The pioneer Foote and McBride families of Nelson B.C.

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By Sam McBride

My great-grandfather John James “Jim” Foote of Perth, Ontario (about 50 miles southwest of Ottawa) arrived in Nelson , B.C. in 1899 at age 38 to work as a blacksmith at the Silver King Mine.  A year later, in 1900, his family came from Perth to join him, including 35-year-old wife Wilhelmine Edith James (known to all as Edith) and daughters Winnifred Mae Foote, 11; Lillian Maud Foote, 9; Gladys Edith Foote, 7, and Isobel Bessie Foote, 3.

Born and raised on a farm in upstate New York close to the Canadian border, Jim Foote of Perth, Ontario came west to Nelson, B.C. in 1899 to work as a blacksmith at the Silver King Mine, He later worked for the City of Nelson as a carpenter, sidewalks foreman and superintendent of works.

The family lived in a rented cabin on the Silver King Townsite, and the girls attended a makeshift school there.  In 1902 the family moved to a house at Cottonwood Creek and Hall Mines Road, about a mile from downtown Nelson.  The move may have coincided with Jim Foote moving from employment at the mine to a job with the City of Nelson.  Another big event for the family that year was the birth in Nelson on Feb. 9, 1902 of a fifth daughter Marion Louise Foote (there were never any sons in the family).

Jim Foote was born Sept. 18, 1861 in Morristown, New York (near Ogdensburg) in a family farm on the south bank of the St. Lawrence River.  The land he saw on the other side of the river was Canada.   A couple of months before his first birthday, his father, John Foot (who tended to spell his name without the “e” at the end more often than not), went off to fight in the Civil War as a private in the 142nd New York Regiment of the Union Army.    Private John Foot contracted malaria while in army service, and was wounded in the buttocks in the Battle of Appomatox in April 1865 – one of the last North casualties in the war, prior to the surrender of South General Robert E. Lee at Appomatox Courthouse.   Foot’s injuries would cause him to live in pain for the rest of his life, and his many written requests for financial compensation went unheeded.  John Foot (1825-1903), who married Elizabeth Graham (1828-1871),  was a son of John Foot (1802-?) and Isobel Bovie (1805-?) who lived in upstate New York.   While their ancestry is not known, many of the Foote population in New York is known to descend from Nathaniel Foote who came to America from England in the 1600s.

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Win Foote, keen photographer  c. 1907

When he was about 24 in the mid-1880s, Jim Foote ventured into Canada in search of better prospects for his life ahead.  He arrived in Perth (about 70 miles northwest of Morristown) and met Edith James (1865-1941).  Her parents, Thomas G. James (1829-1902), and Sarah Best (1836-1888), both children of Protestant families who emigrated to Canada from Ireland (likely County Cavan) soon after the end of the War of 1812, were among the most prosperous farming families of Lanark County in North Elmsley, a small agricultural community outside of Perth.   Jim Foote and Edith James fell in love and married, despite the opposition of her parents, who thought she could have made a better choice, and only gradually came to accept the itinerant Yankee Jim Foote as a son-in-law and father of their granddaughters.

The five Foote daughters, from left: Lil, Isobel, Marion, Glad and Win

Jim Foote is listed in the 1913 city directory as Sidewalks Foreman with the city of Nelson.   The obituary in the Daily News after he died April 24, 1921 in Nelson said he was “for a number of years in charge of construction work of the city”.   My first cousin, once removed, R. Blake Allan (who was my dad’s law partner in Nelson for 20 years before his appointment as a judge in 1968, and was an enthusiastic genealogist in retirement years before his death at age 92 in Victoria in 2009) told me he remembered his grandfather Jim Foote well, and that he held the title of superintendent of construction with the city when he died.

The eldest of the daughters, Winnifred, married Roland Leigh McBride in Nelson on Dec. 21, 1914.  It was his second marriage, as he married Eva Mackay Hume (niece of Lydia Irvine Hume who she and husband J. Fred Hume adopted after her parents died) on Sept. 6, 1911 at the Hume property known as Killarney-on-the-lake across the lake from where the Chahka Mika Mall is today.  She died of childbirth complications on Nov. 23, 1912, and the baby daughter Gertrude died a few days later.   Winnifred Foote and Eva Hume were close friends, and the story in the family is that Eva on her deathbed encouraged Win to get together with R.L.

ornate wedding certificate for R.L. McBride and Win Foote.

In the community, the couple was known as Win and Leigh (he was never known by his first name Roland).

After son Leigh Morgan McBride was born on Oct. 31, 1917, the family always called the father “R.L.” to avoid confusion with the son.  Their only other child was son Kenneth Gilbert McBride born Jan. 20, 1920, and died in action in Italy on Sept. 16, 1944.  Win and R.L. moved into a house at 708 Hoover Street soon after their marriage, and remained there until R.L.’s death at 78 on May 14, 1959.  Win died at 71 on July 10, 1960.  I talked to Edna Steed Whiteley recently, and she agreed that Win never recovered from the shock and despair of losing son Ken in WW2.  My childhood memories of my paternal grandparents is that they were both in poor condition in the late 1950s, particularly Win, who had great difficulty speaking, and only wanted to play bingo with her grandchildren.  My father Leigh died in Trail August 5, 1995 after battling Parkinsons Disease for a decade.

R.L. McBride was born and raised in London, Ontario, where he worked as a ticket agent for the CPR for two years after finishing school at age 16.  His grandfather Samuel McBride (1819-1905) had come to Canada on a crowded emigrant ship from Northern Ireland at age 12 in 1831.  As a teen-ager in Brantford, upper Canada, he learned the tinsmithing trade, and joined his much younger brother Alexander McBride (1833-1912) in a retail business selling wood stoves and other metal items.   Alexander moved west to Calgary in the mid-1880s in search of cleaner air for his wife Lucy’s asthma, and established Calgary’s first hardware store under the name A. McBride and Company in the late 1880s.  By 1896 he was mayor of Calgary, and had branched out from Calgary with other hardware stores, including one in the gold-mining boom town of Rossland, British Columbia, which he hired his nephew G. Walter McBride to manage.

Within a couple of years, Walter McBride was successful enough with the store to pay off his uncle and take ownership of the Rossland store under his own name as G.W. McBride Hardware.   In 1900, 19-year-old R.L. McBride came west from Ontario to work for a few months for his great-uncle Alexander in Calgary, and then further west to work for his uncle Walter in Rossland.   He moved on to Sandon in 1903, where he worked for a year (including the winter of 1903-1904) for the Hamilton Byers Hardware store, which was one of three Byers stores in the West Kootenay.  A year later, Byers sold out to the Winnipeg-based Wood Vallance Hardware company, and the Nelson operation was managed by G.W. McBride, assisted by his nephew R.L. McBride, who succeeded to head the Nelson operation in 1924 when his uncle retired and moved to the coast.

Foote sisters in about 1905.  From left: win, Marion, Glad, Isobel and Lil

Lil Foote married Wilfred Laurier Allan (1891-1938) in Nelson on Dec. 22, 1915.  For a couple of years Wilfrid had been working at Wood Vallance Hardware in Nelson under manager George Walter McBride, who was an uncle of R.L. McBride, who would succeed his uncle Walter at top Wood Vallance man in Nelson after Walter retired in 1924.  Lil and Wilfrid’s first child, Robert Blake Allan, was born in Nelson in 1916. A year or so later, the Allans moved to Stavely, Alberta, where the Allan family had a general store.  Son James Henry Grant Allan was born in 1919 in Stavely, daughter Margot Francis Allan was born in 1922 in Stavely, and son Alexander Arthur Allan was born in 1925 in Stavely.   In 1931 Wilfrid moved his family back to Nelson as he took on the position of secretary-treasurer with Wood Vallance.  After he died in Chicago at age 47 his brother Alexander Hamilton Allan came from Stavely to Nelson to succeed Wilfrid as secretary treasurer of Wood Vallance.  In 1950 A.H. Allan would succeed the retiring R.L. McBride as Manager of Wood Vallance, continuing to lead the operation until his own retirement in the 1970s.  He died in Nelson in 1988.

