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The least known part of the route had always been the stretch from Watson Lake to W hitehorse. Reconnaissance surveys by the British Columbia-Yukon-Alaska Highway Commission (Canada) had shown that it was quite feasible to reach Whitehorse by way of Dease River and Lake, Atlin, and Atlin Lake. However, this was a very circuitous route, not to be considered except as a last resort. There was no direct route from Watson Lake to Atlin, but it

was thought a satisfactory route from Watson Lake to Whitehorse might be found along the Rancheria River,

United States authoritie

direct the upper reaches of Aeroplane reconnaissance by the s confirmed this view, and a route involving an elevation of not more than 3,500 feet was located. This section of the road leads up the Rancheria to the divide between the Mackenzie and Yukon drainage basins, thence down the Swift River and across a low divide to the Morley River, which it follows to Lake Teslin. It crosses the Teslin River near the foot of the lake and continues southeast along an old trail to Marsh Lake, following that lake and the Lewes River into Whitehorse.

Beyond Whitehorse two routes had been recommended by the British Columbia-Yukon-Alaska Highway Com- mission. The first of these followed the Yukon River Valley northward to Dawson City, and then turned westerly to strike the Yukon-Alaska boundary at a point where a connection with the road in Alaska could be conveniently made. The other route was via Kluane Lake and the White River, reaching the Yukon-Alaska boundary in a shorter distance. The latter route was favoured by the United States Highway Commission and was adopted by the United States authorities. It follows an old trail to _Kluane Lake 150 miles west of Whitehorse, thence skirts the south shore of that lake and the south bank of the Kluane River to Lower Canyon, where it crosses the White River. The road then turns northwestward to cross the Alaska boundary at about Mile 1,221, thence proceeds to the headwaters of the Tanana River, follows the north bank of that river to the mouth of the Tok River, where it crosses following the south bank of the Tanana toa junction with the Richardson Highway at Big Delta.

By agreement between the Governments of Canada and the United States the construction of a cut-off road between Haines, near Skagway, Alaska, and a point on the Alaska Highway, 100 miles northwest of W hitehorse, was authorized as an integral part of the Alaska Military Highway, subject in all respects to the terms of the initial agreement concerning that highway. Starting at Haines, the road follows the route of the old Dalton Trail to Dalton, Yukon Territory, thence proceeds northward to the southern end of Dezadeash Lake where it turns northwestward to join the Alaska Highway—a total distance of 154 miles. This road was opened very late in the autumn of 1943, but grading was not completed to the standard decided upon until 1944. Its traffic possibilities were consequently not realized prior to the easing of pressure on road con-

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struction in the Northwest that followed the improve.] War situation in the Pacific.

The main divisions of the highway are, as follows:

Miles Dawson Creek to Fort St. John............. 49 Fort St. John to Fort Nelson............... 259 Fort Nelson to Watson Lake............... 326 Watson Lake to Whitehorse......:......... 283 Whitehorse to Alaska Boundanysn se eee 304 1,221

Miles

Haines! Cutcoh, nyse ee ee en 154

Section in Alaskan territory... .. 40 Section in Canadian tEncitOLyne ee ee 14 Total Alaska Highway in Canada...... 1,335

The United States section of the highway between the Alaska boundary and Fairbanks is 306 miles long, of which about 99 miles is part of the previously constructed Richardson Highway. The entire main highway from Dawson Creek to Fairbanks is thus 1,527 miles long, with

the branch to Haines adding another 154 miles.

Approximately 663 miles of the main highway are in British Columbia and 558 miles in Yukon. On the Haines Cut-off, about 64 miles are in Yukon Territory, about 50 miles in British Columbia, and the remainder in Alaska.

Types and Quality of Construction

The original standard for the permanent road specified a road section graded 36 feet wide, with the middle 20 feet surfaced with crushed rock or gravel. Later this standard was reduced to 26 feet. According to the latest detailed reports, the road, as built, is about as follows:

56 miles, Dawson Creek to about 7 miles beyond Fort St. John—36foot grade, surfaced with crushed gravel or rock 20 feet wide. High-class construction.

252 miles, to Fort Nelson—26-foot grade, surfaced with crushed gravel or rock. Good construction.

326 miles, Fort Nelson to Watson Lake—22- to 26-foot grade, surfaced to 20 feet wide. Fair to good construction.

283 miles, Watson Lake to Whitehorse—20- to 26-foot grade, surfaced to 20 feet wide. Fair to good construction.

304 miles, Whitehorse to Alaska boundary—22- to 26foot grade, surfaced to 20 feet wide. construction to Kluane Lake, and then variable.

Very good

No dust-laying treatment of any kind has been applied to, or proposed for, any section of the highway.

In addition to the crossing of the Peace River at Fort St. John there are numerous stream crossings along the highway that require bridges with truss spans ranging from 80 feet to 250 feet. Among these are the bridges over the Trout River, Liard River (lower crossing), the Coal, Smith, Hyland, Teslin, Tetsa, and White Rivers;

also the Liard River (upper crossing) and the MacDonald River.