Foley, Welch and Stewart was an early 20th-century American-Canadian railroad construction partnership.
49-585: Gitsegukla (also variants of Kitsegeucla or Skeena Crossing) is an unincorporated community in the Skeena region of west central British Columbia , Canada. The place is on the southeast side of the Skeena River adjacent to the Kitseguecla River mouth. On BC Highway 16 , the locality is by road about 94 kilometres (58 mi) northwest of Smithers and 113 kilometres (70 mi) northeast of Terrace . In
98-546: A steamboat stop. First Nations have inhabited the area for over six thousand years. During the Omineca Gold Rush the Skeena River became a supply route for miners and traders to the northern interior. Kitsegukla, which was one of the seven Gitxsan winter villages, lay in a small canyon a short distance below the present village. About a dozen longhouses accommodated the village of 250–300 people. In early June 1872,
147-508: A Gitsegukla blockade of the river. Consequently, the merchant paid compensation for the drownings. A few weeks after the fire, the blockade was lifted on the understanding that the government would compensate for the fire loss. When a settlement did not appear imminent, the Gitsegukla again closed the river to freight traffic. A delegation of five Gitsegukla chiefs travelled to Metlakatla to meet Lieutenant Governor Trutch , who arrived aboard
196-675: A coal train derailed. Byron Robert Jones was a merchant at least from 1912. He was the inaugural postmaster 1914–1917. Comprising about 20 guest rooms, his hotel was completed in May 1914 and a liquor licence application lodged for the Copper Tavern that August. The official opening was soon afterward. At the time, the settlement only had a few houses. The hotel was considered one of the finer establishments in Western Canada. The Chalcopyrite newspaper published from June to November that year. In 1920,
245-466: A concealed weapon. Stewart died in 1938. His funeral was attended by dignitaries from across Canada and farther afield. His coffin was carried upon a gun carriage through Downtown Vancouver. In 1917, Stewart and Welch opened the Lucky Four Copper Mine. Mine superintendent Arthur Williamson named the nearby peaks as Mount Foley, Mount Welch, and Mount Stewart. Becoming established names in
294-447: A party in two canoes carrying both European and indigenous occupants failed to fully extinguish their camp fire at an adjacent site. The resulting blaze destroyed 12 totem poles , the longhouses, and the contents. Beside the cultural loss, the monetary value was estimated at $ 6,000. During the preceding period, seven Gitxsan members had drowned while carrying freight for a Hazelton merchant in their canoes. These combined events prompted
343-545: The British Columbia Interior in northwestern British Columbia , Canada . 55°15′N 127°40′W / 55.250°N 127.667°W / 55.250; -127.667 This article about a location in the Interior of British Columbia , Canada is a stub . You can help Misplaced Pages by expanding it . Foley, Welch and Stewart In 1897, Peter Larson, Patrick Welch, John (Jack) William Stewart, and
392-598: The Conservative administration of Premier Richard McBride introduced legislation for the Pacific Great Eastern Railway (PGE) to create a new 740-kilometre (460 mi) railway (later corrected to 770-kilometre (480 mi)). Financially supported but not owned by government, the PGE model defied business logic. The railway was authorized to issue 4 per cent interest bonds to a total value of $ 35,000 per mile of
441-559: The Gitxsan language, Gitsegukla means the "people living under the precipice" or more specifically under the "Segukla" or "sharp-pointed" mountain, a reference to the characteristics of Kitseguecla Mountain. By the 1890s, the Kitseguecla River name was well established. The name Skeena Crossing alluded to the railway bridge construction. The earliest newspaper references were June 1910 to Skeena crossing and October 1910 to Skeena Crossing,
490-475: The HMS Scout in early August. Trutch warned the chiefs not to repeat such blockades and made what he considered a $ 600 ex gratia payment. Subsequently, the community moved slightly upriver to the second village. In 1885, when Methodist missionary Rev. W.H. Pierce came, he was loaned a building for a residence, church services, and a day school. The next year, a new building was erected for this purpose. During
