\n02 02 o1\no\nC 2-4J'\ni-s a\"\nWo .\n*4\u00C2\u00ABM\no\nS fl\naz\n2-i t. a)\n\u00C2\u00A3 \u00C2\u00A3 a>.\no S\na a\n\u00C2\u00A7a\nSI\n03 d o\n\"i-oj\n-.\u00E2\u0096\u00A0\na; - i-,2\n-P ICo'O\nj as::-; t-i\n03^: d o\nKKCO E 48\nBritish Columbia.\n1921\nP co 3\n\u00C2\u00BB2rt =p fl\nP*- B CO 0 o\nO CO 2. P o- -B\n~ VV bJO fl flop, bfibjjpcp p >.\n^.flfl'bl^flS\n- bu bo OD -\"g fl\nB o O \u00E2\u0080\u0094 P g\nPB^\u00E2\u0080\u0094I P >rH\n(PO\nHCI\u00C2\u00BBHffl\npp\nOOH =0\n\"\"'big i\nIO af.2 ^ 0\nno\u00C2\u00ABe\no bJj+j\nhh\" bu P 3 P\nCO P\ncf-flg\n.Q ^ CJ\n\u00E2\u0080\u00A2eg*\n\u00E2\u0080\u0094i OJ \"\n\"i+j \u00E2\u0080\u0094i\nzz m zj\na &\nCO g\nM -B\n- 2C 02 J\ni P.-3\nP .P.\na\n:*l = p?\ngv^i.2r\n! c! = :\nP COP B\nP 2h B.P\n02 P\nJ ^ B c\nHnfrHOB^\nbut,\n272 P'O 3\nJ3\nfl 02}\n012,2 222 bi\n^fl+J CO\nC- C:o\nI\n12\"\nN8\nCO S\nlHi-lrHiMlO \"^CO CNCO CO\nCOW Cq l\u00E2\u0080\u0094C MNHHNM\nCO TP -COCN COO\nCO M -tf CO CO CO CI\nOCO ^t*iO \u00E2\u0096\u00A0NlOMCDt'- CM\nQ\nM\nQ\nOi\no\nD\nO\ng^pg\noOE-p\n+j\npg\nt\u00C2\u00BB+2\nga?\n>> '~ 2\n\u00C2\u00A3?>\nC3 2\u00E2\u0080\u00941 i-H\no \u00E2\u0080\u009E\nfl 3\nP\nB bOM PO-B\ng.fl=fl\"\n;!>oh\n2 C2.P.P fl\n-2M\nm :A\n\u00E2\u0096\u00BA22W\u00C2\u00ABfl . O\nat*- >=\u00E2\u0096\u00BA>-\no t>\nCfifl\n2 rt\nSo\nflcc^t^\n\u00E2\u0096\u00A0\u00C2\u00A7*>\noo\" o\n03 i-\nuJoffi.E=i\nPQ^H\no\nO! .\nt>\n>\nfl\no\no .\nCJ\nf .\nfl\nfl .\neS\n53\ni>\n>\n\u00C2\u00A3\n\"Z-\n+J\n\u00E2\u0096\u00A0*-\u00C2\u00BB \"\nU2\nCO\nt> CO *\nbfi\n\u00E2\u0080\u0094 \u00C2\u00A3X\na\nPh fl\n+5\n+^\nCO \u00E2\u0080\u00A2\u00E2\u0080\u0094! CO\nfl fl 03 P ^ CS\n& 272 0-1 A 3 0-1 2h\n03 o 3 B0 02\nZS eooefa\n? >\nP B\nii ssS\nCJ P\nfl &\nB 3\n>g\nbcfc\n.fl P\nH2lH\n00 B P\nrHt> a\nt-P-02\nP^O\neg a\nCP2 B t-\n0 P o\n01 rji cni\n,5\"\nSri Hi\no xo'S2\u00C2\u00BB\n.SsoOpq\nfla^iSsS'\nB 73 C PP P cO\n2. PI t. P P\no oaHB\n0(\no\nc fl\n,0. o\nI?\nJg -2H\nphSSj\n1-2 bfi-\nu fl ^\n272-B\nP B -\n\u00E2\u0080\u00A2B -PP\n0X2 P\np\u00C2\u00BBp'3~\nOriH2 .\nJu \u00C2\u00B0\n01^\nP-. t. \u00E2\u0080\u009E \u00E2\u0080\u009E.\n\u00E2\u0096\u00A09 2-- co\nfl-\u00C2\u00B0 fl p\ngggo\nS 2*h0| '\nHHHH &0J\nM'm\n.S3\nMM\nPgZ'C'S\nK--.2-J h t4Jr\ncs o a o1^\n\"3a\n6S\n-\u00E2\u0080\u00A2a\nB 172\np a\nB.\u00C2\u00A7\nSz\np\nQJ\n_;\n\u00E2\u0080\u0094\n.\u00E2\u0080\u0094. OQ\npb\na\na\n03\nH-H\n+>\nCO\nt*\u00C2\u00BBrt\nt*^\nrr-\nTT\n^3\n-fl .