14
Alexandra Bridge as it looks today1986
Spuzzum, B.C.
15
Sir Joseph Trutch1826 - 1904
Engineer, Brilliant Politician,
BC's First Lieutenant-Governor
Opponent of B.C. First Nations
Sir Joseph Trutch was both loved and hated by the people of British Columbia. As a political entity, he was greatly favoured by the colonists and businessmen of the new province. As a writer of Indian Policy he was sadly lacking, viewing the native people as not deserving and the damage he did is still being dealt with in the ongoing Treaty Process.
Trutch began as a surveyor and engineer, and built several bridges and roads in B.C. He built a house in Yale that still stands, and is now known as the Teague House. His appointment as Land Commissioner was the platform for his controversial Indian land policies, which diminished many of the Indian reserves in B.C. He took land away from native people and gave it to white settlers.
He entered politics, and was one of the representatives that secured the deal that led to B.C. becoming a province of Canada. He later became the first Lieutenant-Governor of British Columbia.
Joseph Trutch was born in England, and traveled to San Francisco during the 1849 Gold Rush. He worked as an engineering contractor in California, Oregon, and Illinois; where he met and married Julia Elizabeth Hyde. After moving back to England for a time, he and his wife sailed to Victoria, B.C. in 1859 to work for Governor James Douglas surveying lots on the lower Fraser, including Gastown.
He became known as an outstanding engineer, and was awarded contracts for building sections of the Cariboo Waggon Road between Chapman's Bar and Boston Bar. He hired many of the local men who had not struck it rich, including Stephen Tingley and Frances Barnard. The first Alexandra Suspension Bridge at Spuzzum was one of his greatest engineering feats and he made a lot of money off of it through charging road tolls for seven years. The bridge spanned 300 feet over the raging Fraser, and was hung on four inch cables.
Trutch built himself a nice Victorian home on a fine piece of land in Yale. The view was the best in Yale, on a curve looking both downriver towards Hope and upriver to Yale. This home was later bought by William Teague who raised his family there, it remained in the family until 1991 when it was sold to Fraser River Raft Expeditions. It is now run as a Bed & Breakfast known as the Teague House.
Joining Trutch in B.C. were his sister Caroline, his brother John, and his mother. Caroline married Peter O'Reilly, and John married Zoe, the sister of Anthony Musgrave, who was the last colonial governor of B.C. before Confederation. This extended family allowed Trutch to wield much influence in the policies of the government of British Columbia.
Joseph Trutch also became somewhat of a land baron in colonial B.C. When he made the political decision to accept the post of Chief Commissioner of Lands and Works, controversy forced him to sell his extensive land holdings in order to avoid conflict of interest. It cannot be said that he succeeded in becoming unbiased, as he sold everything to his brother John.
As Land Commissioner, Trutch showed his crooked side. He deliberately falsified James Douglas' records in an attempt to justify policy change. 2 Joseph Trutch had a terrible attitude towards the native people of British Columbia. He regarded them as 'dirty, lazy, cowardly savages', barely human, and felt that they had no claim to their land. 3 He believed all good arable land should be given to the white settlers for productive farming. He appointed his brother in law Peter O'Reilly as Indian Reserve Commissioner in the 1880's, and proceeded to resurvey all of the Indian Reserves so that the native people had the bare minimum on which to make a living.
Due to his political expertise he was chosen as one of a delegation of three men to represent British Columbia in the negotiations with Canada prior to joining the Canadian Confederation. Sir John A. MacDonald was so impressed with Trutch that he persuaded him to become B.C.'s first Lieutenant-Governor, which he did from 1871 to 1876. 4
In 1889 he was knighted by Queen Victoria in recognition of outstanding service to Canada.
His wife Elizabeth died in 1895, and he had no desire to live in Canada after that. He returned to his home in Somerset, England, to die there in 1904.Two streets, one in Victoria and one in Vancouver, are named in his honour.
Written by Darla Dickenson & Irene Bjerky
1 BC Chronicles, 1846-18**, page
2 http://collections.gc.ca/yale/people/trutch.htm
3 www.landclaimsdocs.com/conferences/Ottawapdf/ josephtrutch&indianlandpolicy.pdf
4 http://collections.gc.ca/yale/people/trutch.htm
16
Dietz and Nelson's British Columbia and Victoria Express11 April 1867
Victoria, B.C.