539-863: The National Transcontinental Railway . In 1910, J.W. Stewart & Co was awarded the Princeton – Coalmont and Abbotsford – Hope legs of the VV&;E within BC. In May 1913, the eastward advance of the Canadian Northern Railway (CNoR) rail head reached Hope. When the VV&E track reached Cannor in September 1916, the junction with the CNoR, GN acquired running rights on the Cannor–Hope leg. Consequently,
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#1733092366264588-518: The Railway Act , was itself laxly followed by the government, resulting in an overpayment of more than $ 5.7 million to FW&S. In late 1917, limited grading having ceased, FW&S proposed a government takeover of the PGE. To avoid lengthy and expensive legal proceedings, FW&S agreed in February 1918 to hand over PGE assets and a cash payment of $ 750,000. Although released from all obligations and
637-563: The Second Narrows Bridge in 1923, and the Dunsmuir Tunnel and Downtown Vancouver Canadian National Steamship pier in 1931. In 1929, Welch died. During his funeral, construction workers on various projects throughout the world paused for an hour. That year, a former worker on the PGE project, who held Stewart at gunpoint demanding an $ 18,000 payment for an injury claim, was subsequently arrested for attempted robbery and carrying
686-538: The superstructure was complete and the rail head proceeded an additional 6 kilometres (4 mi) eastward. Built by the Canadian Bridge Company, the length is 288 metres (945 ft) and the height above the river is 50 metres (160 ft). About a week later, an intoxicated man fell from the bridge and assumedly drowned. That September, the GTP telegraph and freight office moved to Sealey. During World War II ,
735-676: The 1889–90 winter, the Christians relocated upriver to form a new village in what became the Carnaby area. The village was called New Kitzegucla. In 1892, most returned to the former village. In 1895, the remainder returned and Rev. Pierce left for the coast. A series of missionaries then filled the Kitzegucla posting. A few families moved downriver to the village at Andimaul, where the Salvation Army ministered. The Methodist Church, which became part of
784-408: The BC government to assume the ownership and debt of the railway. As second premier of the following Liberal administration, John Oliver engaged NorCon to extend the line northward to Quesnel . A subsequent royal commission found many similar abuses by Norcon to those of FW&S. When Norcon took away equipment estimated at up to $ 1 million, the government stated it belonged to FW&S and not
833-556: The FW&;S Omineca was needed for the run from the crossing to Sealey . In July 1911, the western abutment of the bridge was finished. That October, work commenced on the piers . The substructure comprises the abutments and two concrete piers in the river and one on land. In March 1912, the eastward advance of the GTP rail head from Prince Rupert reached the bridge. That June, a scheduled Prince Rupert–Skeena Crossing service replaced construction trains from Vanarsdol . In early July
882-491: The FW&S contract was substantially reduced. In the early 1910s, FW&S was the largest railway contracting firm in the west with 50,000 workers and 3,200 kilometres (2,000 mi) of railway under construction. In July 1911, P. Welch & Co was awarded the 887-kilometre (551 mi) Port Arthur – Sudbury leg of the CNoR in Ontario. That month, a joint venture between P. Welch & Co and Northern Construction (NorCon)
931-796: The Foley Brothers formed an earthmoving alliance which performed grading during railroad construction. In 1868, Larson arrived in New Orleans from Funen , Denmark, almost penniless. Working northwestward, he obtained grading subcontracts on the Northern Pacific Railway construction throughout the 1870s and early 1880s. Starting with a single scraper pulled by six mules, he greatly expanded his business. He settled in Billings, Montana , which became his headquarters. In 1898, Julius Bloedel and John Joseph Donovan partnered with him in establishing