Blake Allan died in Victoria in 2009, Jim Allan died in West Vancouver in 2010, and the third brother Alex Allan died in Toronto in 2010.

R.L. McBride in abt 1902 in Rossland, where he worked at his uncle’s G.W. McBride Hardware store.

After schooling in Nelson, Lil attended normal school in Vancouver and became a teacher.  She taught at Shoreacres, Renata and Harrop before joining the Central School staff in Nelson in 1912 until her marriage in 1915.  During World War Two she returned to teaching at the Lardeau district, Argenta, Kaslo, Central School in Nelson, and finally at Renata where she retired in 1953.  Daughter Margot died at age 19 in 1932.

Gladys (known as Glad in the family) Foote married Colin Argyle Moir, originally from Manitoba, in Nelson on Sept. 29, 1920.  They moved to Medicine Hat, Alberta where he worked in the farm supplies distribution business.   She died in Medicine Hat in 1966, and Colin died in 1972.  Several Nelson directories list Glad as working as a stenographer for Nelson businesses in the years after the First World War.

Dick McBride of London, Ontario visiting his son R.L. and grandson Leigh in Nelson in about 1919. Dick worked as a tinsmith, and was part of the early hardware business established by his father Samuel in partnership with Dick’s uncle Alexander McBride, who established a thriving hardware store operation based in Calgary in the late 1800s.

Isobel Foote married Arthur Edward “Eddie” Murphy (1893-1950) on Nov. 16, 1921 in Nelson.  They built a home across the lake from where the Prestige Inn is today.    Through the years there were many extended family gatherings on the beach and dock of the Murphy residence across the lake.  Both Isobel and Eddie were expert rowers who won rowing competitions on Kootenay Lake.  Even though she was the shortest of the four sisters (less than 5 feet), she was one of the best basketball players at her school.   Isobel and Eddie had several successful businesses in Nelson, including contracting, interior decorating and signage.  They did not have children.  Like her mother Edith (who died in Nelson at age 76 in 1941), Isobel was a longtime member of the Nelson Pioneers group which was for Nelson residents who had been in the city since the 1890s.  I recall her once saying she felt a bit guilty because she arrived in 1900 rather than the 1800s.  She lived until 1988 (when virtually all of the 1890s pioneers would have died), but after 1974 she had serious dementia and resided at Mount St. Francis care home.

R.L. McBride with his sons Ken (left) and Leigh in about 1936.

The four Foote sisters remained close through the years, and there were many trips back and forth between B.C. and Medicine Hat.  While Glad and Colin and Isobel and Eddie had no children of their own, they were keen aunt and uncle to five nephews.

Jim and Edith Foote’s fifth daughter – and final child – Marion Louise Foote, was born in Nelson in 1902.  A popular young lady in Nelson, Marion died of tuberculosis in 1921.  Nelson’s city directory of 1919 has Marion listed as a clerk employed by the Hudson Bay Company in Nelson.

Jim and Edith Foote and their daughters are buried at Nelson Memorial Park, except for Glad who is buried with Colin in Medicine Hat.

R.L McBride and wife Win Foote McBride are buried at Nelson Memorial Park, next to the gravestones of Eva Hume McBride and the daughter Marjory, who lived just a couple of days after her mother died in childbirth in 1912.  Right beside the McBride graves are those of R.L.`s longtime friend and next-in-command at Wood Vallance, Roy Sharp, and his family.

The four Foote sisters in mid 1950s. From left: Glad Moir, Lil Allan, Win McBride and Isobel Murphy

 

 

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Keep the West terminal of the Kootenay Lake Ferry in Balfour

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by Sam McBride

A reguular topic of discussion this summer in the West Kootenay region is the future of the Kootenay Lake Ferry.

Consulting company SNC Lavalin concluded in a study for the Ministry of Transportation and Infrastructure (MOTI) that the West terminal for the ferry service at Balfour be abandoned, and replaced by a new terminal to be constructed at a greenfield site at north Queens Bay, approx. 4 kilometers north of Balfour.

The government commenced public consultation on the issue at an open house in Harrop on June 15, 2016.  The original deadline for public feedback was July 6, 2016, and this was later extended to October 6, 2016.  The government has said that no final decision on the issue has been made, but the options have been narrowed down to either stay in Balfour and make improvements there, or build a new ferry terminal at north Queens Bay.

An online poll by the Nelson Daily showed that 85% of respondents chose the Balfour option over construction of a new terminal at a greenfield site.

For the record, here is my submission to the minister, and his response.  Also below are images that illustrate the situation.

  1. LETTER TO MOTI MINISTER, SENT JUY 6, 2016

July 6, 2016

TO: the Hon. Todd Stone,

Minister of Transportation and Infrastructure

Government of British Columbia

Minister.Transportation@gov.bc.ca

Cc:  MichelleMungallMLA@leg.bc.ca

Kirk.Handrahan@gov.bc.ca

RE: proposal to move the Kootenay Lake Ferry west terminal from Balfour to Queens Bay

Dear Minister Stone:

Please include me among West Kootenay residents who are against moving the ferry from Balfour in the West Arm to a previously undisturbed site at Queens Bay.

The West Kootenay is unusual in B.C. because its population today is actually less than it was 120 years ago, when Nelson, Rossland and the Slocan Valley were beehives of mining and mineral exploration.  While the rest of the province has grown and prospered in the last couple of decades, our region has generally stagnated.  Many of our problems are transportation-related, most notably our regional airport at Castlegar which has earned the nickname Cancelgar because of the extreme unreliability of service in winter months, which is a huge barrier to economic development.

While, on one hand, we admit with embarrassment to having the country`s worst regional airport, on the other hand we take pride in the Kootenay Lake Ferry cruise – known far and wide as The Longest Free Ferry Ride in the World.    It is the jewel in the crown of our region`s tourism industry.   I have taken the ferries (Anscomb, Balfour and Osprey) hundreds of time, and never once thought the trip took too much time.   I often take the opportunity of the voyage across the breadth of the lake to point out to guests and tourists the historical landmarks such as the Pilot Bay Smelter chimney and the Pilot Bay Lighthouse.

Sorry, but a shuttle service directly across the lake to a new terminal at Queens Bay would take all of the magic out of the journey.   It would be the hum-drum equivalent of the Fauquier-Needles ferry.   One less tourist attraction for a region with an endemically fragile economy.    No place would suffer more from a ferry terminal move that the town of Balfour, which stands to lose 60 jobs.   I think we have enough ghost towns already in the West Kootenay without adding Balfour to the list.  Jobs in the north end of Kootenay Lake are few and far between as it is, which has been a key factor in the threatened closure of schools in the region due to fewer student numbers.

Something missing in the studies that have been done on the ferry issue is detailed analysis of the freakish storms experienced on the Main Lake as opposed to the much calmer West Arm.  And the West side of the lake – particularly Queens Bay which is directly exposed to lake storms – has worse storms that the East Shore.   That is why you see boathouses on the West Arm and the East Shore, but not on the West Shore.

Many people assume that a lake is a lake, but Kootenay Lake is a mountain lake very different from prairie lakes or even the Okanagan lakes.    I recently did some research at the Touchstone Archives to see why Balfour was chosen to be the west side terminal for the ferry service.  In the summer of 1944 when plans for the new ferry service were being discussed, the Nelson Daily News reported a commercial group urging Queens Bay as site for the west  ferry terminal, but some old-time residents who knew the lake intimately from sternwheeler days came forward and said weather at Queens Bay was too hazardous.  They recommended Balfour as the proverbial safe port in a storm.