17
Dietz & NelsonLaying the Foundation of the Future
Two enterprising individuals formed a bond that saw them overtake the first, and popular, expressman, Billy Ballou and later worked together to turn a small mill into a leading enterprise of its kind. The team was Dietz & Nelson, known throughout Yale as friends and business partners, they were among the leading members of the populace.
Their success is associated with their willingness to go into partnership with other businesses and as a united force build their way into a formidable enterprise. Partnerships that they were involved with in Yale included the promising Yale Steam Navigation Company, which was brought to its knees relatively early due to a boiler explosion; and the successful unification with the burgeoning express business of Francis Barnard.
Prior to their joining with Barnard's Express in 1862, they had operated an express company. Upon merging with the BX they entered into an agreement that they would cover the routes between Victoria, Lillooet and Yale, and Barnard would handle the roads further north. At the time of their merging gold was being discovered further up the Fraser River, making it possible to expand the express service upon the advancement of the Cariboo Waggon Road.
The partnership met with undeniable success and this success was well recognized by the colony at that time. On December 14, 1864 the British Columbian stated that:
"…it only remains to give a few figures, in order to afford the reader an idea of the present magnitude of the institutions and the success with which it has met under able management of Mr. Barnard and Messrs. Dietz and Nelson. The number of miles traveled (sic) during the present years is 110,600. Number of men employed, exclusive of agents whose time is not entirely devoted to the Express, 38. Number of horses employed in the Express service, 160. Number of Expresses dispatched from head office in New Westminster during the present year, 450. Total amount of treasure and valuables, exclusive of merchandise passing through the Express during the present year, $4,619,000." 1
George Dietz and Hugh Nelson also possessed the knowledge of when to step back and let events unwind as they would. They signed over their rights to their route and their company, 'The Dietz & Nelson British Columbia and Victoria Express' to Barnard in 1867.
It is likely that they opted to sell their express company to Barnard because their newest business venture, a year into production, was by all appearances advancing rapidly. The business was a sawmill that had gone through a number of owners and failures until being purchased by Sewell P. Moody in 1865. The following year Dietz and Nelson bought into the company and the firm became Moody, Dietz & Nelson, though the mill was still generally referred to as Moody's Mill.
As a team the three owners made Moody's Mill the chief export centre for lumber in British Columbia for 20 years. The success generated in 1867-68 enabled them to build a steam-powered mill in addition to the water-powered mill. "It was claimed that the two mills combined could produce 305 metres of lumber per day." 2 This was a phenomenal amount of lumber in those days and in order to produce such a percentage they employed over 200 men for the mill workings, fallers, and loaders who hand-loaded the lumber onto waiting ships.
A devastating fire in 1873 did not slow the mill down for long, despite the fact that it destroyed the newer steam mill at a cost of $10,000. They continued production and had soon rebuilt; by May of 1874 they were back on track. But it was also around this time that sadness descended upon the trio.
George Dietz remains largely a mystery, possibly due to being overshadowed by business partner Hugh Nelson who went on to become the lieutenant-governor of B.C. Knowledge exists of Dietz's business enterprises but his age and dates of birth and death remain unknown. We know that he passed away prior to 1875 while still a partner of Moody's Mill. Sewell Moody perished in a shipwreck in 1875, leaving Nelson in sole control of the mill.
New partners came onboard and together they made the mill "one of the most extensive in the Pacific North West." 3 Nelson left the company in 1882 to further his career in politics and the company continued a brief stint of success after his departure. The First World War saw the mill close and a fire destroyed much of it in 1916. And, "when the low level road built by the municipality of North Vancouver as a route to the Second Narrows Bridge was put through in 1927, the remains of the mill were demolished." 4
The destruction of the mill erased the physical reminder of the Dietz & Nelson partnership but not the tracks they left in B.C.'s history. Their express line brought thousands of people and supplies into the interior and their sawmill made B.C. a force in the newly formed export market. The impact on B.C. is impossible to forget for it is still reverberating throughout the daily lives of British Columbians.
Written by Darla Dickenson, edited by Irene Bjerky
1- "Albert & Front Street Teamsters." Yale and District Historical Society Archives.
2- "Moody's Mill" Internet: http://collections.ic.gc.ca/forestry/company.htm
3- "Moody's Mill"
4- "Moody's Mill"
18
SS 'RP Ripthet' at Yale BC Archives Call Number C038181882
Yale B.C.
