Nicola, Kamloops and Similkameen Coal and Railway Company

The Nicola, Kamloops and Similkameen Coal and Railway Co (NK&S), ultimately a Canadian Pacific Railway (CP) subsidiary, connected Spences Bridge and Nicola in south central British Columbia. This standard gauge trackage, which followed the Nicola River, formed the CP Nicola Subdivision.

Coal cartage opportunity A prospector named Kennedy from Ashcroft was believed to be the first European to discover coal in the area. Subsequently, First Nations took quantities of coal to Lytton for blacksmiths during the Cariboo Gold Rush, as did packhorses to Clinton as early as 1869. Local settlers extracted these surface outcroppings with a pick and shovel to fuel their fires.

In 1877–1878, the Geological Survey Department of Canada first reported coal in the area.

Following contact with Albert Elgin Howse of Nicola and reading the Dawson report of 1886, Lieutenant-Colonel William Hamilton Merritt III journeyed from Toronto in 1887. On finding coal in what is known as the Pot Hole, west of the Coldwater 1 Reserve, he purchased a large tract of coal lands. He proceeded to the Coast to form an investor syndicate to apply for a railway charter, because establishing economical transportation was a prerequisite.

Railway charters In 1891, the Nicola Valley Railway Co (NV) obtained a charter to build from Spences Bridge to the western end of Nicola Lake, with a branch line south along the Coldwater River to Voght Creek. Construction needed to commence within three years and be completed within five. The NV syndicate comprised Charles Whetham, Stephen Tingley, and Dr. John M. Lefevre (president). Later that year, the NK&S obtained a charter for the same route by disguising its application as Kamloops to Osoyoos via the Nicola Valley and Princeton, with a branch to Spences Bridge. The NV unsuccessfully opposed the NK&S application. Led by Howse and W.H. Merritt, the NK&S syndicate also comprised John F. Allison, R.H. Lee, A.M. Nanton, Sandford H. Fleming, Frank A. Fleming, C.H. Keefer, Geo F. Harman, and C.F. Shanley.

In 1892, the NV was granted a $3,200 per mile construction subsidy, and the principals obtained options on coal rights immediately south of present Merritt, covering of coal lands. The 1894 announcement that construction would shortly commence came to nothing.

Equally unable to secure financing, the NK&S charter lapsed. W.H.Merritt and two others were all that remained of the original syndicate when the NK&S charter for a Spences Bridge–Nicola line was renewed in 1903. The $6,400 per mile federal construction subsidy for the first was expected to also attract provincial financial assistance. That year, they sold the charter to eastern capitalists from Ontario. A year later, a New York syndicate apparently bought the charter.

Railway construction project Approval in principle In 1904, false rumours circulated that CP had acquired the NK&S charter. That year, John Hendry, who possessed good connections within CP, staked out of coal rights southwest of present Merritt with the intention of starting a colliery. That summer, Dr. R.W. Ells conducted coal surveys, which appeared in the annual report of the Geological Survey Department that year. This highlighting of the coalmining potential lifted the Nicola Valley out of obscurity. Ellis concluded that the coal quality and reserves compared very favourably with those of Vancouver Island and the Crowsnest.

Associated opposition Coal magnate James Dunsmuir had been unsuccessful in acquiring John Hendry's extensive coal rights. In August 1905, he secured an option for coal development on another but planned to leave the property idle for two years. This would eliminate competition from other speculators and also benefit his Vancouver Island mines, but the landowners thwarted his attempts. Next, he claimed the coal was of poor quality and limited quantity, so he was no longer interested in the option. He imagined his rejection of the area might induce Hendry to abandon the adjoining coal rights. However, the press exposed the scandal and dashed his hopes of buying up all the Nicola options at bargain prices.

Approval to proceed In May 1905, CP announced that work would begin that summer on the railway line, the prime contractor having acquired the NK&S charter on behalf of the railway.

CP obtained locomotive coal from Vancouver Island mines, where labour disputes threatened the ongoing supply. Consequentially, access to the Nicola region reserves assumed greater importance.

Progress Loss and MacDonnell, the prime contractor, commenced the $1,500,000 project in July 1905. To minimize heavy rock cuts, the right-of-way crossed the Nicola River multiple times. That month, the wagon road, which had struggled to justify a bi-weekly stage service, introduced competing daily services.

The initial subcontractors west to east were: Foss and Sutherland, , involving some heavy rock work. Ironside, Rannie and Campbell, , requiring heavy rock work and the heaviest earth cuts. Pat Allen, , consisting mainly of earthwork. Bright, , involving stretches of comparatively light construction work. Cook, Quinn and Brassie, , entailing mostly light scraper work.

That October, a new work camp was set up at Coutlee to work both ways. The next month, Ironside, Rannie and Campbell were awarded the bridgework, tracklaying and ballasting contract. By December, one thousand men were working at 20 different camps along the route.

In January 1906, tracklaying began at Spences Bridge. In mid-March, the eastward advance of the rail head reached the Clapperton Tunnel, having progressed at per day. When subcontractor McLean finished the tunnel, tracklaying proceeded. That year, labour shortages continued to delay progress. The rail head reached Coutlee in early June 1906 and Nicola in November 1906.

Following inspection of the completed line in March 1907, tri-weekly passenger service began at the beginning of April.