With 62 years of service, the MV Balfour has lasted longer than both the Moyie and the Anscomb.   I think everyone would agree that the Balfour is on its last legs.  But I think the response to this situation is to upgrade facilities at Balfour and buy a new energy efficient second ferry to replace the Balfour, rather than a high-risk, high-consequence move to a greenfield site.

At the open house at Harrop I asked engineers about back-up to the Osprey after the Balfour is de-commissioned.  One said they were looking at getting a motorized barge at the cost of about $11 million.  Another said that they would likely use a barge used elsewhere in the province which can be disassembled and transported to Kootenay Lake for re-assembly as a barge to be pushed across the lake when the Osprey was down for maintenance.

The idea of barge service replacing the magnificent and distinctive Kootenay Lake Ferry cruise is quite worrisome.  Friends of mine in Proctor say they dread it when the Harrop ferry is down for maintenance, because the motorized barge is extremely slow and problematic.    And that is for a relatively short distance across the West Arm.   Barge trips across Kootenay Lake would be a scary proposition, as bad weather can come up very quickly.

I have kayaked extensively between Balfour and Airnsworth, and had several close calls with stormy weather, including a terrifying experience when our two-man kayak was almost swept into the rocks at McEwan Point by heavy winds and strong current from the south.   And last August I watched in amazement as our 80-pound canoe parked upside down on a beach at Queens Bay was picked up by a squall and sent about 30 metres in the air down the beach about 100 metres and about 10 metres out into the lake.   If a person or open boat had been where the canoe was, who knows what would have happened to them.

According to the booklet “Historical Shipwrecks of the West Kootenay District“ by the Underwater Archaeological Society of British Columbia, a total of 48 wreck sights have been reported or located on the lake.  They say the largest category of wrecks involves barges.  Five have been located and eight more are rumoured.   The next largest category of wrecks is barges with rail cars.

I expect MOTI will always put safety first, and not send the Osprey, or, especially, a flimsy pre-fabricated barge, if there is any threat at all of bad weather.   One consequence of this would be a dramatic reduction in reliability of service in the Main Lake ferry.   I fear we would become known for bad ferry service year-round just as we are the laughing stock of the province for bad air service at Cancelgar in the winter!

The West Kootenay has contributed greatly to the economic development of B.C. through its mines, metal  processing, forestry operations, and hydro-electric operations through the years.   We don`t deserve to be thrown under the bus due to a highly speculative and risky ferry terminal move.  Please do the required dredging of the West Arm channel, upgrade the docks in Balfour, and obtain a new second ferry we can be proud of.   A new small-scale ferry could replace the Osprey through much of the year when there are less than 25 cars in line for ferry service, and thus extend the operating life of the Osprey and reduce operating costs at the same time.

Yours truly.

Sam E. McBride

202 – 719 11 Avenue

Castlegar, B.C.  V1N 1J7

www.thebravestcanadian.wordpress.com


2. RESPONSE FROM THE MINISTER – AUG. 11, 1016

257989 – Balfour Ferry Terminal

Thank you for your correspondence concerning the ministry’s work to address challenges at the Balfour Ferry Terminal.

Our inland ferry system is an integral part of the transportation network for the region and a vital asset for Kootenay communities, and we recognize its importance to local tourism and economic interests. The safety and reliability of ferries and terminals are also key considerations in our long-term transportation strategy. There are a number of issues that impact the operation of the ferry service at the existing terminal that led the ministry to initiate a study in 2015 to assess the technical feasibility of relocating the Balfour ferry terminal to an alternate location. The feasibility study is now complete.

The ministry recently released a discussion guide and held a public information session in Nelson. The discussion guide, the information presented at the open house and an online survey are available online at http://www.gov.bc.ca/balfourterminal.

The ministry has presented two options to address the challenges. The first option involves undertaking work at the current terminal, dredging of the west arm and replacing the MV Balfour. The second option involves relocating the terminal to Queens Bay. The ministry has not made a decision and will continue to engage with the community, interested First Nations and other parties on the proposed options.

As you may be aware, the ministry has extended the deadline for public comment by three months, giving Balfour and area residents until October 6, 2016 to provide input.Once the public consultation process is complete, the results will be shared online and a report will be presented to government to help inform its decision making process.

I have relayed your feedback to the project team.

Thank you for taking the time to write.

Sincerely,

 

Todd G. Stone

Minister

Copy to:          Balfour Ferry Terminal Project Team


3. IMAGES ASSOCIATED WITH THE FERRY ISSUE

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part of the north Queens Bay site under consideration for a new ferry terminal and parking lot.

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The proposed new ferry terminal would be built on a greenfield site about 4 km north of Balfour. In this scenario, the current terminal and associated facilities in Balfour would be abandoned.

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Launched in 1954 as the second ferry to the main ferry Anscomb and later the Osprey 2000, the MV Balfour is on its last legs of operation and needs to be replaced. One option under consideration by the provincial government is to move the ferry terminal to a more direct location across Kootenay Lake which supposedly would make it possible for the Osprey to provide ferry service by itself, thus avoiding the cost of buying a new second ferry.

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Sign at the north end of the proposed site of a new ferry terminal at Queens Bay.

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Site of the south end of the 500-meter section of north Queens Bay that would be severely impacted if a decision is made to move the terminal from its current site in Balfour.

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Some of the signs in Balfour protesting a potential move of the ferry away from Balfour, location of the West terminal of the Kootenay Lake Ferry since 1946.

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The Osprey 2000 ferry on a run across scenic Kootenay Lake.

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poster for a Swim-In to be held on Sunday, August 21, 2016

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Frankie Slide Piano Teacher Story Wins 2016 Provincial Newspaper Award for Historical Writing

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By Sam McBride

Receiving the Neville Shanks Memorial Award for best historical writing in the 2016 Ma Murray Awards last Saturday in Richmond, B.C. was a great honour.  I was proud to receive the trophy at the awards dinner from Tim Shoults, 2015-16 president of the BCYCNA. http://www.nelsonstar.com/news/378660761.html

bcycna 20160002These are the annual awards of the B.C. and Yukon Community Newspaper Association (BCYCNA).  Historical writing was one of 45 categories recognized in the awards program.  For more than 90 years the BCYCNA has hosted the Ma Murray Awards (formerly called the Better Newspapers Competition), celebrating the achievements of member newspapers, including the Nelson Star.  The awards cover all aspects of newspaper production, including publishing, reporting, editing, advertising, photography, community contribution and website design.

Margaret “Ma“ Murray (1888-1982) is remembered for her sharp tongue and fighting spirit as editor and publisher of the Bridgewater-Lillooet Times.  Neville Shanks (1912-1977), founder and publisher of the North Island News, had a special interest in local history which led him to do numerous articles on local pioneers.  The Neville Shanks Award is sponsored by Tinhorn Creek Vineyards.

Many thanks go to Nelson Star editor Greg Nesteroff, who submitted my story to the awards program and was thrilled when it was named a finalist, and then winner.   Greg is renowned far and wide for his excellent reporting and devotion to local history.   Without his inspiration and support, I could not have done the Marion McPhail story.

P1010298

The author with the stylish chrome trophy.

The judges` comments on my award-winning article were: “An excellent account of the Frank Slide and the baby girl who famously survived the disaster, but who later disliked her celebrity.  Lots of solid research here and an engaging narrative“.

 

My entry, a feature article on my boyhood piano teacher Marion Leitch McPhail (1900-1977), was published in the May 1, 2015 Nelson Star.   There was a special story associated with Marion, as she was the famous Frank Slide Baby.  Over the years I often asked people why the story of Marion in her Nelson years had never been told, so I decided to do it myself, as I had clear personal memories of her and extensive experience as a researcher and writer.

chrome statue bestIn effect, Marion  was twice a victim of the Frank Slide, one of the deadliest natural disasters in Canadian history.   First, the collapse of Turtle Mountain in the small community of Frank in the Crowsnest Pass at 4 am on April 29, 1903 killed her parents Alexander and Rosemary Leitch and her four brothers.   Then, for the rest of her life, Marion was plagued by myths about the slide that gave her the unwanted nickname of “Frankie Slide“.