19
Barnard's Express Plaque is situated opposite of where the BX station in Yale was.1987
Front Street, Yale
20
Francis Jones Barnard1829 - 1889
Barnard's Express, on Foot and by Stagecoach
For more than 20 years the Fraser Canyon walls echoed to the crack of the whip and the thunder of hooves of the stage line begun by Francis Barnard.
Francis Barnard was an extraordinary man, perhaps the hardest-working entrepreneur of his time. He began Barnard's Express by walking the 380 miles from Yale to Barkerville completely on foot, with a heavy pack full of letters and newspapers, then turned around with another load of letters and gold from the miners. His round trip was an arduous trek of 760 miles, or more than 1200 kilometres of rough mountainous trails. He made this trip several times a year and eventually he saved enough money to buy a horse, and then finally a stagecoach with six horses.
Barnard's story began in eastern Canada; he was born in Québec City, and married his wife Ellen there. After his business in Toronto failed, he left his family in Ontario while he made his way via Panama to San Francisco, Victoria, and then to Yale, landing with only a five-dollar gold piece in his pocket.
Those first hard years Barnard worked at any job he could get; wood cutting, road building, town constable, and steamboat purser. Constable Barnard had an adventure as he was transporting two prisoners to New Westminster in a canoe. He spent the night in Hope, and was nearly murdered when one of the convicts freed himself and tried for Barnard's pistol, intending to shoot him. The constable awoke just in time, and struggled with the man, finally regaining control of the situation and taking him prisoner once again.
When he was working on the SS Yale as the purser in 1860 he could finally afford to bring Ellen and the children out to British Columbia. They arrived from Victoria on the SS Yale, just before the fatal trip where the ship's boiler blew up, killing the captain, fireman, and others. Barnard was on the steamer when this happened, again just escaping death when he was thrown clear and rescued by some native people just below Hope.
Following this incident Barnard completed a contract clearing, grading and stumping Douglas Street, and it was at this time, in the fall of 1860, when he began his new Barnard's Express Company. He transported letters on foot to the Cariboo for $2 apiece, and charged $1 each for newspapers. During the winter months he also made similar trips to New Westminster from Yale, a distance of 100 miles each way.
After two years of packing the mail on his back, he bought himself a horse. His 'Pony Express' consisted of him leading the horse which had the pack of express mail on its back. He also transported gold back to Yale for the prospectors, who by now trusted this honest, resilient man to protect their hard-earned riches. From Yale the gold and mail was taken to Victoria by Messrs. Dietz & Nelson.
By 1862 the Cariboo Waggon Road was completed as far as Soda Creek, and Barnard found some investors who believed in him to help him buy a series of 14-passenger, six-horse stagecoaches, and the Barnard's Express & Stage Line was born. He hired excellent drivers such as Stephen Tingley, and was so successful that he expanded his business in 1864 to include the colonial mail contract. He also convinced the government to disband the costly gold escort and entrust the carriage of all gold dust to him, hiring an armed messenger to protect it.
He expanded even more in 1866 when he bought out Dietz & Nelson, so that now he owned the whole route between Victoria and Barkerville. In 1868 he and his family moved to Victoria, from where he continued to operate his stage line.
Barnard tried his hand at other ventures, sadly with less success. He teamed up with J.C. Beedy to bring six road steamers, with drivers, over from Scotland. The steamers, with a train of cars behind them, could not navigate the steep canyon roads. The pricey experiment was a failure, and he had to send four of the cars back to Scotland. Two, including their engineers, stayed in British Columbia.
In 1874 he secured a contract to build sections of the new transcontinental telegraph line, but because of poor government planning, the routes kept changing or being cancelled, and by the time a new government decided to terminate the whole project four years later, Barnard was out of pocket for every penny he had sunk into the mess. Though he sued for his damages, he was never compensated for any of his outlay and work.
"The worry and anxiety from this broke up Mr. Barnard's fine constitution, which had withstood all the trials, exposure and fatigue incident to pioneer life - trials and fatigues, which in his case were far beyond the ordinary, and, perhaps, unparalleled in the colony." 1
He suffered a stroke in 1880 that left him a paralyzed invalid until his death in 1889. It was a disheartening end to the incredible man who gave so much of himself to the province of British Columbia.
