Place:Prince George, British Columbia, Canada

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Prince George is the largest city in northern British Columbia, Canada, with a population of 74,004 in the metropolitan area. It is often called the province's "northern capital" or sometimes the "spruce capital" because it is the hub city for Northern BC. It is situated at the confluence of the Fraser and Nechako rivers, and at the crossroads of Highway 16 and Highway 97.

History

the text in this section is copied from an article in Wikipedia

The origins of Prince George can be traced to the North West Company fur trading post of Fort George, which was established in 1807 by Simon Fraser and named in honour of King George III. The post was centred in the centuries-old homeland of the Lheidli T'enneh First Nation, whose very name means "people of the confluence of the two rivers." The Lheidli T'enneh name began to see official use around the 1990s and the band is otherwise historically referred to as Fort George Indian Band.

1800s

Throughout the 19th century, HBC Fort George trading post remained unchanged, and Fort St. James reigned as the main trading post and capital of the New Caledonia area. Even during the Cariboo Gold Rush, Fort George was isolated although Quesnel prospered as the Cariboo Road was built to its doorstep, making it the main staging area for the miners going to the goldfields at Barkerville. Then, when the Collins Overland Telegraph Trail was built in 1865–67, it bypassed Fort George trading post, following the Blackwater Trail from Quesnel and continuing northwest towards Hazelton. In the late 1800s many Lheidli T'enneh lived in a village built next to the HBC trading post due to the ease of preparing furs and trading directly, without great distances to travel.

Townsite development and the Grand Trunk Pacific Railway

In 1903, the area's fortune began to change when reports said that the Grand Trunk Pacific Railway (later part of Canadian National Railway) would pass near the fur trading post. In 1906, agricultural settlement began around the HBC post and then in 1909, development of two townsites began as two rival land speculation companies built the communities of South Fort George and Fort George (sometimes referred to as Central Fort George^[1][2]). South Fort George was built on the Fraser River near to and just south of the Hudson's Bay Company's trading post.^[2] The GTP meanwhile was trying to acquire land for its own townsite which delayed the constructions of what would become Prince George for several years.^[1]

Fort George townsite

Fort George townsite was built to the northwest on the Nechako River. The name had been registered by the district lot original purchasers with some concerns due to its similarity to the HBC trading post's name. George Hammond, the CEO of the Natural Resources Security Company, bought nine district lots and promoted his community of Fort George in exaggerated and questionable advertisements all over Canada and Britain, describing Fort George in glowing terms as being the future hub of British Columbia, the "Chicago of the north",^[2] and having mild winters and being suitable for any agricultural endeavour.^[1] Hammond claimed the existence of buildings and facilities in advertising when none existed at the time. Lots sold in 1912 for $400, rising to $500-$1,000 by 1913.^[3]

Ten paddle steamer sternwheelers serviced the area, coming up on the Fraser River from Soda Creek docking at both South Fort George and Fort George Townsite.

South Fort George

South Fort George developed close to the near defunct HBC post, along the Fraser River after being purchased in 1909 by the Northern Development Company, with lots going on sale in 1910. BC Express Company paddle wheelers landed in South Fort George and the area grew with speculation about the railway coming to the area. South Fort George would remain its own community until 1976 when it incorporated into the City of Prince George.

Growth and creation of Prince George

Properties were sold in both of the townsites with railway speculation driving up prices.^[1] By 1913, South Fort George and Fort George each had a population of around 1,500 and were booming as thousands of rail construction workers came to town for supplies and entertainment. Both communities believed that the Grand Trunk Pacific station would be built in their town, and both were disappointed when the railway purchased the of land in between them from the Lhiedli T'enneh instead, even though Charles Vance Millar, then the owner of the BC Express Company, was well into negotiations to purchase that property himself.^[2] The railway compensated Millar by giving him of the property and, by 1914, when the railway was completed and the first train arrived, there were four major communities in the area: South Fort George, Fort George Townsite, the Millar Addition and the railway's townsite, Prince George, where the station was built.^[2] Hammond also developed his lots further, including additions such as Central Fort George. Although George Hammond fought a series of bitter legal battles for a railway station in Fort George. The Railway argued against a station in Fort George as it was their investment and risk, thus they would build a station in a townsite of their own (Prince George).^[1] Plans for the townsite for Prince George were created by Brett and Hall of Boston, and the land cleared in May 1913.^[4]

