Northern Alberta Railways, Proposed Routes to Vancouver and Prince Rupert Via The Monkman Pass
| For assumed initial traffic | For Assumed maximum traffic |
New Construction Via CNR to Prince Rupert | 188 miles | 1,010 miles |
New Construction Via CNR to Vancouver | 198 | 1,020 |
New Construction Via PGER to Vancouver | 310 | 1,132 |
Capital Investment Via CNR to Prince Rupert | $16,092,000 | $83,117,500 |
Capital Investment Via PGER to Vancouver | $21,692, 000 | $90,081,250 |
Gradients Against Outbound Traffic to Vancouver or Prince Rupert Via CNR | 0.75 percent | 0.75 percent |
Gradients Against Outbound Traffic Via PGER and CNR | 1.00 percent | 1.00 percent |
Average Distance Traffic is Hauled to Prince Rupert | 811 miles | 873 miles |
Average Distance Traffic is Hauled to Vancouver (Via CNR) | 915 miles | 977 miles |
Average Distance Traffic is Hauled to Prince Rupert (Via PGER) | 864 miles | 926 miles |
Net Outgoing Tonnage to Vancouver or Prince Rupert | 150,000 tons | 1,860,000 tons |
Note. 1: The Monkman Pass by its location elevation, etc. is decidedly a better route than those by either the Wapiti or Pine passes, as it is much more direct is lower and will permit of lighter gradients against the traffic than either of these two other passes.
Note. 2: The Wapiti Pass is some 30 miles southeast of the Monkman Pass. It is approximately 900 feet higher and a line would be some 20 miles longer without any advantage in gradients or construction costs as compared with the Monkman Pass for which reason it has nothing to recommend it as an alternative to the latter route.
Source:Report on various proposed railway routes for a western outlet to the Pacific from the Peace River district by a joint board of engineers of the Canadian National and Canadian Pacific railways, Ottawa, 1929. NAC (PAC) RG 43, Vol. 686, No. 21, 824.