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Order in Council 252/1897

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i • . • 1 (4, or • e- : 111:11!.. J. 1 • • , t - e ■ Al t 11. ! c t t t.10 117.e . ;;on, .; t ;;1 on the it LL • • -1* ..• t:' :•ro- .cr —• 1., )7' U. J - . 111 °MIS 97 Grantiro; Petition of Colur'ria &Thrtern nail- 7ey Co. re alt,Frtive route. (Coat Whereas on the 2nd day of February, 1897, the Columbia & Western Railway Company presented a petition t• the Lieutenant-Governor in Council praying that, pursuant to section 37 of the Columbia Le Western Railway Company Act, 1896, an alternative route may be determined and established by the Lieutenant-Governor in Council: And whereas the Lieutenant Governor in Council has re- quested the said Railwa:, Company to produce evidence of the fact that the line of Railway from Roseland direct to Christina Lake is almost impractUle and that the alternative route asked for is the only feasible route for the said Railway be- tween the Columbia River and Christina Lake: And whereas the Railway Company have produced the reports of William F. Tye, John G. Sullivan. and Henry P. Smith, Civil ca Engineers, who report that the only practible route from Trail to Christina Lake is by way of Robson or the vicinity thereof and Dog Creek Pass; The Committee of Council Navinr had under consideration the said petition, and the said reports, advise that, in the Alternative route adopted by the said Company the six sections or Divisions of the said Railway line be determined and established as follows:- The first section shall consist n1 that portion of the line expending from a point at or near the town of Roseland in the Province of British Columbia, thence Fasterly through the Town of Trail, thence northerly to a point at or near the Town of Robson on the Columbia River, or at •r near a point on said River opposite said Town of Robson: The second section shall consist of that portion of the line •f Railway extending from a point at er near the mouth of Trail Creek in an Easterly or south easterly direction not mere than twenty miles in a direct line: The third section shall consist of that portion of the line expending from such point at or near the Town of Robson, er at •r near to a point opposite the Town of Robson on the Columbia River, to a point at or near Christina Lake: The fourth, fifth and sixth sections shall remain as pro- vided for in the schedule to the said Act of Incorporation. 'Chas. E. Pooley President EXecutive Council. Approved 30th Juno, 1897. 'E. Devaney.' Lieutenant-Governor. Y. Columbia & Western Railway Company. R2POkT ON THE LOCATION OF THE COLUMBIA & WiSTEkN kAILWAY between the COLUMBIA RIVER AND CHRISTINA LAMA. Trail B. C. May 27th,1897/ The only practicable route for a standard guage railway, with moderate grades between Trail on the Columbia river, and Christina Lake is, via the Columbia river, Arrow Lake, Dog Creek, and McRae Creek. I have followed the summit of the mountains from the Inter- national Boundary to a point ten or twelve miles north of Dog Creak pass, and find that to be the only practicable pass through the spur of the Gold range lying between the Columbia River and Christina Lake. From Trail to the foot of Arrow Lake, a standard gunge road can be built with grades not to exceed 1%. From the foot of Arrow Lake to Dog Creek pass, the distance is twenty four miles. The difference in elevation is 2435 feet, wh- ich could be surmounted with a 2.2% grade, which when compensated for curvature would amount to about 110 feet per mile. From Dog Creek pass to Cascade City, the distance is 21 1/2 miles, the difference in elevation is 2195 feet, Chrisitina Lake being crossed with a high bridge to avuid the falls in Kettle river As between Bog Creek, and the International boundary there are no passes, the only way in which a railway could be built, would be by climbing bodily over the top of the range, with the added difficulty that Sheep Creek which flows almost due south, splits what is one range at Dog Creek into two, making two summits necessary. In building by way of Roseland, the first of these summits would be encountered between the east fork and the main Sheep Cree. The elevation is 3500 feet above the Columbia River. The part of the road already built is on a 0 grade and could not possibly be changed to a lighter grade, without rebuilding the entire road. After reaching the summit, the next difficulty would be to cross the valley of Sheet: Creek, which lies 2910 feet lower than this first