For over 20 years the Fraser Canyon echoed to the rumbling of the stage line begun by Francis Barnard. The coming of the Canadian Pacific Railway in 1880 destroyed the waggon road in the canyon, effectively putting an end to the stage business there, but coaches continued to run north from Ashcroft into the Cariboo for many more years.
Written by Irene Bjerky
1 Howay & Scholefield, p. 1069
21
Stephen Tingley BC Archives Call Number B049151870
Yale B.C.
22
Stephen Tingley1839 - 1915
Best Stagecoach 'Whip' on the Cariboo Road
Rancher, Roadhouse Keeper, Coal Speculator
Stephen Tingley is best known for his stagecoach driving on the Cariboo Waggon Road, yet he was much more than that. He was one of the owners of the legendary Hat Creek Ranch, Historic 108 Ranch; and 83 Mile Ranch, and he had business interests in Merritt, B.C. He also lost his beloved wife in a tragic buggy accident. Tingley bought Barnard's Express from his old boss and renamed it the BC Express Company. He also drove the famous Dufferin Coach when Governor-General Lord Dufferin and Lady Dufferin wanted a tour of the Fraser Canyon.
Tingley arrived in Yale sometime between 1858 and 1861. It is said that he unsuccessfully prospected for gold, then owned a saddlery shop in Yale before going to work in 1863 for Barnard's Express. He became renowned for his expert handling of the six-horse teams that drew the distinctive red & gold 14 passenger stagecoaches to the Cariboo Gold Fields and back.
He is famous for herding 400-500 horses up from California through the Okanagan to the Vernon BX Ranch in 1868. 1 It was an arduous journey of more than 1000 miles, and the round trip took nearly eight months. 2
In 1871 Tingley became part owner of the BC Express Company. His old boss, Frances Barnard, sold a one-quarter share each to him and another driver, James Hamilton. The name of Barnard's Express was changed to the British Columbia Express Co. (BX)
Stephen Tingley was born in 1839 in New Brunswick, 3 near his future wife Elizabeth. It is generally agreed upon that he left home at the age of 19, in 1858, but where he lived and worked before his arrival in B.C. is unknown. Different accounts have him leaving home and working in San Francisco before arriving in Yale; other reports have him arriving in Victoria with fellow gold-seekers in 1858.
Tingley traveled back to New Brunswick to marry his childhood sweetheart Elizabeth Harper in 1869. After they journeyed back to live in Stephen's new home in Yale, they had two sons, Clarence Harper Tingley, and Frederick Chipman William Tingley. 4
Tragically, Elizabeth was killed when their buggy went over a precipice after the horses shied. She lived for two days after the accident, but died from head injuries, specifically by a fractured skull. Her death record 5 states that she was holding the baby (Fred) in her arms as the cart went over; Fred was five months old at the time, but amazingly he survived. Without a doubt it must have been due to the protective clutch of his mother as they fell. Stephen and their two young sons accompanied Elizabeth's body back to New Brunswick for her burial. 6
The only Tingley to be found in the Yale Pioneer Cemetery is Alex who died in 1883 at the age of 23. 7. Alex was Stephen's youngest brother. 8
In 1877, four years after he was widowed, Stephen married Pauline Louise Laumeister, the daughter of Frances Laumeister, who brought camels to the Cariboo. 9 They had two daughters, Ada Francis and Pauline Deborah. 10 Five years later (1886) Hamilton died, and Tingley bought out his partner to become sole owner of the BC Express.
Stephen Tingley became a coal and railroad speculator when he bought the mineral rights from a number of Nicola Valley settlers near Merritt, B.C. He entered a partnership with Alexander A. Green of Garesche, Green, and Co. to acquire four square miles of coal lands at Coal Gully. 11 They received a charter in 1893 for the Nicola Valley Railroad, but it never was to happen, as a worldwide depression occurred that same year, and the GG & Co went bankrupt a year later. However, though he was not a part of it, a railway was built in 1906 and coal was mined in the Nicola Valley in 1907. His vision had come true.
In 1894 Tingley bought one of his favourite stopping houses; the Hat Creek Ranch. 12 Incidentally, the saloon decor at the Hat Creek Ranch was used as a model for the saloon scene in the movie "Unforgiven" starring Clint Eastwood and Morgan Freeman. Tingley built a BX barn at the ranch before selling it.
