BRITISH COLUMBIA PACIFIC GREAT EASTERN RAILWAY CT: Company is building a line of railway between Van- couver (the largest city in the Province and fourth largest in the Dominion) and Fort George to a junction with the main line of the Grand Trunk Transcontinental Railway, and thence north into the Peace River country to the boundary between the Provinces of British Columbia and Alberta—a dis- tance of 810 miles. It is the only’ trunk line running north and south within the Pacific Province, which it practically bisects. It is also trans- continental in its character, as regards that portion of the line between the Grand Trunk and Vancouver. Its construction has been carried out in the most substantial and thorough manner, and according to the most modern practice of standard railway- construction. While the railroad is constructed to afford facilities for the transportation of produce for home consumption, it is also being built to provide facilities for export trade by the erection of commcdious wharves, elevators, warehouses, and kindred facili- ties on its tide-water terminals at Vancouver, North Vancouver, and Squamish. Adequate connections with: Victoria and New Westminster are to be provided by the railway. In the centre of the southern half of the Province the line traverses a vast area of excellent land suitable for mixed farming, stock-raising, dairying, grazing, fruit and vegetable culture, and poultry-raising. Dry-farming here has demonstrated that profit- able creps can be grown. It has rendered available thousands of acres of fertile soil which heretofore have remained vacant for lack of transportation facilities. The railway passes through a district which from its formation is rich in mineral possibilities, and by providing transportation it enables the prospector and investor to develop and operate their properties. It is an arterial highway of commerce, and its beneficial effect on the prosperity of the country will be far-reaching and perma- nent. It connects the most densely populated southerly portion of the Province with the northern part thereof, with all its splendid resources as yet undeveloped. It takes the lovers of sport into one of the most famous big game and fishing districts in the Province, and it will also take the traveller through scenic marvels of bewildering beauty and grandeur, the variety of which gives a changing panorama of Nature’s most exquisite pictures. It is one of the great steel girders on which the future of British Columbia will solidly and safely rest. This folder only deals with that portion of the line between Squamish and Fort George, it being the intention to devote a separate folder to the line and country between Fort George and the Alberta boundary. Mixed Farming ROM Squamish, forty-five miles from Vancouver, to Fort George, 480 miles from Vancouver, the conditions for mixed farming along the line of the Pacific Great Eastern Railway are particularly desirable in various portions of the adjacent districts. In certain sections of the country irriga- tion is needed. Dry-farming is being experimented with success- fully. A Cariboo farm-house. Beginning at Squamish, Mile 45, and continuing to Birkenhead Summit, Mile 117, the land is excellent for mixed-farming pur- poses. It is easily reached, has moderate climatic conditions, and is readily accessible to profitable markets. This district includes the well-known Pemberton Meadows tract, which is practically “river-bottom” land and very fertile. It comprises an area of approximately 40,000 acres, mostly clear of timber.” Hay, grain, vegetables, rcots, and small fruits yield heavily here. Pemberton Portage, twenty-two miles long and from a half-mile to a mile and a half wide, is also tributary territory. From Birkenhead, Mile 117, to Kelly Lake, Mile 197, the land between Seton and Kelly Lakes is traversed by numerous creeks available for irrigation purposes where necessary, making it a specially good country for dairying, stock-raising, and fruit- growing. From Kelly Lake, Mile 197, to Fort George, Mile 480, the rail- way cresses a country with rich farming land on both sides of the track, where thousands of acres are open to settlers, pre- emption land being obtainable in every part of this district, as well as in many other parts of the country traversed. All the river and creek bottoms and the land around the lakes can be made unusually productive. Hay, grain, alfalfa, and vegetables yield large crops. Small fruits do remarkably well. Poultry-raising facilities are first-class. Roads are uniformly well kept up. Prices for farm produce are high and likely to remain so. Irrigated lands are independent of weather conditions and sure of profitable returns. With the existence of transportation to the local Western markets, as well as to the markets of the East, and in view of the present large importations of farm produce into the Province —-demonstrating the certainty of a continued demand for food- stuffs—the profits from mixed farming, efficiently carried on, are permanently assured throughout the territory traversed by or made tributary to-the- Pacific Great Eastern Railway. / Stock-raising — Dairying RACTICALLY speaking, the bulk of the entire country crossed by or brought into touch with the Pacific Great Eastern Railway is available for stock-raising, dairying, and grazing. The market for beef, mutton, butter, and all dairy products is firm, the demand being very far in excess of the supply. Prices are not likely to be lowered for years to come, and transportation to both local and foreign purchasers is assured by the railway. The Chilcotin country alone has room to raise from 100,000 to 150,000 sheep yearly, and enormous numbers of cattle as well. Much of it is an ideal stock country, either for grazing or dairying, and has both bunch grass ranges and large areas of wild meadow land covered with short grass growths. Clover, timcthy, red-top, and alfalfa yield heavy crops on irrigated soil, and prairie hay yields two or three crops annually, at from 1 to 2 tons an acre. Ample facilities exist