We need not go into the history of the long delay in starting railway construction in British
Columbia; neither is it necessary to relate the particulars of how Canadian contractors secured the
four divisions of the Emory-Savona road, and afterwards thought it advisable to pass over their
respective rights to a Syndicate formed by the following capitalists of the neighboring Republic,
namely Messrs. H.B.L. Laidlaw, banker, N. York; L.P. Morton, of Morton, Bliss & Co., bankers,
New York, S.G. Reed, Vice-President of the Oregon Railway & Navigation Company, Portland,
Oregon; D.O. Mills, banker, San Francisco and New York; and Andrew Onderdonk, contractor
and civil engineer. Mr. Mills to be financial agent, and Mr. Onderdonk to personally Superintend
the work.
We have reason to believe that all the gentlemen named are among the leading business men of America. Certainly, Mr. Onderdonk must hold a high position in the confidence of his associates to be placed in the immediate charge of so extensive a contract. The quiet and business-like manner in which his preparations have been made since he arrived in our midst proves that the heavy contracts in which he has been engaged in San Francisco and elsewhere, has thoroughly qualified him to direct extensive undertakings. We see none of that 'red tape' display that has caused serious delay east of the mountains, but on the contrary every step is forward.
The Assistant Superintendent, Mr. John L. Bray, renders important practical assistance and
proves that his many years of railway experience have not been without corresponding benefit.
The following assistants have been selected from experienced men in the different branches now
partially under their charge:
Division sup't -- John. O. Robinson
Division sup't -- William Traynor
Tunnel Overseer -- J.B. Harrison
Timber Overseer -- Wm Clark
Saw mill Overseer L.P. Oaks,
Foremen -- A.C. Monro, A.F. Frazer, Robt Menzies, A.E. Hill, P. McLoed, and C.B. Brewster
and Dan Sullivan, Chinese foremen. J.B. Tiffin, tunnel foreman.
The work fairly commenced by Mr. Bray firing the first shot at No. 1 tunnel at 9 a.m., May 15th. The location is just out of Yale, adjoining the gorge turn in the wagon road; each working day enlarges the tunnel entrance; while the mountain is being pierced at one end a force is, also, busy at the other end of the first tunnel, and thus will work be regularly prosecuted until daylight is let through what at present [is] a formidable obstruction. Yet engineering skill overcomes all such difficulties.
Operations have, also, commenced upon No. 2 tunnel, both ends, and as 'a constant shock will split a nation, or indent a rock,' we expect to be able to report good progress from week to week. The greatest care is being taken to guard against accidents, and a hope entertained that few will occur upon this contract. Of course explosives, giant powder, etc., are freely used in the blasting but great care is exhibited in the handling, only sober, reliable men in charge of the magazine, and with the powder in use.
Quite a business is doing on between Emory and Yale, all along the right of way; however, some unavoidable delay along the line of railway has prevented a larger force being employed in this vicinity than otherwise would have been; it is now expected work will soon be lively the whole four miles from Emory to Yale. At present about midway Mr. S. M. Nelson has a camp and accommodates nearly a hundred men; and close by, at the Upper Bridge, a Chinamen's camp provides for about fifty of that people, who are clearing for the road in that section. A mile further on is the Powder Magazine, a building erected with care, and guarded with fidelity; cautions against smoking, etc., are conspicuously posted; a water trough leads to the roof from a spring running out of the mountain, and a head of water can be utilized in a hurry should it be required to flood the building.
A short distance beyond the magazine a Chinaman has exhibited his enterprise by establishing a way-side store where he is ready with a large stock of goods to supply his countrymen, or whoever may want any trade in his line. Other signs of change along the road are visible, where the right of way is now being cleared. The railway line runs between the wagon road and the river, and at places will be constructed along the 'rugged edge' of the bank; when the road is built the view from the cars will be picturesque and grand.
At present there are 330 Whitemen and 100 Chinamen employed, and we understand a large number of both are upon the way up from California. In fact every day adds to the arrival, and it is believed that soon a thousand men will be at work upon the road. We learn from the highest authority, that it is intended to complete the four miles between Emory and Yale as soon as possible. It is thoroughly recognized that the true American plan of using the road to build the road will be followed, and thus handle supplies to advantage. The old adage, 'a penny saved is two pence earned,' has a significance not to be ignored. All fully experienced Contractors fully understand that it is necessary to economize as they proceed, for no man can tell what delay and accident may cause drawbacks before ending the contract. 'Let not he who goes to battle (with mountains in this case,) rejoice as he who leaves.' We have implicit confidence in the present management and hope for the best, for men with the enterprise and PLUCK foreshadowed by Mr. Onderdonk and his associates deserve success; and we believe we only echo the desire of every friend to this Province, if not the whole Dominion, when we express the hope that their footing up at completion of their contract may be satisfactory to themselves.
LATER -- We learn that a force of men have commenced building a mule trail from Suspension Bridge to the 1,600 ft tunnel.