980-527: The GN Portland – Seattle line. In 1907, P. Welch & Co was awarded the Keremeos – Hedley extension of the VV&E in BC. Whereas Larson had married Margaret Moran, her sisters Susan and Elizabeth had married Welch and Stewart respectively. In 1907, John and Thomas Foley and Peter Larson died. The new partnership name became Foley Bros, Welch & Stewart or Foley, Welch & Stewart (FW&S), but it
1029-534: The GTP from both ends. Subcontractors were allocated sections of less than 8 kilometres (5 mi) each but some undertook multiple sections. The project was completed in April 1914. In February 1909, after another subcontractor had failed, the GTP subcontracted FW&S to complete 240 kilometres (150 mi) eastward from a point 13 kilometres (8 mi) west of the Abitibi River crossing ( Cochrane, Ontario ) for
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#17330923662641078-547: The Lake Whatcom Logging Co. In 1905, the Grand Trunk Pacific Railway (GTP) began building westward from Fort William, Ontario . Anticipating that Prince Rupert, British Columbia , would become the terminus, Larson and Ed J. Matthews secured options on most of this land. Rather than immediately profit, Larson sold the options to the GTP at cost, looking to the longer term relationship. In due course,
1127-694: The PGE. Assumedly, Norcon directly compensated FW&S. In August 1912, P. Welch & Co was awarded the Coalmont– Brookmere extension of the VV&E in BC. In September 1912, FW&S was awarded the Victoria – Port Alberni leg of the CNoR in BC. In January 1913, a joint venture between FW&S and Edward Peterson was awarded the Weyburn – Lethbridge branch of the CP in Saskatchewan . In July 1913, FW&S
1176-484: The Skeena River. Foley, Welch and Stewart (FW&S), the Grand Trunk Pacific Railway (GTP) prime contractor, operated a fleet on the Skeena, during the navigation season, which closed for five or six months over the winter. In February 1911, a ferry charter across the Skeena was tendered. The cable ferry operated until the bridge was completed. The fare to cross was 50 cents. When the 1912 river season commenced, only
1225-508: The Skeena and taking a stage to Hazelton or boarding a steamboat. Heavy rains in 1934 undermined the highway bridge over the Kitsequecla River, rendering it unsafe. In 1938–39, the structure was replaced. In 1958, Western Coach Lines inaugurated a Prince Rupert–Prince George bus service, which included a scheduled stop at Skeena Crossing. The current passenger transit providers for Gitsegukla are BC Bus North and BC Transit . By 1914,
1274-477: The Skeena to two spots to blast out rocks hindering navigation. On encountering low water when returning downstream, the vessel became wrecked upon protruding rocks. The location was Redrock Canyon near the later railway bridge. The powerful outflow of the Kitseguecla River forms the long Jackman's Eddy in the Kitseguecla Rapids. The swift white water of the rapids has been one of the more challenging parts of
1323-468: The United Church, ran the federal government-funded Kitsegukla First Nations school 1897–1985. The second village lost many houses in the 1914 flood and every structure in the 1936 flood, which prompted the move to the current higher site. In 1921, a new schoolhouse was erected. Around 1933, a new church building was erected at Gitsegucla. Jean Virginia (Ginny) Sampare , an eighteen-year old female,
1372-506: The bond funding would be insufficient for the project, McBride had allegedly promised to provide additional aid to complete the project if this proved the case. Although construction began in October 1912, the first cost estimate was not prepared until late 1913, which revealed a $ 10 million projected funding shortfall. To attract investors in 1913, the interest rate on new bond issues increased to 4 + 1 ⁄ 2 per cent. Although legally,
1421-510: The bond money should only have been dispensed in proportion to the work completed, the release of funds was far in excess. In February 1914, the government raised the bond issue limit from $ 35,000 to $ 42,000 per mile. The announcement of an extension into the Peace Country was intended to soften the news of huge cost over-runs to date. Welch underwent a major operation and took medical leave November 1913–November 1915, while Stewart shouldered
