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Andrew Onderdonk (30 August 1848 – 21 June 1905) was an American construction contractor who worked on several major projects in the West, including the San Francisco seawall in California and the Canadian Pacific Railway in British Columbia. He was born in New York City to an established ethnic Dutch family. He received his education at the Rensselaer Polytechnic Institute.
He married Sarah Delia Hilman of Plainfield, New Jersey. After starting his career surveying town sites and roads in New Jersey, he headed west to work as a general manager for financier Darius Ogden Mills on several engineering contracts. He died in Oscawana-on-the Hudson, New York, on June 21, 1905.
Onderdonk and his wife moved to Yale, British Columbia, so that he could supervise the construction. Yale was the head of navigation for steamship on the Fraser River and very near the starting point at Emory's Bar for his first contract. It was not until 1882 that the contract was let for the section between Yale and Port Moody.
Onderdonk told the Canadian government that if he could not use Chinese workers, the railway could not be built. The people and government of British Columbia were forced to accept the Canadian government's method of keeping costs down in order to get the railway built to complete a major transportation route through the mountains and to eastern markets.
Historians estimate Onderdonk arranged to bring in six and a half thousand Chinese from China and many more thousand from California. The Chinese workers were assigned to crews separate from the white workers and often given the most dangerous jobs, including the tunnel blasting, using the highly unstable nitroglycerin explosive. Many Chinese were killed in accidents or died of scurvy during the winter. Scurvy fatalities, due to a vitamin deficiency in the diet, were high because of the workers' dietary reliance on rice. They were given rice mats as part of their pay system, and the workers had little cash to buy supplements for their food. They owed debts to the Chinese labour contractors who had sold their services to Onderdonk. Unlike the white workers, injured Chinese workers were not provided access to the company hospital. They were left to the aid of their fellow workers. At the end of construction, the Chinese labour contracting companies abandoned their charges; thousands of workers were left stranded and living in caves without food and water in the desert heat of the mountains surrounding Spences Bridge. They were not able to leave the area until white charities in Vancouver sponsored tickets for their transport back to China or California.
Discrimination and racism led to occasional fights between the Chinese workers and the white workers. A white foreman was murdered by a mob of Chinese workers at Camp 23 near Lytton after three Chinese workers were fired. Generally management considered the Chinese to be efficient, hard-working and well-behaved workers, although many thousands deserted to the goldfields rather than stay in the harsh conditions of the railway camps. The Cariboo Road, Mark Sweeten Wade This is Cariboo!, Robin Skelton
Leaving the lake at Sicamous (in Onderdonk's day called Eagle Pass Landing), the line goes up the Eagle River towards Eagle Pass. Navigable waters along this entire section of the route enabled supply of construction materials by the steamboats that traveled the Thompson and Shuswap rivers. In the summer of 1885, Onderdonk's workers ran out of rail at a location that was later called Craigellachie. The railway construction from the east reached that point in November and the last spike was hammered home on November 7, 1885.
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