A popular mountain ballad song “The Ballad of Frankie Slide“ and radio plays on the same subject reinforced the myth about Baby Marion being the only survivor of the Frank Slide.   This was completely wrong, as most residents of the town of Frank survived the slide, including Marion`s older sisters Jesse and May.    As Marion grew up in Cranbrook, B.C. she hated having to deal with the Frank Slide stories, particularly when people teased her by calling her Frankie Slide.   The funeral for the six members of the Leitch family was held in Cranbrook four days after the slide.  The local newspaper said it was the saddest event anyone could remember, and men who had not shed a tear in many years were openly crying.   Marion was raised in the family of her uncle Archie Leitch, and her sisters were raised with other uncles in Manitoba.

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Wording at the bottom of the trophy.

As a teen-ager Marion moved to Vancouver, where she received advanced training in piano and music, and her connection to the Frankie Slide myth was less known.   By age 24 she had settled in Nelson, B.C. as a music teacher.   She was a good friend of my parents and both sets of grandparents in Nelson, and was my piano teacher in the early 1960s.  I often thought she was in a bad mood during my lessons because of lingering anger about the Frank Slide myths.

 

scene from ma murray

The awards night was a gala event at the River Rock Casino theatre.

The big event of the year for Marion and her fellow piano teachers was the Kootenay Music Festival, which alternated each year between the original Capitol Theatre in Nelson and the Junior High Auditorium in Trail.   Students like me were under extra pressure to perform well in the music festivals because our success (or lack thereof) was a reflection on our piano teachers.   It was very difficult for me, as a young boy with many other interests, to devote between one and two hours each day to piano practice, as ordered by Marion.

 

The full Marion Leitch McPhail in Nelson story in the Nelson Star is at http://www.nelsonstar.com/news/302000401.html

 

Dewdney Trail timeline since completion in 1865

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Here is a timeline of significant events and circumstances with the Dewdney Trail since its completion in the fall of 1865.

1865-1898 – Dewdney Trail was the main east-west link between Kettle Valley and Columbia Valley.

nov11 2015 0301905 – West Kootenay Power and Light built a transmission line west of Rossland, using parts of the Dewdney Trail for their access road and right-of-way.

Early 1920s – Cascade Highway built between Christina Lake and Rossland.  The new road crossed the Dewdney Trail many times, but did not follow it for any distance.  Dewdney Trail continued to be used by local ranchers and farmers for moving their cattle and as a horse trail, while the Cascade Highway became important for larger conveyances.

1949 – Completion of Hope-Princeton Highway

1962 – Highway between Christina Lake and Castlegar completed.

Oct. 13, 1963—Ribbon-cutting for Salmo-Creston Highway.

1972 – B.C. Parks Branch did a reconnaissance of the Christina Lake to Patterson portion of the trail and found that 70% of the original trail was still intact.

1972-1975 – Parks Branch in cooperation with the Forest Service works to restore Dewdney Trail section between Christina Lake and Paterson, including interviews with old-timers.

Mid-1970s – archaeological study done on portion of the Dewdney Trail between Grand Forks and Christina Lake by M. Friesinger.

Late 1970s – B.C. Highway installed lines parallel to the West Kootenay Power line, but on a grander scale.

96plan00011985 – A forest fire burned over the 2 km section of the Dewdney Trail along the Wild Horse River, which was the best-preserved section of the trail in the East Kootenays.

1989 – Corridor Plan for the Dewdney Trail produced under the Recreation Corridors program.

April 10, 1991 – Portions of the Dewdney Trail were designated as a Historic Site by provincial Order-In-Council.  Designated portions on Crown Land along the Wild Horse River; near the headwaters of Summit Creek and down to the Kootenay River; and from the Rossland Summit (Record Ridge – Mount Sophia Pass) to Christina Creek.

May 24, 1995 – Memorandum of Agreement on Heritage Trail was signed by the Ministry of Forests and the Ministry of Small Business, Tourism and Culture.  The trail has also been designated as a forest recreation trail under the Forest Practices Code of B.C., and as an Archealogical Site under the Heritage Conservation Act.

March 1996 – Dewdney Trail Management Plan for Trail Portions on Public Forest Lands in the Nelson Forest Region published and distributed.  The Dewdney Trail Corridor is considered to be 100 meters on either side of the trail centerline.

October 1996 – In line with the Management Plan, the Ministry of Forests commences a procedure of Alteration Permits established under the Heritage Conservation Act, including rehabilitation measures for disturbed parts of the trail.

September 1998 – Mapping and assessment conducted by Champion Contracting for the Forest Service on sections of the Dewdney Trail, including the Santa Rosa Summit, Santa Rosa Creek, Big Sheep Creek to Corral Creek, Corral Creek to Cascade Summit, Cascade Highway Summit, Lost Creek,

closeup of installing dew trail sign1999 – Location of the trail is plotted using a GPS unit.  The GPS plot corresponds to the location found by B.C. Parks in 1972.

September 2015 – incorporation of the Dewdney Trail Heritage Society, focusing on protection and preservation of the section of the Dewdney Trail between Christina Lake and Rossland.

150 Years Since Edgar Dewdney Blazed A Trail Through the Kootenays

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The Honourable Edgar Dewdney (1835-1916)

By Sam McBride I have felt the presence of Edgar Dewdney for as long as I can remember.   Paintings and photographs of him lined the walls of our home in Nelson, and many of the books in our family library were inherited from him. His namesake (and my grandfather), Edgar Edwin Lawrence “Ted“ Dewdney (1880-1952), knew him intimately as uncle, godfather, and legal guardian after Ted became an orphan at age 11.  I never got to know Ted because he died when I was a baby, but his wife, my grandmother Helen Peters Dewdney (1887-1976), lived in our home as a widow and often talked about Ted and Uncle Edgar.

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Cary Castle, the viceregal residence of British Columbia, where Edgar and Jane Dewdney resided between 1892 and 1897 when he was Lieutenant Governor.

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Edgar as a young engineer

She referred to Uncle Edgar as a great man who was also an affable and courteous gentleman.  She said Edgar and his wife Jane Moir (who were called Ned and Jeannie within the family and among close friends), who had no children of their own, were fond of – and kind to — their many nephews and nieces.  In addition to Ted, Edgar`s brother Walter Dewdney (1836-1892) had a daughter Rose Valentine Dewdney (1879-1941) and son Walter Robert Dewdney (1877-1956).  And Jane`s sister Susan Louisa Moir Allison (1846-1937) in the Similkameen Valley of southern B.C. had 14 children, several of whom lived with the Dewdneys in the 1890s while attending school in Victoria. Ted`s only complaint about Uncle Edgar was that he insisted that Ted begin a career with the Bank of Montreal when he was just 16 years old.  Ted was keen on history and literature, wanted to attend university, and had no interest in banking, but he respected his uncle greatly and did what he was told, commencing service with the Bank of Montreal as a teller in Victoria in 1897, rising to branch manager at Greenwood in 1915, and retiring in Nelson in 1940 after 43 years with the bank. Helen said there was a special relationship between Uncle Edgar and Ted, as Ted was the youngest of his late brother`s children and lived with Edgar and Jeannie for the longest time.  Ted also shared Uncle Edgar`s interest in history and literature, though not to the extent that he would allow Ted to go to university as he longed to. In the end, Edgar left most of his historical memorabilia to Ted in his will, including substantial correspondence between Edgar and Sir John A. Macdonald when Edgar held the federal government`s senior positions impacting Western Canada from the mid-1870s to the early 1890s.  Since the 1960s the historically valuable letters have been held by the Glenbow Archives in Calgary as The Dewdney Papers.  The Glenbow Archives in Calgary acquired the letters from the Dewdney family in the 1960s, and organized them in a collection known as the Dewdney Family Papers that has been used extensively by researchers.

