HISTORICAL NEWS SEARCH - Government of British Columbia

In Kitimat, both Radley and Hirsch Creek parks were under water. On November 1, the Kitimat River below
Hirsch Creek recorded a maximum instantaneous discharge of 3,000 m 3 /s and a maximum daily discharge of 2,410
m 3 /s, setting extreme records (Environment Canada 1991). In the Kildala section, especially the Lillooet and Nass
Streets, many basements were flooded with 4 ft. (1.2 m) of water. The main powerline to the Alcan smelter was
threatened.
On October 30, a mudslide coming down in the Prince George BC Rail yard 3 km north of Prince George killed
two PGE employees who were repairing a clogged drainpipe. One man was buried alive and the second died of a heart attack
while attempting to rescue the other.
On November 2 at the Prince Rupert waterfront, a near flooding situation occurred because of a 22-ft. (6.6
m) high tide combined with heavy rain and wind. Hays Creek came nearly up to the road level. At the old dry-dock
site, Cow bridge nearly flooded. Four major mudslides occurred on the Port Edward Arterial Highway.
The railways were affected the most by the flooding. The rail line between Smithers-Terrace was closed.
About 50 CNR workers in Smithers were temporarily laid off. Extensive damage occurred between Kitwanga-Kitselas.
There were more than 25 washouts on a 53-mi. (84.8 km) stretch, with the worst damage at a point 103 mi. (164.8 km)
west of Smithers. There were two major washouts at Mile 113.2. Washouts also occurred on the Kitimat Subdivision
between Terrace-Kitimat. On October 31, the Bulkley subdivision between Smithers-Terrace was closed for 12 hours.
A passenger train derailed after hitting a rockslide. There were no injuries and the passengers were transported by bus.
On November 1, the high water, slides, and washouts started causing major problems on all three subdivisions linking
Terrace. Part of a work train plunged into the Skeena River. On November 2, the remaining two parts of the train, the
engine unit and caboose, went into the river. The train carried two crewmembers: an engine man and a conductor. The
search for the bodies had to be abandoned, as the river was too high and moving too fast. Only a few days later when
the river went down did divers recover the bodies of Frances William Watson and Kenneth Scott Bateman from the
partially submerged locomotive. A new roadbed was put in and new track was laid at Mile 121, the site of the
accident. Work crews, made up of about 100 men, worked around the clock to repair the washed-out sections between
Terrace-Hazelton. From both directions crews worked towards the big washout at Mile 103.7, where rock fill had to
be used. The washout 73 mi. (116.9 km) west of Smithers was repaired on November 3. The bridge span at Mile
113.8 was out of alignment, considerably slowing down the repairs. Freight and grain shipments were rerouted to
Vancouver. Aqua Barges, operated by the Washington Tug and Barge Co. between Prince Rupert-Whittier, Alaska,
were used on the Vancouver-Prince Rupert and Vancouver-Whittier runs until the line reopened. Canadian National
used the Aqua Train between Vancouver-Prince Rupert with priorities on shipments of chemicals and fuel. Most of
these were destined for Alcan in Kitimat and various lumber companies. CNR also used space on Eurocan and Cancel
rail barges.
The Prince Rupert to Terrace and Terrace to Kitimat subdivisions were both reopened on November 4. On
the Bulkley Subdivision between Smithers-Terrace, which was hit worst, traffic resumed on December 3. However,
the line was not fully restored for months. The opening of the line was just the first phase of rebuilding. Bank
protection and reinforcing along with stream restraining was to follow. According to Alec Rennie of CNR’s Edmonton
office, complete reconstruction would not be completed until August 1979.
The gas pipeline of Pacific Northern Gas Ltd. (PNG) broke in the Telkwa Pass about 26 mi. (41.6 km)
upriver from the Copper River bridge on Highway 16. According to John Low, PNG Sales and Service Manager in
Terrace, over 6,000 ft. (1,800 m) of gas pipeline in five spots were actually floating in the river after floodwaters had
changed the river’s course. Temporary repairs were made by replacing the 10-in. (25 cm) pipe with a 2-in. (5 cm) one.
As the 2-in. connection was not adequate to provide full service, a switchover to 4 or 6-in. (10 or 15 cm) pipe was
necessary. While efforts were underway to restore service, however, a second break, 12 mi. (19.2 km) east of the first
one, was discovered and later repaired. A major section of the pipeline had to be repaired and moved away from the
Copper River. Total damage to the PNG pipelines in the Copper River and Skeena River systems totaled
approximately $6 million. It was the most expensive flood event in the company’s history (Bill Hough, pers. comm.).
The BC Tel cable car used to access its facility up the Copper River was carried away. Telephone service and power
were interrupted in Kitimat, Kitamaat Village, and Terrace.
Roads along the Nass River washed out. In Greenville, a small tributary to the Nass River jumped its bank,
causing damage to a gymnasium and cemetery. Rosswood and Cedarvale were without road access. At Rosswood, a
torrent of water ripped across the highway, taking out a bridge and sweeping away a new home. The house was moved
some 150 ft. (45 m) off its foundations. Greenville was isolated for more than a week. It took 10 days to make the
final road repairs. On November 2, the Greenville water supply was hit by a mudslide, making the water muddy and
reducing the pressure. The road at Kaseaden Camp, 12 mi. (19.2 km) north of Greenville was washed out. Helicopter
relief flights to outlying communities were grounded by poor visibility. Because of the closure of Highway 16, the
mail destined for Alaska was returned to Seattle. From there it was sent on the Alaska State Ferry.
On November 1, the Kitsault River flooded Alice Arm to a depth of 1.5 m. As only four cabins were
inhabited at the time, property damage was limited. A combination of scour and overtopping breached the low training
wall in two places, 15 and 30 m in length, respectively. High water on November 2-3 washed out some of the Alice
Arm wingdam. The cost of repair work was $46,075. The 1978 flooding report dated January 1979 completed by B.
McMullen mentions the damage at Alice Arm.
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