1470-684: The construction of the Montana Central Railway . In 1896, he relocated to Spokane, Washington , where he associated with the Foley Bros and Stewart on the GN westward extension. In May 1904, the P. Welch & Co and J.W. Stewart & Co partnership was awarded the Grand Forks – Phoenix branch line of the Vancouver, Victoria and Eastern Railway (VV&E), owned by GN. In July 1905, P. Welch & Co
1519-471: The contents of the Copper Tavern were auctioned. Under new management, the tavern may have operated into the late 1920s. A general store with gas bar existed immediately southwest of the railway bridge on Skeena Crossing Rd (former highway) at least until the 1980s. Skeena Country The Skeena Country is a historic geographic region comprising areas of both the British Columbia Coast and
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1568-536: The daily responsibilities. Rather than reducing or suspending operations, which could have preserved almost 70 per cent of the bond money, the government continued releasing funds. When the bond money was exhausted in November 1915, the line was only 35 per cent complete, the PGE was insolvent, and as guarantor of principal and interest on the bonds, the BC Government faced a debt burden. Squamish and Clinton became
1617-475: The dropping of government litigation, FW&S was allowed to retain ownership of the PGE Land Development Company. The degree to which financial assets had been transferred to this company since 1912 was never revealed. Although Welch had promised at the hearings to provide information on land sale profits, he instead relocated to Seattle with the corporate records. The PGE insolvency had forced
1666-592: The former hotel housed the troops who guarded the bridge. A stage ran to the Hazelton area during wintertime. Immediately upstream of the bridge construction, an aerial tramway was installed across the Skeena in March 1912, similar to the one at Kitselas Canyon . At that time, stables were built to house about 100 horses for hauling wagons to the Hazelton area. That year, passengers completed their journey by either ferrying across
1715-603: The inferno. After 1887, he moved to Montana Territory and worked for Peter Larson. In 1911, Bloedel, Stewart and Welch (BS&W) was established for lumber operations on Vancouver Island . In 1830, the Foley family settled in Lanark, Upper Canada . Timothy and his three younger brothers became loggers. In the early 1870s, the brothers established a logging and sawmill operation in Benton County, Minnesota , which provided lumber for
1764-643: The partners of Foley, Welch and Stewart received the contracts to build the Edmonton –Prince Rupert leg of the GTP. In 1882, Stewart arrived in Canada from Sutherland , Scotland, with limited means. Working westward, he reached Vancouver in 1885, where he felled trees during the layout of the Canadian Pacific Railway (CP) townsite. In the 1886 Great Vancouver Fire , he stood for hours in False Creek to escape
1813-505: The place was a unofficial flag stop. The development of several claims on Rocher Déboulé Mountain prompted the province to build an 18-kilometre (11 mi) winding road to Skeena Crossing. Although way freights stopped at that location, the GTP refused to construct a siding and station. In response to complaints, the Railway Commission ordered the GTP in 1916 to install a siding and small station within 30 days. In 1987, 20 cars of
1862-669: The project was suspended, and the military expropriated the floating cranes for priority needs. After 1917, Welch largely retired, but he associated with Stewart in the Calgary office of Stewart & Welch and with Bloedel in BS&;W. In 1919, Timothy Foley died and Welch was in poor health. During this period, Stewart primarily operated as sole proprietor on a series of smaller railway upgrade projects. In 1921, Stewart joined A.R. Mann at NorCon, which became known as Northern Construction Co & J.W. Stewart. That year, Stewart and MacDonnell Ltd
1911-401: The projected mileage, upon which the government guaranteed the principal and interest. In September 1912, P. Welch & Co was awarded the construction contract. Stewart took extended medical leave August 1912–August 1913, an extremely busy period for FW&S, when Welch divided his supervisory time between multiple major projects. McBride allowed the PGE and FW&S to be controlled by