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Edgar`s wife Jane Shaw Moir  (1843-1906)

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Sketch by Edgar Dewdney, among his drawings while building the Dewdney Trail.

At the same time, the family donated Edgar`s ceremonial Lieutenant-Governor`s uniform and several scrapbooks of photographs taken by Edgar to the Nelson Museum.  Today the uniform is featured in the Touchstones Museum in Nelson and the scrapbooks are preserved in the Touchstones Archives.  One of the scrapbooks has an interesting note attached in Edgar`s handwriting that says: “Give this to Teddy when I die“.

I have often thought Edgar Dewdney had the type of life that someone could write a novel around.    His life reminds me a bit of the lead character the Forrest Gump movie – he ends up in the middle of history happening around him, whether he likes it or not.   He knew all of the colourful characters of British Columbia, from Governor James Douglas to Premier Richard McBride, including colourful Pacific Province characters like his close longtime friend Judge Matthew Begbie and his political enemy Willam A. Smith, who famously changed his name to Amor de Cosmos.   As premier of B.C., de Cosmo insisted that the CPR line be built via Bute Inlet over a series of bridges to the north part of Vancouver Island and terminate in Victoria, but Edgar was just as adamant that the best route was down the Fraser Valley to terminate at the future site of Vancouver, which is what happened.  He doubted that the other option was even possible, no matter what the cost amounted to.

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There was friendship and mutual respect between Edgar Dewdney and Chief Crowfoot.

Edgar was also part of the Canadian federal government, either as or an MP and cabinet minister or senior appointed official, for more than 20 years, and knew every prime minister from Sir John A. Macdonald to Sir Robert Borden, and including the Metis rebel Louis Riel, and all of the key players in the greatest project ever undertaken in Canada, the Canadian Pacific Railway.  He has the distinction of being the only person to serve as Lieutenant Governor for two jurisdictions — the Northwest Territories (1881-1888) and British Columbia (1892-1897). Compared to his contemporaries, particularly in the U.S., Edgar got along with the native peoples exceptionally well, beginning with the first leg of the Dewdney Trail between Hope and the Similkameen in 1861.  He was amazed at the work done by his Indian crews, particularly an older woman who carried a 120-pound bag of sugar up and down the steep slopes  of the trail, which largely followed  walking trails established over many generations by the First Nations people.  He was frustrated when trail workers refused to go beyond the borders of their tribe, but adapted and hired members of the next tribe along, as well as crews of white and Chinese workers.   There was mutual respect between Edgar and the two most famous chiefs of that era, Sioux Chief Sitting Bull (who met with Edgar after escaping with his warriors to Canada after defeating General Custer at the Battle of Little Big Horn) and Blackfoot Chief Crowfoot.

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Edgar`s sister Charlotte Cave-Brown-Cave (1829-1909) was one of three Dewdney siblings in Devon to emigrate to B.C. after hearing enthusiastic descriptions from Edgar. Family photo.

The extinction of the buffalo on the prairies by the 1880s was catastrophic for the native peoples, as it disrupted their way of life and caused mass starvation.  As Lieutenant Governor of the Northwest Territories and Minister of Indian Affairs in the John A. Macdonald government, Edgar Dewdney encouraged the chiefs to move their tribes from hunting to agriculture.  This initiative fell far short of its objective, as numerous difficulties were encountered, including corruption and poor performance by the agricultural trainers the government hired to work with the tribes.  The government`s efforts to distribute food to the starving tribes were often much too little, much too late.  As resentment from this crisis contributed to the Riel Rebellion of 1885, some observers have said that Edgar Dewdney deserved some of the blame for the rebellion breaking out.  However, it is generally agreed that there would have been many more casualties in the rebellion if Crowfoot had not met with Edgar and agreed to remain neutral.  After the rebellion`s Metis leader Louis Riel was convicted of treason in a Regina trial, the federal cabinet, led by PM Macdonald, decided that Riel must hang.  It fell to Edgar Dewdney to sign the death warrant.  He was subsequently derided the rest of his life by French-Canadians and other political opponents as The Man Who Signed Riel`s Death Warrant.   In his initiatives as senior federal minister for the Northwest Territories — which, in his era, included the jurisdictions that would later be the provinces of Alberta, Saskatchewan and Manitoba — Edgar meant well, but, from a modern perspective, was certainly colonialist and patronizing, and had scant regard for the value of native culture.   Western Canada historian Hugh Dempsey, author of “Crowfoot: Chief of the Blackfeet“, commented on Edgar Dewdney:  “Although much of his career was marked with controversy, his relations with the Indians were good.“

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Edgar at the opening ceremony for the Qu’Appelle and Long Lake Railroad in Saskatchewan in 1886. BELOW: detail of the photo shows how Edgar (wearing white top hat at right) stood out in a crowd with his height of six feet, four inches. Jane, who was five feet, three inches in height, is to his right with a shovel. BOTTOM: Another view of the railroad commencement ceremony. Family photos.

deaildewd 002 another scene of long lake ceremony There is mystery associated with Edgar`s ancestry.   Some researchers say his parents were Charles Dewdney and Fanny Hollingshead, and others say they were John Dewdney and Elizabeth Parsons.  There were a number of Dewdneys with similar first names in the coastal communities of the English county of Devonshire in the 1830s, which has led to confusion.  Edgar`s birth day of November 8, 1835 is solid, but potential birth years for Walter range from 1833 to 1839.  I go with the date of July 16, 1836 which was used in a family history produced in the 1940s by Walter`s granddaughter Harriet Keating.   Neither Edgar nor his siblings ever commented on their parents.   The most likely parents are missing from the 1841 census, so they may have died.   In the 1851 census Edgar and Walter are listed as students at the Templeton School in Exeter, Devon.

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Edgar and Jeannie with dogs at their Regina residence, 1885.

Edgar studied engineering in Cardiff, Wales and then moved to London to work as private secretary to John Lorry Rickards, who had been in Indian at the time of the India Mutiny of 1857.  Before deciding to go to British Columbia, Edgar originally planned to go to India.   In 2009 a researcher published a report in B.C. History magazine that determined that Edgar`s father was a lowly boatman, so Edgar was pretending to be from a higher class after he arrived in B.C.   Personally, I do not think that it was that big a deal.  Once Edgar had built the Dewdney Trail, he was known as the trail-builder from Devon, with no specifics mentioned about his ancestry.  Somewhere along the line, someone provided the means with which he acquired a good education as well as engineering training that stood him in good stead with the projects he took on in B.C.

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Letter from Sir John A. Macdonald to Jane Dewdney on Macdonald`s 74th birthday in 1889. Family Collection.

Upon arriving in Victoria at age 23 in May of 1859, he stood out among other pioneers for two reasons: first, at six foot four and a muscular 200 pounds, he was literally head and shoulders above just about everyone else; and, secondly, he was a capable civil engineer at a time when such skills were in great demand in a colony burgeoning with gold discoveries, including some areas that could only be accessed by travelling through the United States and up river valleys.  This was a threat to the colony`s sovereignty at a time when many Americans subscribed to the Manifest Destiny concept of the U.S. eventually taking over all of North America.  The American interest in the north part of the continent was demonstrated when Alaska was purchased from Russia for $7.2 million in 1867.  Linking Alaska with the U.S. mainland by acquiring British Columbia — either by purchase or military conquest — seemed the logical next step for some Americans in that expansionist era. Edgar`s first substantial job after arriving in Victoria was to head a team of Royal Engineers to lay out New Westminster, the new capital of the mainland colony of British Columbia.   His success at this venture led to other contracts, most notably a mule trail from the frontier community of Hope to the future site of Princeton.  It was the first stage of what would become known as the Dewdney Trail, crossing a multitude of mountain ranges, waterways and heavily-forested areas.