Before buying the Hat Creek Ranch, Tingley also bought the 108 Mile Ranch in 1889, 13 which his son Clarence ran until 1903; when they sold it to a Captain Watson. By 1892 Tingley had built a hotel, BX barn, stable, bunkhouse and blacksmith shop. Much of the hotel was built from the materials of the previous stopping house, which had a terrible murder story attached to it. Apparently the original 108 Mile Stopping House was owned by a Scottish trio who murdered gold miners, stealing their pokes, and enslaved and killed young women. Their list of crimes went on and on, and eventually all were killed, hung and/or committed suicide before trial. 14
In 1897 Tingley bought the 83 Mile Ranch, where he built a stopping house and BX barn. 15 This barn is today open to the public as a farm equipment museum on Highway 97, and contains many carriages used during pioneer times. 16
One event stands out clearly in Tingley's famous career, and made all the papers. When Canada's Governor-General, the Viceroy Lord Dufferin and his wife, Lady Dufferin 17 wanted to tour the new province of British Columbia, Stephen Tingley was chosen to drive the esteemed couple on a tour of the Fraser Canyon and the Cariboo Waggon Road.
Along with the excellent driver selected, a special coach was built for this occasion in 1876, an elaborate red coach, undoubtedly the nicest one in BC. Very good horses were chosen, and the beloved couple had the loveliest drive through the Fraser Canyon and the Cariboo. "The Best Whip of the Road" was their tour guide, and they were said to have enjoyed their trip immensely. Tingley is quoted as having said about Lady Dufferin, that "she hasn't a scare in her!" After long use and a near tragic end, the Dufferin Coach was lovingly restored and sits in the New Westminster Museum. Fred Tingley drove the coach in the 1937 Coronation and May Day Procession in New Westminster.
Stephen Tingley retired in 1897, and must have moved to Vancouver at some point after that. He died there in 1915, and his widow Pauline outlived him for another 31 years, dying in 1946. His children also outlived. 18
His was an end to a very distinguished career, spanning almost 40 years from 1858 to 1897. Nearly everyone in the province of BC knew him or of him, and his old friends remembered the tragedy that befell his first wife Elizabeth. His children carried on his legacy, Clarence as a telegraph operator and BX innkeeper, Fred as a stagecoach driver. His great-grandchildren still proudly speak of his history.
Written by Irene Bjerky
1 Stephen Tingley Journal, BC Archives
2 Glenna Metchette, from the Tingley Journal, courtesy of the Tingley/Green family
3 Point de Bute, outside Sackville, in Westmoreland County, New Brunswick
4 Clarence born in 1869, Frederick born 1873
5 BC Vital Records, Death of Elizabeth Tingley, recorded by William Teague, September 22, 1873
6 Personal communication, Elizabeth Green, great-granddaughter of Stephen & Elizabeth Tingley
7 More research needed.
8 born in 1860 (New Brunswick)
9 The other two were Henry Ingram and
10 Ada born in 1879, and Pauline was born about 1881
11 "Merritt, her History and Symbols of Identity" by Tammy Fox and Pat Lean
12 http://www.heritage.gov.bc.ca/hat/hat.htm
13 http://www.historical.bc.ca/condensed.html
14 Need Documentation to publish
15 Pat Foster, "The BC Express Company", p.21, BC Historical News, Vol. 31, No.3, Summer 1998
16 Personal communication by Glenna Metchette
17 official name & title was Frederick Temple Hamilton-Temple-Blackwood, 1st Earl of Dufferin, 1st Marquess of Dufferin and Ava.) and Lady Dufferin (nee Hariot Georgina Rowan Hamilton)
18 Ada died in 1932, Clarence in 1942, Fred in 1947, and Pauline in 1971
23
Stephen Tingley.1900
Vancouver, B.C.
24
Cariboo Waggon Road1865
Yale B.C.
25
Perry Collins'Race against Time
Perry Collins presence in North America defies words; everything he was involved in marked him and somehow made an impression that would forever remain in the North American realm. "Perry McDonough Collins, banker, lawyer, and entrepreneur, was an American gifted with insight, imagination and energy." 1
Collins was born in Hyde Park, New York, in 1813. By 1846 he was studying law in New York City. It was around this time that he began hearing rumours of great strikes in California and consequently joined the California Gold Rush in 1848-9.