Fort George, South Fort George, and Prince George pursued the right to incorporate with initial proposals including all three townsites. The GTP shows no interest in including Fort George, and South Fort George left the negotiations.^[1] The GTP lands now knows as the City of Prince George were incorporated on March 6, 1915, following the borders of the 1,366 acres they had initially acquired.^[1] At this time, many owners of Prince George businesses, particularly ones on George Street, lived in South Fort George.^[1] As the Prince George townsite developed and grew, many buildings were moved from the older townsites to the new business areas of Prince George, often being rolled into the city.^[4]

Lheidli T'enneh Village and the railway

In 1908, the Grand Trunk Pacific Railway identified the Reserve No.1 land as an ideal area for a railway and station site, and attempted to claim all the 1366 acres as needed for railway purposes, and thus circumvent negotiations with the Department of Indian Affairs.^[2] This was rejected. The Department of Indian Affairs wished to protect the Lheidli T'enneh's interests but also supported railway development. By 1910 the DIA agent in the area was concerned about the influence of white settlers on the Lheidli T'enneh, including the supply of liquor to the village and that "civilization has overtaken them too rapidly"^[2] DIA Indian Agent John McDougall however saw that the Lheidli T'enneh had come to see the value of the land and employed that in negotiations.^[2]

Between 1908 and 1911 several offers for the acquisition of the Reserve No.1 lands were made by the GTP and others such as Charles Millar (of BC Express) who wanted to develop the land. The Department of Indian Affairs in conjunction with railroad representatives made several offers for the land.^[2] In 1910 Chief Louis described the attachment to the land and village to McDougall, who reported that "Land, Cash, and farm equipment" would be needed to overcome resistance, and the band was considered to be averse to a sale. McDougall met with Chief Louis again in December 1910 offering $68,300 ($50/acre) but Chief Louis told McDougall that "they could not in their present mind surrender this reserve".^[2] A vote was held at a meeting two days later with members of the Band over age 21. The vote approved the surrender of the reserve land 12–11, but Chief Louis asked to talk with his people and the Band did not consider the vote final. The Band appointed Oblate Missionary E.C Bellot as an emissary to Ottawa with a larger cash demand of $1000 per acre, which was refused by DIA representatives.^[2] Upon return to Fort George, a new vote by the Band unanimously turned down the sale. During this time, the business developers of Fort George Townsite opposed the sale of the reserve lands as it would lead to its rival building a competing town while South Fort George, which was built close to the old HBC Post and the village, welcomed the railway and its townsite.^[2]

In 1911, federal Indian agent W.J. MacAllan took on the negotiations with assistance from Reverend Father Coccola. Father Coccola conflicted role as he had interests in the well-being of the Lheidli T'enneh but was also negotiating on behalf of the railway company which might connect to his mission on Stuart Lake.^[2] Father Coccola had wanted to relocated the Lheidli T'enneh to a safer area where they would be away from settlers and could be schooled in agriculture and in religion. Coccola suggested to the band that "if it tolerated intoxicating liquor and moral disorders, he would be the first to insist to have them removed".^[2] Coccola made several statements that he would convince or persuade the Band to relocate if they refused offers, and even involved himself in pricing amounts that could be offers to the Lheidli T'enneh. With several offers and refusals, the Lheidli T'enneh saw a split in support for a land sale. Chief Louis favored the surrender of the land, but Joseph Quah, an influential leader in the Band, wanted a higher price.^[2]

On 18 November 1911, The Fort George Indian Band eventually agreed to sell the Reserve No.1 lands for $125,000 (one quarter to be paid immediately) which included $25,000 for construction on reserve No.2 and No.3 and the preservation of the original village cemetery. The band committed to relocate by June 1912. The vote for this agreement saw 32 in favor and one against, and three abstentions. The timeline was difficult to keep as new buildings had to be constructed. Delays in contracts being awarded by the government to build a new village meant that few could move by the deadline and Band members planted crops needed later in the year. The June 1912 payment was withheld as the DIA saw the planting as refusal to leave.^[2] Chief Louis argued that the agreement stated that the payment was to be made in June and was not contingent on relocation. Winter was also coming and the crops would be needed if the new village was not built or supplies given to the Band.^[2]