for irrigating land in the numerous moun- tain rivers and streams, as well as for watering cattle and sheep, and large tracts of land are cpen for pre-emption in many districts contigucus to or bordering on the railway. Cattle need to be fed only three months during the year, and can be sent to market in the fall in good condition without any artificial feeding. There is no danger of stock perishing on account of severe winter weather. Beef and mutton on the hoof, as well as butter and all dairy products, are as staple a food necessity as flour in the barrel, and the extensive importaticns of all of those foods into the Province absolutely ensures a local market for all home produc- tion of such focds. Lack of transportation has been the greatest barrier against the development of all this country as regards stock-raising, dairying, and grazing, but that obstacle will now be removed for all time. Cattle at Pemberton Meadows. No country can furnish better opportunities to stock-raisers, graziers, and dairymen than these areas in British Columbia. Grass, water, fertility of soil, climatic conditions, access to steady markets, profitable prices, all combine to adapt for superb stock- ranges and dairy-farms large tracts of land tributary to the Pacific Great Eastern Railway. | Fruit & Vegetable Growing RUIT and vegetable growing has been carried on for years in the country through which the Pacific Great Eastern Railway passes, and furnishes one of the most profitable uses to which the land can be put. In certain districts the vegetables have won international fame. The Fraser River Valley is noted in this respect, and Ashcroft potatoes have captured many prizes in domestic and foreign competitions. Potatoes in the Pacific Great Eastern country. Much of the land requiring irrigation yields very heavy crops, and the absence of uncertainty as to rain in such portions of the country guarantees a yearly production that ensures a steady profit. The rainfall in the non-irrigated districts is usually suffi- cient to furnish the moisture for good returns. Transportaticn to the markets is now a settled fact by reason of the railway, and this will stimulate the production for both the local and outside demand for both fruit and vegetables. Prices will be firm for a long time to come. Importations to British Columbia continue to be in large bulk, and the supply still lags far behind the local needs. The colour, quality, and texture of the fruit grown in the Lillooet District cannot be surpassed by any country in the world. Now that transportation is assured, this district will rank as one of the best fruit-producing sections of the Province. The country is particularly well adapted to the growing of small fruits. The raising of berries can be made specially profit- able in some localities, and shipments may be forwarded promptly by reascn of the fact of regular railway transportation. Local markets consume the most of the Province’s fruit and vegetable product. City and town markets are increasing in number, and co-operative marketing associaticns are coming to the front in the rural districts. In fruit and vegetable growing, as well as in all branches of farming, capital and experience are necessary in order to succeed. Taking everything into consideration, cheapness of land, climate, facilities for transportation, markets, roads, prices for products, continued demand fcr products, etc., the openings for fruit-growing and vegetable-raising are plentiful and advantageous in many of the districts now rendered available to settlers by the Pacific Great Eastern Railway. Mining—Timber— Power Eastern Railway passes through the Britannia mines, the second largest copper-producing property in Canada. Coal, remarkably free from ash and of excellent quality, has been found near Alexandria, south of Quesnel. Tributary to the railway lies the placer-gold belt of the Prov- ince, in which are the famous Cariboo goldfields. The discovery of these, in the 60’s, brought the Province into life, and they are still large producers of placer gold from hydraulic workings. Streams tributary to the Pacific Great Eastern Railway have a total timber area of 24,000,000 acres, estimated to hold 5,000,000,000 feet, board measure, of merchantable timber. The typical stand of the Squamish and Cheakamus region is Douglas fir, hemlock, and cedar, with some spruce, white fir, and white pine. A large lumber company and a shingle-mill operate at Squamish. When the railway opens, Squamish should become the seat of a flourishing lumber industry, supplying the foreign as well as the British Columbia and Prairie trade. In the Interior wet belt, about 2,500,000 acres tributary, is contained the most valuable timber tapped by the railway except the coastal area. From Alexandria to Fort George, with an area of 3,900,000 acres tributary, the forest resources are very valuable. The present merchantable timber is especially well situated for Prairie markets. There is a great opportunity for small mills along the railway to supply local and Prairie demands. With respect to water-power, there is available at one site on the Cheakamus River 75,000 horse-power, and there are three other sites on the same stream that will furnish an additional 75,000 hcrse-power. JB ee Vancouver and Squamish the Pacific Great Pacific Great Eastern Railway timber, Conservative estimates of ‘py. water-supply at main bases of streams along the Pacific Great Eastern Railway is 312,000 horse- ower. ? Taken as a whole, the total amount of horse-power from water- power available along the route from Cheakamus to Lillooet will prove to be amply sufficient to meet all requirements arising from commercial or other interests on the line of the Pacific Great Eastern Railway. Scenery—Sport HEN the engineers of the Pacific Great Eastern Rail- way projected this line through British Columbia, they pierced the mountain valleys, followed the shores of walled-in lakes, spanned mighty canyons, and raced side by side with flying rivers foam-tipped and shining under summer suns. Big-game shooting.