The life of a miner was obviously not his thing for by the time the next big strike came in B.C. he was otherwise engaged in trading ventures with Russia on behalf of American Commerce. Completing his business dealings he heard word of the discouraging news that yet another attempt to lay the Atlantic cable had met with failure. Collins turned the news that had seemed so final to so many others to his advantage: The Collins Overland telegraph was born. "With the problem of linking North America and Europe by Cable yet to be solved, Collins came up with an answer: since the Russian were extending their telegraph system into Siberia, and since the Americans had already spanned North America with theirs, why not build a link through British Columbia, Alaska and eastern
Siberia which would join the two networks?" 2
Obtaining the permission from the Russian, British and American government proved relatively easy, as did selling the rights to the Western Union Extension Company for a healthy sum and they in turn rapidly received financing from its shareholders. The race was on to see who could connect North America with Europe first.
The Western Union Telegraph Company officially began its venture in August of 1864. Upon the supplies reaching New Westminster on June 17 work immediately began. "By August 17th [they] had a line into Hope, where the welcome news was received that a new attempt to lay an Atlantic cable had failed. Stringing wire along the Cariboo road with almost incredible speed, Conway reached Quesnel by September 14th." 3
Resuming work in May of 1865 they headed further North. Joining the company around this time was Frederick Whymper. Whymper was an artist and his depictions bring to life the labourers belief in the race, and the need for time as they fought against the frozen tundra. In 1866 Cyrus Wakefield made his sixth attempt to lay a cable across the Atlantic but the Western Union was sceptical of its staying power so continued construction until winter forced then to stop in 1866. By spring of 1867 the Atlantic cable was still functioning and the dream of Collins Overland telegraph was cancelled.
Supplies dispersed along the route were abandoned, "the hundreds of miles of completed line running northwards…were left to go to ruin." 4 The workers "draped in mourning the poles which they had so laboriously set up." 5
The line up to Quesnel was later utilized and extended into Barkerville. The lines north of Quesnel were used as a guiding trail during the Yukon Gold Rush. There is a woman's remarkable story of growing ill from cold and exposure. She knew that her only hope lay in reaching the path that had been swathed out of the wilderness for Collin's telegraph line. She was found lying along the trail and was taken to the nearest civilization where she was provided with medical care. One wonders how many other stories exist of the line playing such a central importance in the geography of the Yukon. How many lives had the men saved by laboriously setting up poles in the frozen tundra?
The line was also a deciding factor in the Americans decision to purchase Alaska. Perhaps it was the description by men such as Whypmer who caused men like William Henry Seward to take such a vivid interest in the line. In fact, "it was probably through his interest in the telegraph line and the reports of the American army engineers concerned with its construction, [that] Seward became increasingly aware of the value of Alaska. On March 30th of this year [1867] he reached an agreement with the Russians to buy Alaska for $7,200,000." 6
The line had not been for naught, although in the end it was a failure, costing the Western Union Telegraph line over three million dollars it impacted the history of North America as few ventures ever have. All than remains today is a few scraggly poles hanging haphazardly in an erringly straight and abandoned line. Rusted wire hangs from some, stretching into the ground and beneath the frozen tundra from years of accumulating seasons. Its original purpose forever unrealized but its importance unsurpassed.
Perry Collins continued with his trading suggestions to the American government. Collins "went on to make wise investments…he passed a fortune on to Columbia University, NYU, and New York's Presbyterian Hospital. He'd risked and lost. His name may have faded, but let's not forget it entirely. For, in the end, he helped make the race, and he ran it -- very well." 7 Collins died in New York in 1900 at the age of 87.
Written by Darla Dickenson
1 British Columbia Chronicle. Pg 324.
2 British Columbia Chronicle. Pg 324.
3 British Columbia Chronicle. Pg 325.
4 British Columbia Chronicle. Pg 329.
5 "An Artist is Alaska." Harper's New Monthly Magazine. No. 227. New York: Harper & Brothers, April 1869.
6 British Columbia Chronicle. Pg 346
7Lienhard, John. "Perry Collins." http://international.loc.gov/intldl/mtfhtml/mfpercep/perceptcollins.html
26
SS 'Lillooet' at Yale BC Archives Call Number B092061865
Yale B.C.
27
Sketch of Yale by Frederick Whymper1 January 1860
Yale B.C.
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