The new village was completed in 1913 with Band members moving there in September. The old village was destroyed "to force the Indians away"^[2] and ensure that it was not reoccupied. The Fort George Herald reported the destruction of the old village as "the torch of the white man will be thrust into the remaining houses and the village will disappear quietly in a cloud of smoke".^[2] Indian Agent W. J. MacAllan's accounts of the situation reveal a need on his part and the part of the GTP to strong arm the bandmembers out, targeting two cabins in the village that were empty as the residents were away hinting "I knew that to set fire to the cabins would cause a flare up of intense excitement and give me the break I needed, for a crisis had to be created before the deadlock could be broken".^[5]

The site of Reserve No.2 (Shelley) was much further away from the new Prince George townsite and other communities. The land was not particularly fertile for agriculture and the Band suffered economically.^[2] The site of the old village and the HBC post would become Fort George Park (renamed Lheidli T'enneh Memorial Park in 2015). The Cemetery would become Reserve No.1A.

Etymology

There were three rationales given for naming the new city as Prince George:^[1]

• In 1911, Grand Trunk Railway documents justified the name to clearly distinguish it from nearby Fort George neighbourhoods.^[1]
• In 1914, the railway said that the name would honour the recently crowned King George V. One suggestion recommended the name George.^[1]
• A third rationale was to honour Prince George, Duke of Kent, the fourth son of reigning King George V.

Businessmen in Fort George petitioned the provincial government to block the new name but they were unsuccessful.^[6][1] In May 1915, residents voted by plebiscite to name the new city as Prince George with a vote of 153–13.^[1]

First World War

With the onset of World War I in 1914, the local economy was devastated as many local men enlisted and the construction of the Pacific Great Eastern Railway was halted, creating a massive drop in population. Many men enlisted in Prince George from the surrounding communities and were primarily sent to Vernon, BC for training before being shipped overseas. 17 names of soldiers who died in World War I are inscribed on the cenotaph, although many more enlisted. Population decline continued with the ensuing Spanish flu epidemic of 1918. The epidemic took at least fifty lives in the area, including First Nation's leaders

1920s and 1930s

Prince George persevered through the 1920s and the Great Depression of the 1930s and did not experience any significant growth until World War II when an army camp was built at the foot of Cranbrook Hill, bringing new life to the struggling businesses and service industries. The Great Depression saw massive decline in lumber production in the region, falling from 105 million board feet in 1929 to only 15 million board feet by 1932 and a significant increase in unemployment. Unemployed men were often housed in one of several relief camps east of Prince George, where the men works on construction projects or remained idle, but away from the city of Prince George.^[7] Between 1930 and 1935, Prince George and the work camps were home to labor protests and sit ins organized by a local branch of the Communist sympathizing National Unemployed Workers Association, who sought basic needs for the unemployed.^[7]

In the 1920s air transport began with sea planes and landing on Central Avenue. In the 1930s Prince George saw air transport increase and became a hub for air mail to Takla Landing, Fort Saint James, and Manson Landing, later including stops in Edmonton, Whitehorse, and Fort Nelson and an airport was developed by Carney Hill (The Golf Course today).^[4] In 1939, Prince George was selected as a spot for an aerodrome, and construction began on what is now YXS Prince George Airport.^[4]

Second World War

Army Camp Prince George was opened during WWII and once housed 6,000 soldiers. From March 1942 to October 1943, divisional troops and units of the 16th Infantry Brigade (8th Canadian Infantry Division) were housed there. The camp was located in the area of 1st Street, Central Street, 15th Avenue, to the bottom of Cranbrook Hill. Barracks were built to house the soldiers, dining halls constructed to feed them, and wet canteens for their leisure and entertainment. There were rifle ranges, mortar ranges and artillery ranges. The camp closed at the end of the war. Most of the buildings were either demolished or moved to new locations, although some remain in their original locations, such as the former transportation building on 15th Avenue, that was used by the British Columbia Forestry Service from the late 1940s to 1963. It is now owned by the City of Prince George for use by the Community Arts Council. The Nechako Bottle Depot on First Avenue is also another former camp building. Others include the first Overwaitea store, at Victoria and Third, formerly a barracks and the original civic centre, which was the old drill shed, was removed and rebuilt on Seventh Avenue. Population during the war saw 2,027 in 1941 rising to 3,800 in Prince George by 1945.^[4]

