"Additional Passenger trains on Skagit branch Sundays only: Leave Hamilton 10.00 a.m., arrive Anacortes 11.40 a.m. Leave Hamilton 7.00 p.m., arrive Burlington 7.50 p.m. Returning, leave Anacortes 12.45 p.m., arrive Hamilton 2.50 p.m., also leave Burlington 8.30 p.m., arrive Hamilton 9.20 p.m."

† Except Sunday

The Pacific Coast Lines were comprised of three separate railways: the Seattle & Montana Railway from Seattle to F&S Junction; the Fairhaven & Southern Railroad from F&S Junction to the boundary at Blaine; and the New Westminster Southern Railway from the boundary at Douglas, British Columbia, to the south shore of the Fraser River at South Westminster. In October 1891 the line from Seattle to South Westminster was ready for trains, the 78-mile Seattle & Montana Railway the last to be completed. In 1898 the aforementioned railway, and the Fairhaven & Southern Railroad, and the capital stock of the New Westminster Southern Railway were merged into a new company, the Seattle & Montana Railroad -- better known as the Pacific Coast Lines. In 1902 the Seattle & Northern Railway, from Anacortes to Rockport, the "Skagit Branch", was merged with the S&M Railroad.

By the end of 1902 the line north from Belleville to Fairhaven would be rerouted along the coast through Bow, Blanchard, Samish and new Chuckanut, bypassing the original route of the Fairhaven & Southern through Belfast, Desmond, Alger, Samish Lake, old Chuckanut, Welbon, Quarry and Happy Valley. Much of the former main line, built in 1889, the first standard-gauge rail in Washington north of Seattle, would become a logging branch. Fairhaven was renamed South Bellingham and Whatcom was renamed Bellingham, reflecting incorporation of the surrounding communities in 1903.

The time table's system map and index lists F&S Junction, pointing to the Pacific Coast Lines page but the name is no where to be found in the actual time table. F&S Junction, also known as S&M Junction, was where the Seattle & Montana met the Fairhaven & Southern, the latter on its way up from Sedro-Woolley through Jackman, Collis and Jarman Prairie. The junction, abandoned along with the line to Sedro-Woolley, was at or near Belfast.

An early time table shortly after the rails of the F&S and NWSR were joined, passenger service not yet in place across the boundary. Because construction of the S&M from the junction to Seattle was not completed, the gangs eventually meeting at Stanwood in October 1891, trains connected at Woolley for the Seattle Lake Shore & Eastern Railroad which had been taken over by the Northern Pacific, whose transcontinental was completed to Seattle (the GNR would not finish their transcontinental until 1893). According to the Blaine Journal, the first passenger booked through by rail all the way from the East was Mr. Peter Foster, who arrived in Blaine on December 31, 1890.

With the completion of the Victoria Terminal Railway & Ferry Company from Port Guichon (Ladner) to Cloverdale in 1903, the NWSR from Cloverdale to Brownsville would see two additional passenger trains per day, to and from Victoria. Together with the Pacific Coast Lines, from 1903-1904, forty passenger trains per week arrived or departed the ferry dock at Brownsville.

Note the time table's reference to G.N. Railway only from Cloverdale to Brownsville: The Victoria & Sidney Railway, built independently of the GNR in 1894, and the short section of VTR&F track under construction in Victoria in 1902, came under GNR control late that year, initially connected to the mainland via tug and car barge from Liverpool. In May 1903 the combined rail and passenger ferry S.S. Victorian made its first run from Sidney to Port Guichon, replaced by the Liverpool- Sidney car barge in 1904. The mainland section of the VTR&F from Port Guichon to Cloverdale was sold to the Vancouver, Victoria & Eastern Railway & Navigation Company in 1907. The line from Sidney to the VTR&F track in Victoria continued to be listed in GNR time tables under the railway's original name, the Victoria & Sidney.

In 1904 the New Westminster Bridge, whose construction began in 1902, was completed across the Fraser River, providing the Great Northern Railway an all-rail route to Vancouver via the newly completed line -- the Vancouver, Westminster & Yukon Railway -- through New Westminster, Sapperton, Burnaby, Burrard and Still Creek. The last major change to the GNR main line in this corner of the Pacific Northwest would occur in 1909 when the former F&S track south of Blaine, at Dakota Creek, was rerouted along the coast, connecting at the International Boundary on the west side of town with a newly completed line of the Vancouver, Victoria & Eastern Railway through White Rock, Crescent, Oliver (Colebrook), Townsend and Brownsville.

The VW&Y from New Westminster to Vancouver was sold to the VV&E in 1908, bringing the entire line from the International Boundary to Vancouver, the former VTR&F from Cloverdale to Port Guichon, and the newly completed line from Cloverdale to Sumas, under one GN-controlled entity. Also in 1908 the S&M Railroad from Blaine to Seattle, including the Skagit Branch, was officially sold to the GNR as a subsidiary; so too was the NWSR which existed as a subsidiary until the end of 1924. The VV&E was sold and absorbed into the GNR in 1944, by this time only the line from the boundary to Vancouver remaining in the Fraser Valley.

To read the time tables correctly the figures on the left hand side of the Stations should be followed downward and those on the right hand side should be followed upward. All trains are daily except noted. PM is noted in boldface. Flagstops are noted with an x. Mixed trains are noted with an asterisk.