\n^\nk-S\nS.2^'3\nP4H - B\nZO Ph\nP P\nB cp\nPhPh\n'Op\n^O\nJg-Ss\njga^,\nrig1*\nO P B\n^Vb\np lU,3\nS3'S\ns^z\nS\u00C2\u00ABP\nPhw\ni B\nas\nH =\nbef\ng 2\nPS\nO B,\n\u00E2\u0096\u00A0 rnid\"5)\n-S eS =J)\no CO fl\n+-) -M^\nCO O J\nPHPP\n\u00C2\u00BB< K\ni bJ)\np sS\nflSg\nCUi^H O\nx y. 'A 11 Geo. 5\n-\u00E2\u0096\u00A0\u00E2\u0096\u00A0..'.-\nDepartment of Railways.\nE.49\no\nCi\nw\nO\n2;\nc\n=\nS\no\n0\nO\nCJ\n1\na\nQ\nfc\nX\n^\n0\n3\nfc\n2-\n-\nP\nPP\nO\nCS QC' O CO t-\n00 00 CO\nr-i rH t-\n1-1\nep\nH\nCO\n00 2h\nB P\nbt\u00E2\u0084\u00A2\ns*\n\u00E2\u0080\u0094\u00E2\u0080\u00A2 CD\nO\n\"* a\n>\nCO\nV\no3 \u00E2\u0096\u00A0\u00C2\u00BB\u00E2\u0080\u0094\u00E2\u0080\u00A2\nid\nCJ\n+j\nL\no\nu\nfl\ncu\na\nH ^\nO 03\n&X)\ns\n.O o\nfl\n\"~\n\u00E2\u0096\u00A0H^\nCU)\nqC\nco\"\nQ\no\nH\no co\" pf \u00E2\u0080\u009E; a\nfl m id t- -\n\u00E2\u0096\u00A0j \"h W OJ 0\n+J 03 V-1^ =\u00E2\u0096\u00A0\ntSo V w> \u00C2\u00A3 c\nfl M fl x\u00C2\u00A3 c\n\u00E2\u0080\u0094- co a\nMA\no S.S.5\n0\ncx-fl pc^ if) e\ncjj ot' ci; cj c \u00E2\u0096\u00A0-\n0 .\u00C2\u00AB &\u00C2\u00B0\u00C2\u00A3\n)\nobijo p\u00E2\u0080\u0094 c\n\"\u00C2\u00A3 cJ)b\neS 0 c\n0\n-fl +JO!\nVli-i \u00E2\u0080\u0094\nQC O cr\nrHOOrH 1-\nrHQOOf\n\u00E2\u0096\u00A0\nS p\nBC\n\u00C2\u00BB\n2h \u00E2\u0080\u00A2 \u00E2\u0096\u00A0\n, H\nP\n>\nt>\n3\np\no\nP\nCJ\nB\nB\nB\nu B\np'\ni>\np->\n02\no\n\u00C2\u00A3 -p\n\u00C2\u00A5\nT3\n\u00C2\u00AB\u00E2\u0096\u00A0* to TJ\nco ^CQ\nMfl-\nfl fl+j a\n+3 m -fl =\ntfi O) CJ) sZ\nOO+J-\n>02p\nCD\nPi Sec\n3\u00C2\u00BB a\nW^l 1\nt. fl E\n-H2 > fl a\nflrr, k\nHP 02 P \u00C2\u00A3\n\" \u00C2\u00A3co\" =\nt-ZO O\nP*t-G\n.\n. .-o\nfl\nC3\nfl\n03\no\nr^\nu\n\u00E2\u0080\u00A2\u00E2\u0080\u0094'\nti c\nfl\nOS\na \u00E2\u0096\u00A0\na\np\nO\nc\no\n0\nd\nU\nc\nS3 <-\n-c\n5-\no\n--9 3 S\np B 3 *\nfl J~ -\ngo p fl.\n6B1-1\ny\n>Tfl\ncS bJJ\n03\no\n3sp\u00C2\u00B0 -\n\u00C2\u00A33^\nH\nmhPo -r\nhh p oo i;\n- P p p P\nSago t\nfl fl p\nooo\nCO CO cc\nPO\n2^-\nfc*\n>\nt?\n^-:\n?\no\nJ3\nM\nO\n-aj\n\u00E2\u0096\u00A0^\nH\nH\nCJ\n< i\na\nH\nu\nCh "@en . "Legislative proceedings"@en . "J110.L5 S7"@en . "1921_V01_08_E1_E49"@en . "10.14288/1.0224484"@en . "English"@en . "Vancouver : University of British Columbia Library"@en . "Victoria, BC : Government Printer"@en . "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"@en . "Original Format: Legislative Assembly of British Columbia. Library. Sessional Papers of the Province of British Columbia"@en . "PROVINCE OF BRITISH COLUMBIA ANNUAL REPORT OF THE DEPARTMENT OF RAILWAYS FOR THE YEAR ENDING DECEMBER 31ST 1920"@en . "Text"@en . ""@en .