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Reflections of Edgar`s sister-in-law Susan Moir Allison

In August 1860, travelling on a river streamer between New Westminster and Hope, Edgar met Thomas Glennie, a Scot who planned to homestead near Hope.  Accompanying Glennie was his wife Susan Louisa Moir Glennie, and her two daughters from a previous marriage Jane, 17, and Susan, 15.   The girls were born and raised in the colony of Ceylon (now Sri Lanka) in a genteel English colonial environment, but with hardly any money in the family.  Edgar, 25, was enraptured by Jane and took every opportunity to get together with her in subsequent years, culminating in their wedding at the Anglican Christ Church in Hope in March 1864.  Today, as the province`s oldest and longest operating church, Christ Church is a national historic site. Jane`s sister Susan married John Fall Allison in 1868 and became an enthusiastic outdoorswoman in a remote dwelling near the current site of Princeton.   Her story is colourfully told in the 1976 “A Pioneer Gentlewoman in British Columbia: The Recollections of Susan Allison“, edited by B.C. historian Margaret Ormsby, who described Edgar Dewdney thus: “A kindly man who had no children of his own, he was generous to his own and to Jane`s nieces and nephews.“

Unlike Susan, Jane in later years preferred city life to frontier abodes.  Jane thrived in the invigorating political scene in Ottawa, but her favorite home was in Oak Bay, immediately east of Victoria, where she enjoyed the mild climate, was close to many friends and relatives, and had wonderful gardens.  Through his career Edgar`s favourite job was in the 1890s as Lieutenant-Governor of B.C., where he and Jane held court in the vice-regal residence Cary Castle.

Susan Allison was in good health until close to her death in 1937 at 91.  She learned the Chinook language and had many friends among her native neighbours.  As her husband was often away from home prospecting or engaged in other business ventures, Susan relied on assistance from her Chinook women friends to deliver her babies.  Her diaries include a number of stories about Edgar and Jane that show them interacting as close relatives in everyday life.  One autumn day Edgar and Jane were visiting when Susan purchased a huge number of salmon from a native fisherman.   Edgar and Jane rolled up their sleeves and joined Susan and some friends in a work bee assembly line where they cleaned all the salmon and preserved the meat with salt and spices, so that Susan and her children were well-fed with fish through the winter months.

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Hon. Edgar Dewdney turns first sod for railroad from Calgary to Edmonton in 1891. At age 55, he was still an imposing figure of physical vigour in Western Canada.

The discovery of gold in the East Kootenay region in 1865 led the colonial governor, Frederick Seymour to offer Edgar a contract to extend the trail to Wild Horse Creek, near the site of today`s Cranbrook.  Edgar knew nothing of the country beyond the Similkameen Valley, but accepted the job, as long as he could choose his own men and be assured that they would be paid.   This would bring the total length of the Dewdney Trail to 450 miles across some of the most rugged and scenic terrain on the continent.  In a letter to Edgar dated April 10, 1865, Gov. Seymour said that, in addition to building the mule trail, “you will make accurate sketches of the different lines examined, with full notes of the nature of the soil and timber, the course and size of the different streams and rivers, the quantity and probable extent of prairie and grazing land, the nature of the different rock, and, where found, the heights of as many different points above the level of the sea as can be obtained, and if possible the latitudes and longitudes of all important points and such other general information as may be useful in preparing a map of the country through which you pass“

Dewdney, Chief Piapot and his warriors, and the Montreal Garrison Artillery, Regina, Saskatchewan, 1885

Edgar Dewdney bottom left, with Chief Piapot and his warriors, and the Montreal Garrison Artillery in Regina in 1885.

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Painting of Edgar Dewdney c. 1875.  Frame is 22 inches wide and 26 inches high. Family collection.

The timing of the trail work in the spring of 1865 was significant, because the U.S. Civil War essentially ended on April 9, 1865 with the surrender of Confederate Gen. Robert E. Lee to Union Gen. U.S. Grant at Appomattox Court House in Virginia.  With the war over, Britain and Canada faced the dire prospect of hundreds of thousands of trained soldiers of the victorious North invading and taking control of lands north of the 49th parallel, as Britain had sided with the South in several controversial incidents.   The fact that much of the planning of the conspiracy to assassinate President Abraham Lincoln occurred in Montreal was another reason to worry about American retaliation against Canada.  As it turned out, the only incursions from the U.S. were the small, poorly-organized Fenian Raids in Ontario and New Brunswick of groups of Irish-American soldiers aiming to strike at Britain – who they saw as oppressing their native Ireland – by attacking Canada.  The fear of invasion from the United States was a key reason that British North American colonies agreed to unite in the self-governing dominion of Canada in 1867.

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The existing Edgar Dewdney memorabilia includes a bible (sideways, lower shelf) presented to Edgar and Jane after their wedding ceremony at the Anglican Christ Church in March 1864.  Family collection

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Inside page of 1864 bible with inscription from Rev. Alexander David Pringle.  Author photo

So, in addition to building the trail, Edgar was on a mission of discovery and reconnaissance for a governor extremely curious about economic prospects for the land they were about to access through a west-east route – without having to approach it from the United States — for the first time. In 1998 the Boundary Museum Society based in Grand Forks, B.C. transcribed and published Edgar`s notes and letters as the trail was being built in 1865, in a binder called Edgar Dewdney: Diary Notes Written on the Trail.   As someone who grew up in Nelson, my favourite part of Edgar`s correspondence was letters associated with a sidetrip he took with an Indian companion in a birchbark canoe from the current site of Castlegar, up the churning Kootenay River (doing 14 portages to get through the rapids) to the current site of Nelson, and up the West Arm and then toward the North end of Kootenay Lake.  The purpose was to check out possible routes for the trail on the east side of Kootenay Lake.  They went to Crawford Bay and partly up the valley to the St. Mary`s River in the East Kootenay, but Edgar decided it wasn`t worth it because travelling miners would not want to pay to be ferried across the lake. In a letter to the governor dated June 29, 1865, Edgar said: “I did not reach the north end (of Kootenay Lake), thinking I should only be wasting my time, but I traveled up sufficiently near to take its bearing.   The scenery on both sides of the Lake is very bold and grand.  The greater part of the rock around the Lake is granite of the coarsest description with large quantities of quartz running in veins of different thickness north and south.  I explored several but could find no trace of gold.“

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Biography of Edgar Dewdney by Brian Titley.

“The Lake abounds in minerals, iron and large quantities of galena with which I fell satisfied there is silver but I had no means of testing it and unfortunately left my specimens behind,“ he wrote, demonstrating a keen eye for future industry in the region.   Returning to the project staging headquarters at Fort Sheppard (near the current site of Trail), Edgar and his companion Peter shot the spectacular Kootenay rapids in their canoe, and Edgar noted that Bonnington Falls was the most beautiful waterfall he had ever seen.  Years later he said in an interview that his favourite mode of transport in rivers and lakes was the birchbark canoe, which kept paddlers dry and could be easily repaired.