After the war, as the ravaged European cities rebuilt, the demand for lumber skyrocketed and Prince George, with its abundance of sawmills and spruce trees, prospered. Finally, in 1952, after 40 years of construction, the Pacific Great Eastern was completed and joined with the CN line at Prince George, and with the completion of Highways 16 and 97, Prince George finally fulfilled George Hammond's long ago promise of being the hub of British Columbia.

Modern history

Canadian Forces Station Baldy Hughes (ADC ID: C-20) was constructed in 1952 as a General Surveillance Radar station. It was located south-southwest of Prince George, and was closed in 1988. It was operated as part of the Pinetree Line network controlled by the North American Aerospace Defense Command (NORAD). Today the former station is The Baldy Hughes Addiction Treatment Centre. The original radar system has been removed and the location now operates a weather station and Nav Canada system.

In 1953, (Central) Fort George Townsite incorporated into the City of Prince George.

On June 25, 1956, at just after 7 p.m., a Lockheed P-38 Lightning fighter plane built in 1943 (serial number 8300, bearing Canadian registration CF-HSC) flown by Frank Samuel Pynn, out of the Prince George Airport, was observed flying in an unsafe manner, it went into a half roll, seemed to fall over on its back and nosed into a deep ravine in the cut-banks on the north side of town approximately one kilometre from the city centre. Pilot Frank Pynn, a former Royal Air Force Transport Command pilot, and his passenger, 15-year-old Jimmy Clarke, died on impact. Alcohol consumption was believed to be a factor in the crash and the Coroner's inquest found that Pynn died "through his own neglect and complete disregard for the Aeronautical Regulations of Canada." The wreckage is still there; however, most pieces are less than in length.

In 1964 the first pulp mill, Prince George Pulp and Paper was built, followed by two more in 1966, Northwood Pulp and Intercontinental Pulp. New schools and more housing were needed and the new subdivisions of Spruceland, Lakewood, Perry and Highglen were built. Then, in 1975, Prince George amalgamated and extended its borders to include the Hart area to the north, Pineview to the south and the old town of South Fort George to the east. In 1981, Prince George was the second largest city in British Columbia with a population of 67,559, narrowly edging Victoria out of the honour, whose population was then 64,379.

Low-lying areas adjacent to the confluence of the rivers, which can freeze, mean that those areas suffer recurring flooding. In late 2007 an ice jam formed on the Nechako River and soon grew to a length of more than , causing widespread flooding in the city. Faster runoff due to devastation of nearby lodgepole pine forests by the mountain pine beetle was identified as a contributing factor. A state of emergency was declared on December 11. On January 14, 2008, with the ice jam still present, the Provincial Emergency Program approved an unprecedented plan to melt the ice by piping water from a pulp mill steam plant to the jam area where it would be mixed with well water and poured into the river at a temperature of . In the interim an amphibious excavator was used for 10 days to move some of the ice.

Costing C$400,000 to build and C$3,000 per day to run, the "Warm Water System" was completed on January 29, by which time the ice jam had grown to long. As a result of long-term lobbying from local groups (championed by local advocate Sheldon Clare, and members of 396 Air Cadet Squadron, 2618 Army Cadet Corps, 158 Sea Cadet Corps, 142 Navy League Corps, Branch 43 Royal Canadian Legion, and the Peacekeepers Association) in February 2011, Canadian Armed Forces 39 Canadian Brigade Group Headquarters announced that a detachment of the Rocky Mountain Rangers Army Reserve unit was to be formed in Prince George. In 2014, the Rocky Mountain Rangers increased recruiting efforts in the community to reach platoon and then company size.

Prince George hosted the 2015 Canada Winter Games.

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