Extension CP proposed to later extend the track eastward via Quilchena to Princeton. The construction announcement in June 1909 revealed the plan had been revised to an extension southward from Merritt via the Coldwater River. By December 1910, of track had been laid. In late September 1911, the rail head reached Otter Summit.

Service within geographical context

CP Train Timetables (Regular stop or Flag stop) Mile 1909 1912 1915 1916 1919 1929 1932 1935 1939 1943 1948 1954 1957 1960 1963 Spence'sBridge 0.0 Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Clapperton 10.1 Flag Flag Both Flag Flag Flag Flag Flag Flag Flag Flag Flag Flag Agate 17.3 Flag Flag Flag Flag Flag Flag Flag Dot 20.3 Reg. Reg. Both Flag Flag Flag Flag Flag Flag Flag Flag Flag Flag Canford Mill 28.2 Flag Canford 29.3 Reg. Reg. Both Flag Flag Flag Flag Flag Flag Flag Flag Flag Flag Coyle 35.0 Reg. Reg. Both Flag Flag Flag Flag Flag Flag Flag Flag Flag Flag Coutlee 37.8 Reg. Reg. Both Flag Flag Flag Both Flag Flag Flag Flag Flag Flag Merritt 39.8 Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg. Nicola 47.0 Reg. Reg. Reg. Reg. Reg. Reg. Reg. Reg.

Railway infrastructure and incidents Initial route CP Infrastructure and incidents for Spences Bridge–Clapperton Mile Place Passenger Service Station Building Section House SectionCrew Storage Capacity EngineHouse Track Ref. Type Built Closed Comments Built Comments From To WaterTank CoalChute Passing Other 0.0 Spences Bridge 1.0 Highway crossing. In 1926, four cars of a westbound passenger train derailed. 1.4 Highway crossing. 6.0 In 1927, an eastbound locomotive and tender derailed when struck by a boulder. 6.8 A enclosed tank erected c.1907 on the south side of the main line. Deactivated before 1930. Removed. 8.2 Nicola River: steel deck truss span and deck plate girder span. 8.3 Highway crossing. 9.4 Highway crossing. 9.6 Clapperton (Ten Mile) Tunnel: concrete lined tunnel. The portals are made of cut stone.

CP Infrastructure and incidents for Clapperton–Agate Mile Place Passenger Service Station Building Section House SectionCrew Storage Capacity EngineHouse Track Ref. Type Built Closed Comments Built Comments From To WaterTank CoalChute Passing Other 10.1 Clapperton Apr 1907to Oct1957 None N/A N/A c.1906. Removed after 1962. Apr 1907 May 1962 None None None Feb 1916 toApr1965.Length In 1909, an incorrectly set switch sent a westbound train into a stationary truck and freight car. In 1911, three passenger cars and five coal cars of a mixed train derailed. 12.0 In 1918, several loaded coal cars of a westbound freight train derailed into a ditch. 13.3 Highway crossing. 13.7 Highway crossing, after paralleling north of highway from Mile 13.3. After the rails were lifted, the highway moved onto the former railway grade. 14.3 Skuhun (KV Potato Illahe) Creek: wall culvert span. Replaced by timber deck bridge on concrete abutments in 1946, which were damaged in the 1948 flood. 14.5 Nicola River: steel half deck plate girder spans. 14.8 Shakan Creek: wall culvert span. Replaced by timber deck bridge on concrete abutments at unknown date. A enclosed tank erected c.1925 on the south side of the main line. Deactivated winter 1953–54. Removed.

CP Infrastructure and incidents for Agate–Dot Mile Place Passenger Service Station Building Section House SectionCrew Storage Capacity EngineHouse Track Ref. Type Built Closed Comments Built Comments From To WaterTank CoalChute Passing Other 17.3 Agate Oct 1920to Oct1957 None N/A N/A None N/A N/A None None None None 17.5 Manning Creek: wall culvert span. Replaced by timber deck bridge on concrete abutments in 1946. 18.0 Nicola River: Pony truss. Replaced by steel pony truss and half deck plate girder span at unknown date. 19.0 Manning Creek FSR crossing. 19.7 Gordon Creek: wall culvert span. Replaced by timber deck bridge on concrete abutments. In 1911, a freighthopper sustained fatal injuries on attempting to board a moving westbound train.

CP Infrastructure and incidents for Dot–Canford Mill Mile Place Passenger Service Station Building Section House SectionCrew Storage Capacity EngineHouse Track Ref. Type Built Closed Comments Built Comments From To WaterTank CoalChute Passing Other 20.4 Dot Apr 1907to Oct1957 Bohi's Type 10. 1906. Apr 1969 Removed c.1970 c.1906. Removed c.1970 Apr 1907 c.1969 None None None Feb 1916 toJul1990.Length Being about half way on the Nicola wagon road, James Phair established a ranch and stopping place c.1875. The establishment had a liquor licence and was well patronized prior to the railway. 21.0 Backwater: timber pile trestle. Rebuilt in 1934. 21.4 Nicola River: Howe truss. Replaced by steel through truss span in 1942. Later strengthened by an exterior truss span. East abutment washed out in 1948. Permanent repairs completed in 1951. 24.4 In 1918, about 5 coal cars derailed. 26.2 Nooaitch Creek: timber deck on concrete abutments. A enclosed tank existed on the south side of the main line. Deactivated winter 1953–54. Removed. 28.1 Petit Creek Rd crossing. In 1913, the locomotive and all the cars of an eastbound passenger train derailed.