While they were better off than most pioneer couples, Edgar and Jane were never affluent.  In that era before pensions, Edgar was always worried about he and Jane running out of money in their retirement years.   His eager involvement in land speculation and investments in mining companies were almost like a gambling addiction.   He tended to lose much more often than gain from such speculation, but the fact that he was involved got him into trouble during his political career.   Opponents accused him of conflicts of interest, particularly when he influenced the location of the city of Regina to encompass land which partially owned through investment in a syndicate.   Everything was in the open and his boss John A. Macdonald had no problem with it, but the situation looked bad and was a stain on Edgar`s reputation for the rest of his life.  His response to accusers was to say he would have gained more money if the other option for locating Regina was chosen, because he had a larger stake in that ownership syndicate! One of the criticisms of Edgar as a politician and administrator was that he was “overly loyal“ to John A. Macdonald.   Like many Canadians, Edgar was a great admirer of the charismatic Macdonald, and proud of his loyalty to his Prime Minister and party leader.   But he was also a very close personal friend of Macdonald and his wife Agnes.  And Jane in turn was a good friend of Agnes and Sir John.   Macdonald`s high opinion of Edgar was shown when he named Edgar co-executor of his will (along with his son Hugh), and arranged with Edgar to be trustee of a fund to support Macdonald`s handicapped daughter Mary.   When Macdonald died in June 1891, Edgar was at his bedside along with members of Macdonald`s family.  A couple of years later, Lady Macdonald and Mary stayed at Cary Castle for several months as guests of the Dewdneys. Edgar owned and loved many dogs over the years and spoiled them.   Jeannie was not so keen on the dogs, and was particularly put out when one of the dogs insisted in sleeping under the bed when he was away. In 1897, Edgar took great pleasure in providing his assent as lieutenant-governor to legislation that established Nelson, Rossland and Grand Forks as municipalities.   He could remember going through those sites when they were just part of the wilderness.  In his retirement years Edgar travelled to the Kootenays several times to visit friends and check out investment prospects.   Reporters from the local newspapers would come to his hotel and enjoy  hearing his stories of the old days in the region.  He also had pleasant visits with his nephew and ward Ted Dewdney who was working as a bank clerk in Rossland.

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Existing Edgar Dewdney memorabilia includes this pendant with images of Sir John A. Macdonald and Jane Dewdney, who were Edgar`s two favourite people in the world.  Family collection.

After a long string of provincial and federal electoral victories, Edgar was defeated in the Nov. 7, 1900, losing to his Liberal opponent 1,772 to 1,627.  Ironically, he was defeated just two days after his 65th birthday while running in the New Westminster riding for the first time – the same community he laid out as a young engineer four decades earlier. Edgar would then experience déjà vu in another respect as a contractor.  The province of B.C. was in the midst of railway fever.   With the southern interior proving to be a land of great mineral wealth and logging prospects, the government and the CPR were worried that the dynamic Great Northern Railway led by James Jerome Hill would capture the freight and wealth of that region through branch lines off its main line near the Canadian border.  There was also great pressure on Premier James Dunsmuir from businesses in the Kootenays and the Lower Mainland for the construction of a Coast To Kootenay railway.  In July of 1901 Edgar Dewdney was commissioned to take charge of a government survey to determine the viability of a rail line through the Hope Mountains.  It was almost exactly 40 years since he faced the task of building a mule trail through the same terrain.  A big difference was that rail lines had to keep within an acceptable grade, or the trains could not pull their loads going uphill, or safely brake going downhill.

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Book on the Kettle Valley Railway includes Edgar Dewdney`s 1901 feasibility study for a railway through the Hope Mountains — 40 years after he built a trail through the same terrains.

In the book McCulloch`s Wonder: The Story of the Kettle Valley Railway, Barry Sanford notes that the government could hardly have picked an older man for the task, “but Dewdney`s long experience more than compensated for his lack of youthful agility.  He accepted the assignment with the vigor and enthusiasm he had shown for his assignment in the early 1860s, and promptly hired two of the most competent engineers in the country, Frank Moberly and Henry Carry, to assist him.“  An expedition of 30 men for the study left Victoria for Hope on August 1, 1901.  In March 1902 Edgar delivered his report to the provincial legislature.   He reported that three possible routes from Hope to Princeton were evaluated, but each option involved long stretches of severely adverse grades.  “The survey shows that the Hope Mountains cannot be crossed without encountering serious engineering difficulties which would necessitate a  very large expenditure of money, and I know of nothing so pressing, either in the way of development or along any line which might be determined on to warrant its construction.“ Many in B.C. were shocked that the growth-minded, ever optimistic pioneer Edgar Dewdney would recommend against building the rail line.  Despite his report, the project proceeded, and the Coquihalla Rail Line officially opened on July 31, 1916 – eight days before Edgar died.  He was proven to be correct in his conclusions, as the cost per mile of building the line through the Hope mountains was five times as expensive as the cost per mile of building the main line CPR through B.C., and it was a money-loser due to extraordinarily high operating costs, largely due to avalanches in winter, washouts in spring and forest fires in summer.   The railway eventually closed for good in 1959, and today parts of the line are a tourist attraction for biking and hiking.

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Edgar Dewdney memorabilia includes this souvenir card from Westminster Abbey from his visit to his native England in 1890. Family collection.

In January 1906 the Dewdney family experienced two deaths within three days, as Jane`s mother Susan, who was living with the Dewdneys in her early 90s, died on Jan. 27th and then Jane died on Jan. 30th.  Three years later Edgar travelled to England and married Blanche Plantagenet Kemeys-Tynte in Somerset, England.  In his earlier writings and interviews, Edgar said his intention when he left England for Victoria in 1859 was to stay for 10 years, earn the fortune he needed to live comfortably, and then return to his sweetheart who was waiting for him in England.  This led to a false story that Blanche was the sweetheart, and was still waiting for Edgar 50 years later in 1909!  A reason to think they are connected is that Blanche`s father, Charles Kemeys-Tynte, provided Edgar in 1859 with a letter of introduction to Colonial Secretary Edward Bulwer Lytton, who in turn provided Edgar with a letter of introduction to Governor James Douglas which he presented upon arrival in Victoria.  However, British census records indicate that Blanche was born in about 1854, so she would only have been about five years of age when Edgar left England, so she surely could not have been the sweetheart he left behind. Today Edgar Dewdney is remembered mainly in Western Canada, and particularly in British Columbia, his province of first residence and retirement.   He stood out among other men partly because of his height, but also because of his energy, optimism and confidence, his genuine love of outdoor frontier life, and his skills and vision as an engineer.

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Edgar as Lieutenant Governor of B.C. in 1893.   Family photo

He was the type of leader that people chose to name things after, like the municipality of Dewdney, Mount Dewdney, Dewdney Peak, Dewdney Creek, the Dewdney Trunk Road, Dewdney electoral constituency, Dewdney Schools, Dewdney Avenue in Regina and, most importantly, the Dewdney Trail.   And the City of Trail is named after Trail Creek, which in turn was named after the Dewdney Trail.  The City of Fernie is named after William Fernie, who was a foreman of Edgar`s in building the trail through the Kootenays.   Allison Pass at the top of the Hope-Princeton highway is named after Edgar`s brother-in-law John Fall Allison.

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Edgar`s official diary for 1894 exists in the family memorabilia. ABOVE: This Feb. 25, 1894 entry mentions a serious fire in Kaslo.  It is interesting that a brother of his future wife Blanche Kemeys-Tynte visited the Dewdney`s at the lieutenant governor residence Cary Castle on Feb. 26, 1894.  BELOW: Diary notes from Jan. 8-9, 1894, including William Cornelius Van Horne of the CPR, and Col. James Peters, who was a cousin of Edgar`s ward Ted Dewdney`s future wife Helen Peters, who at the time was still a young girl residing in Charlottetown.  Family collection.

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Postcard-style photographs of the Royal Family in Edgar`s personal scrapbook. At left is Queen Victoria with one of her daughters. At right is Carrie Trutch O`Reilly, who, with her husband Peter, was a long-time friend of the Dewdneys. Family collection.

Some observers have said the Dewdney Trail was of little consequence because it fell into disuse after a few years, which is true but a large part of Highway 3 of today follows the trail that Edgar blazed through the wilderness.   When the Salmo-Creston Highway was under construction in the early 1960s, it was proposed to call it the Dewdney Highway because it generally followed the Dewdney Trail, but officials decided instead to call it the Kootenay Skyway (locals just call it the Salmo-Creston).  In retrospect, the most valuable thing about the Dewdney Trail in its early years was a symbol of British and later Canadian determination to keep the Okanagan, Kootenays and other parts of southern B.C. free from control by the giant nation to the south.  And sections of the trail were used in several discoveries, including the Red Mountain find in 1890.

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Invitation the Dewdneys received for dinner in 1912. Family collection.