1960-437: The same parties, which removed any incentive to build as quickly and economically as possible. The former sacrificed value for money, while the latter profiteered. In fact, the PGE was only partially completed before becoming insolvent, while FW&S made a 38 per cent profit on $ 16,475,630 billed. The FW&S profits from land sales were handled separately. Since both the PGE promoters and government suspected up front that
2009-578: The terminals of the 264-kilometre (164 mi) line. Stewart left for overseas service in August 1916. During World War I , he was promoted to brigadier general in order to direct railway construction in France. His skills in the rapid construction of track elevated him to command all British and Canadian rail units. Later audits and enquiries revealed that the PGE Act , which usurped the basic checks and balances of
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2058-727: The westward extension of the Great Northern Railway (GN). Logging was in winter and railroad earthmoving in summer. In 1882, they were involved in constructing the Winnipeg – Calgary leg of the CP. In 1898, the Mann , Foley & Larson partnership built the Castlegar – Midway leg of the Columbia and Western Railway (C&W) for CP. In 1906, Foley, Locke & Larson undertook reconstruction for CP east of Winnipeg. That year, Foley, Larson & Co
2107-438: Was awarded the 262-kilometre (163 mi) Hope–Kamloops leg of the CNoR in BC. Northern Construction was the contracting name of partners Mackenzie and Mann . In February 1912, the province entered an understanding with FW&S to build, own, and operate, a Vancouver– Fort George line. By this time, Timothy Foley was in his 70s, so the day-to-day management rested with Welch and Stewart, who were in their 50s. That month,
2156-562: Was awarded the 832-kilometre (517 mi) Saskatoon – Edmonton leg of the GTP westward extension. Not only did the partnership handle construction equipment and supplies, but also groceries. To this end, the wholesale grocery firm of Foley, Lock & Larson was established in 1903. Usually, the agreements with subcontractors compelled the latter to buy all supplies from the partnership. In 1888, Welch arrived in Helena, Montana , from New York (state) . Establishing his headquarters, he oversaw
2205-532: Was awarded the CP Connaught Tunnel construction and connecting trackage by offering the lowest bid and earliest completion projection. The 8-kilometre (5 mi) tunnel opened in December 1916. In November 1913, FW&S was awarded the new harbour and terminal works at Halifax, Nova Scotia . Carried out as a joint venture with Fauquier, Welch supervised the project. Following the 1917 Halifax Explosion ,
2254-598: Was awarded the Midway–Myncaster extension of the VV&E. In August 1905, a joint venture between P. Welch & Co and Porter Bros was awarded the Molson – Oroville extension of the VV&E. That month, P. Welch & Co was awarded 48 kilometres (30 mi) of rock work on the Alaska Central Railroad . During 1905–1907, a joint venture between P. Welch & Co and Porter Bros undertook $ 8 million of work on
2303-618: Was established in the UK for the $ 17 million upgrade of harbour and railway infrastructure at Takoradi in the Gold Coast (later renamed Ghana ). Experiencing delays before and after site work commenced in 1923, the company was replaced in September 1924 by Sir Robert McAlpine Ltd, which completed the contract. In Canada, the Norcon association was awarded the Ballantyne Pier superstructure in 1921,
2352-501: Was last seen near the overpass in October 1971. In 2021, the population on the reserve was 444. The community lies on the Gitsegukla Indian Reserve No. 1. The Gitsegukla Elementary School (grades K–7) infuses the BC curriculum with Gitxsan culture. The United church building remains standing. The community possesses neither a gas station nor convenience store. In fall 1906, the small sternwheeler Pheasant steamed up
2401-419: Was not uncommon for projects to operate under the names of the individual partners. In March 1908, Foley Bros was awarded the Superior Junction – Fort William, Ontario leg of the GTP. In May 1908, Foley Bros was awarded the rock work on the double-tracking of the Fort William–Winnipeg leg of the CP. In May 1908, FW&S commenced work on the 1,400-kilometre (900 mi) Edmonton–Prince Rupert leg of
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