summit and 3315 feet lower than the summit between Sheep Creek and Christina Lake. This second summit is 3750 feet higher than Christina Lake. Columbia & Western Railway Company. (2) Going west the rise would be: Trail to first summit 3500 feet Sheep Creek to second summit 3315 " Total 6815 The fall would be: First summit to Sheep Creek 2910 feet Second summit to Christina Lake 3750 Total 6660 By way of Dog Creek the total rise is 2495 feet. ••101111 • fall " 2195 The distance between Trail and Christina Lake in an air line is about twenty four miles, while this amount of rise and fall requires from 80 to 110 miles of road, depending on the grade used The country is such that this great amount of road extra distance could not be put in without using very sharp curves , and making a much more crooked road than was built between Trail and Roseland. The foregoing will show that the only class of road practic- able by way of Roseland, is a narrow guage, with steep grades and sharp curves. By way of Dog Creek a standard guage road can be built with grades not to exceed 110 feet per mile and curves not sharper than ton degrees. By way of Rossland the whole road would be on steep grades. By way of Dog Creek, only half would be on a 2.2% grade, the usual mountain grade of the transcontinental roads, while the balance would have no grades to exceed 1;;; and only a small amount of that. Chief engineer Columbia and Western Railway. Qn the !location of the Columbia k Western Railway, between the Columbia Riv.r and ristina Lake_ D-,ring the summer of 1896 I spent one month in examining the country between the Columbia River and Christina Lake, and found that the only practicable route North of the international Boundary for a Standard Gauge Railway with w4,441 moderate grades and curves between these places, is ir through a pass between the head waters of "Dog and McRae Creeks." I followed the summit of the range from tho International Boundary to a point ten miles North of Dog creek, and found that tobe the only pass through which a Standard Gauge Railway with moderate grades and curves could be built without goi$g into the United States. I am familiar with the country West from Roseland and know that it is not feasible for any ut a Narrow Gauge Railway with steep grades and sharp curves. There are two high summits with the deep valley of Sheep Creek lying between them, and an iismessive amount of distance would have to be added to finable even a Narrww Gauge Railway to be built through that country. Via Dog and McRae Creeks a Standard Gauge Railway with 2-2 % grades could be built. Via Rossland and Sheep Creek it would be necessa- ry to build a Narrww Gauge with 3 or 4 % grades and very sh a rp curves. Eivil Engineer. 4 JOHN DEAN, H. B. SMITH, 'Dalai and Real Rotate broker /M. last. C. E., II. Can. See. C. E. and Notary Public P. L. S. Ise S. C. SMITH, DEAN & Mining and Roca Est ,to Brolpars, Agents N. & F. S. Railway Addition to Rossland. Civil. engineers, girovinciat-Cand 3urveyurs and _notaries Affit. Colembla Ammo. P.O. Bomb. 13. c., June 49,1 To th , Columbia and n• stern leilwa: Company Trail B. C. Gentlemen,. I have read the Report of Llossrs. W.V.Tyo and John G Sullivan,Civil Engineers, on the location of the Columbia and West.-Tn Railwei and the physical features of the country lying bet*7con the Columbia River and Christina Lake and the obstacles to be overcome in extending your Railway from the town of Trail to Casc7.,:e city. I have no personal knowledge of this district other than that gathered from a residence in the vicinity and from various journeys along the known routes of travel. I cannot therefore venture to express an opinion except such as is based entiroly on the data furnished by 1:essrs Tye and Sullivan in their Reports. Standard Page' Feilrays for high rates of speed should have no grades exceeding one per cent and no curves sharper than 717 feet radivp. In nountainous regions, in which hauling capacity, not spend , is the main feature, railways are now in successful operation with grades of from two to three per cent and curves of 359 feet radius. The direct i-oute from Trail to Cascade City is by.way of F ---,•••••••••(.2 ) Rossland. The air line is 25 miles. Combining distances scaled from the official mil, rith elevations 41ven by Mr.Tye the following results are obtained., From Trail to Fi7st S,Irmlit, the air line distance being twelve 3 mileo :aid the total rise 350; feet, the average grade required is 5 1/2 per cent.
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