Edgar died in August 1916 during one of the bleakest periods of the First World War.  The lists of Canadian casualties in newspapers went on and on, but the publishers still felt that the end of the life of one of the province`s greatest pioneers deserved extensive coverage on front pages and in editorials. In an editorial the day after he died, the Victoria Times said: “He was an exceedingly loveable person.  He impressed everyone he came in contact with his geniality and fine open-heartedness.   He ever had a kindly word for all who sought his advice.“ Over the years there have been numerous magazine and newspaper articles about Edgar Dewdney, as well as a 1999 UBC Press book The Frontier World of Edgar Dewdney by Brian Titley, a professor of education at the University of Lethbridge.   Titley also wrote the Edgar Dewdney entry in the Canadian Dictionary of Biographies http://www.biographi.ca/en/bio/dewdney_edgar_14E.html, which concludes that Edgar “was an accomplished engineer, an indifferent businessman, an adequate administrator, and an undistinguished politician.  His greatest fault, perhaps, was his partisan loyalty to John A. Macdonald, which clouded his judgement at critical moments. He deserves some of the blame for the North-West rebellion and the repressive policies that followed it.  The roads he surveyed in British Columbia were his greatest achievement.“  An interesting review of the Titley book by J. William Brennan is at http://digitalcommons.unl.edu/cgi/viewcontent.cgi?article=3188&context=greatplainsquarterly

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Signed photo of Uncle Edgar, 1912, as a gift to nephew Ted Dewdney on his marriage to Helen Peters. Family photo.

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ABOVE: Photo of Edgar`s gravesite at Ross Bay Cemetery in Victoria shortly after the funeral in August 1916. BELOW: the gravesite today, including BOTTOM: name plate. Family photos.

edgar tombstone close up of edgar plaque Edgar Dewdney Chronology November 5, 1835 – born in Bideford, Devon on the southwest coast of England, son of Charles Dewdney and Fanny Hollingshead*

1851 – Edgar and younger brother Walter were boarders at Templeton Mansion School in Exeter, Devon. April 1854 – brother Walter Dewdney joins the 17th Lancers as a private, rising quickly to Troop Sergeant Major January 1858 – death of sister Rose Johnstone Dewdney at 29 in Devon. March 5, 1859 – Edgar left England on the Hamurg mail line steamer, arriving in New York after a stormy passage. May 18, 1859 – arrived in Victoria after sailing to Panama, crossing to the Pacific side by land, and sailing north via San Francisco to his destination. 1860 – Hired by Governor James Douglas to build a pack trail from Hope to the mining camps in the Similkameen Valley

March 25, 1864 – marries Jane Shaw Moir at the Anglican Christ Church in Hope, B.C. Mid-September 1865 – Miners began travelling from Hope to the Kootenay gold fields on the new four-foot wide, all-Canadian Dewdney Trail June 1866 – Private Walter Dewdney retires from 17th Lancers of the British Army after 12 years of service and moves to British Columbia. July 1, 1867 – Canada becomes a self-governing nation under the British North America Act. Dec. 5, 1867 — sister Charlotte Dewdney marries Rev. Jordayne Cave-Brown-Cave in Sappeton, B.C. December 1868 – elected to represent Kootenay in the colony`s Legislative Council March 4, 1870 – Louis Riel`s Metis provisional government executes Orangeman Thomas Scott. July 20, 1871 – British Columbia becomes a  Canadian province, largely based on the federal promise to build a railway across Canada. July 20, 1872 – elected  to represent Yale district in the federal parliament Jan. 22, 1872 – elected again to represent Yale district in the federal parliament July 27, 1876 — sister Fanny Dewdney Lethbridge marries John Lawrence in Victoria, B.C. Sept. 17, 1878 – re-elected to parliament for Yale by acclamation December 3, 1881-June 30, 1888 – took on the additional responsibilities of Lieutenant-Governor of the Northwest Territories May 30. 1879 – becomes federal  Indian Commissioner, appointed by PM Sir John A. Macdonald. May 1880 – meets with  Sioux Chief Sitting Bull (defeater of U.S. Gen. Custer at Little Big Horn)

March 26-June 3, 1885 – The North-West Rebellion (also known as the Riel Rebellion). May 9-12, 1885 – Canadian forces under Major General Middleton decisively defeat Metis forces May 15, 1885 – Louis Riel surrenders and is taken to Regina November 7, 1885 – Pounding of the last spike marks the completion of the transcontinental Canadian Pacific Railway. November 16, 1885 – Louis Riel is hanged in Regina.  Edgar Dewdney signed his death warrant, which made him persona non grata among French-Canadians for the rest of his life. Sept. 12, 1888 – elected MP in a federal by-election for Assiniboia East district Sept. 25, 1888 – June 6, 1892 – serves as Minister of the Interior and Superintendent-General of Indian Affairs under Prime Minister Macdonald. Sept. 25, 1888 – made a member of the Queen`s Privy Council, and thus holds the title of the Honourable Edgar Dewdney. April 25, 1890 — Chief Crowfoot dies.  Edgar writes: “He was beloved by his people, feared by his foes, esteemed by all.“ Sept. 9, 1890 – Edgar leaves for England on a mission to encourage emigration to Canada, and investment in Canadian business. March 5, 1891 – elected MP to represent Assiniboia East district June 6,  1891 – death of Prime Minister Sir John A. Macdonald.  Edgar Dewdney was among the relatives and close friends at his bedside when he passed away. June 16, 1891 – Oct. 16, 1892 – serves as Minister of the Interior and Superintendent-General of Indian Affairs under Prime Minister Abbott Jan. 25, 1892 – death of Edgar`s brother Walter Dewdney in Vernon Nov. 1, 1892 – became Lieutenant-Governor of British Columba and moved to Cary Castle, the viceregal estate of Lieutenant Governors.  He succeeds Hugh Nelson, after whom the City of Nelson, B.C. is named. August 16, 1896 – gold discovered in Klondike River in the Yukon, leading to the Klondike Gold Rush March 4, 1897 – As Lt-Governor, he assents to the incorporation of Rossland, Nelson and Grand Forks as municipalities, under the Speedy Incorporation of Towns Act.

Oct. 28, 1897 – death of brother-in-law John Fall Allison at age 70. Dec. 1, 1897 – retires as Lieutenant-Governor of British Columbia and moves to home on Rockland Avenue in Oak Bay, B.C. Nov. 7, 1900 – defeated by Liberal opponent in the federal election in the New Westminster riding 1,772 to 1,627 July 1, 1901 – commissioned to report on potential routes for a rail line through the Hope Mountains for the Coast-to-Kootenay Railway. March 1902 – presented his report to the B.C. legislature, concluding that none of the potential routes for a railway through the Hope Mountains was feasible. January 27, 1906 – Jane`s mother Susan Glennie, who lived with Edgar and Jane in Oak Bay, dies at age 95l January 30, 1906 – wife Jane dies three days after her mother, at 62. August 5, 1909 – death of sister Charlotte Wright, 80, in Victoria September 1909 – married Blanche Plantagenet Kemeys-Tynte in Somerset, England August 31, 1914 – death of sister Fanny Lethbridge Lawrence, 81, in Victoria August 8, 1916 – died of heart failure at age 80 August 12, 1916 – his funeral, followed by burial at Ross Bay Cemetery in the Anglican section. March 27, 1936 – widow Blanche Dewdney dies at Leycroft, Salterton Road, Exmouth, Devon. February 1, 1937 – death of sister-in-law Susan Louisa Moir Allison in Vancouver at 91.

dewdney stones at Ross Bay Cemetery July 2008

In a separate area of Ross Bay Cemetery, about 50 feet from Edgar`s memorial,  are the gravesites of, from left to right: Edgar`s wife Jane Moir Dewdney, his sister Fanny Lawrence, and his mother-in-law Susan Glennie. Author photo.

edgar's death certificate4

Edgar Dewdney death certificate.