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THE HISTORY OF THE INLAND ISLAND HIGHWAY
By Morgan Ostler
Subterfuge, secret meetings,
passionate speeches, marches
to the provincial government
offices and appeals to the ever
changing MLAs were all part of the
fascinating history of the Inland
Island Highway construction.
Rumblings for a decent road to Nanaimo
The rumblings for a decent highway from Nanaimo to
Campbell started in 1950. The original road, which
began to take shape in 1915, was carved out of the thick
forest that stood between Campbell River and Nanaimo.
Chamber of Commerce records show that as far back as
1930 there was an outcry to pave the road between
Courtenay and Campbell River. The existing road
followed the route of the old logging vehicles and
remained a mud and gravel road until it was at last
paved in 1953. With the twists and turns on the
upgraded road the accidents mounted over the years
and the route became known as the “Highway of
Death” by island residents. By the 1960s news reports
stated that the road north of Nanaimo had the highest
accident rate in British Columbia. A coroner stated that the death rate averaged
25 persons per year.
Marching Mothers form protest group
Up Island residents were in despair over the deadly statistics. In the winter of
1964 in Campbell River a seven year old girl, Gloria Bordian, was killed by a
speeding motorist as she was dismounting from a school bus near the Rotary
Beach. That bought the death count locally to 13. That accident galvanized a
group of young mothers in the community to form a protest group called the
Marching Mothers. They were determined to take action. This resulted in the
group’s leaders, Sandra Baikie and Morgan (MacGregor) Ostler calling for a
The original Island Highway,
1915, south of Campbell River.
The Cumberland Interchange, leading north to Campbell River.
Photo courtesy of the Ministry of Transportation.
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meeting with the Minister of Highways,
Phil Gaglardi (SC). The news that this
group were going to confront Gaglardi
received so much publicity island-wide
that they were able to book a 40
passenger bus and fill it with
concerned parents from Campbell
River as well as Courtenay, Comox,
Cumberland, Qualicum and Parksville
who shared a common concern.
Gaglardi had a high profile as the
highways minister. He was considered strong-minded and flamboyant. In
reporting about their meeting, the women said that when they were ushered into his office they felt intimidated, but that didn’t stop them from presenting their case. When Gaglardi tried to
placate them with the comment, “Well, you sure are a bunch of good looking women,” they realized it was an attempt to disarm the group but they stuck to their guns. Armed with statistics and petitions women eventually wrung a
commitment from the minister that construction would begin within the next five years.
The mother’s group anticipated that Gaglardi would stand by the promise that he made in 1965. He stated at that meeting that he would send a crew to survey
a bypass route. “We will see this thing through right to the point of construction. After that it’s out of my hands.” He explained that it was up to the government
to approve financing for the project. “Bypass” didn’t suit business people
In the following years there was not much corporate enthusiasm for supporting a new road which was referred to as “the Bypass Highway”. Chambers of
Commerce members from Parksville to Campbell River wavered in the background. The tag, bypass, sounded negative to the business people who felt
it implied that the commercial centre would lose all the traffic on which it depended. Their concerns were shaped by the recollection of what happened to the community of Duncan 1950 when a bypass and bridge were built east of the
village. It rerouted a stream of up-Island traffic from clogging the charming little village. However, the town’s failure to effectively zone the bypass meant a gas
station seized at the opportunity to relocate on the edge of the new road. What followed next was a building surge of commercial establishments that moved businesses from the town’s centre to the new highway.
The “Marching Mothers” make their first public
appearance at the Provincial Government Buildings in
Victoria. Source: Victoria Daily Times Dec. 14, 1965.
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The Duncan Old Town took years to recover from the loss of so much commerce.
It has now completed an inspired revitalization by focusing on its greatest assets,
vintage buildings and narrow, tree filled streets. However, the recovery was
painful for those involved. The present day crush of through traffic on the
Duncan bypass is a road planner’s nightmare.
Recalling Duncan’s difficulties, the merchants north of Nanaimo first had to be
assured that zoning would be in place before they could support the development
of a new highway. Resistance was mollified by the provincial government’s
assurance that there would be deep set-backs and no commercial zoning on
either side of the proposed highway and wide on/off ramps in order to cause
travelers to come in to the communities for services.
Hope fades as political parties change
With the change in government from Social Credit to a short term for the New
Democratic Party and then back to the Social Credit during the years between
1965 and 1986, there was little hope that the presiding government would listen
to the pleas for a new highway north of Nanaimo. Besides, up-Island voters
seemed to vote the wrong way. Gaglardi’s words were never translated into
action. At the time the Campbell River Mirror stated “….in the late 1970s the
Island Highway was extended from Sayward to Port Hardy. Following its
completion in 1979 the pressure began to mount once again for an inland route.”
Mayor Tom Barnett took the reins in his hands in 1980 and proposed to city
council that the time had come for Campbell River to press for the immediate
start on the new route south to Nanaimo. “Upgrading is not a substitute for a
new highway,” stated Barnett. “The time is now and we must take the design off
the drawing board and bring in the
bulldozers”.
There had been a response at that time from
the tough talking Minister of Highways, Alex
Fraser (SC). He ordered a $100,000
feasibility study to examine the engineering
and environmental factors involved in
building an inland highway. It seemed like
an attempt to keep the lobbyists quiet while
the government continued to construct a
network of new roads through the Okanagan
and Northern B.C. Despite consistent pressure from North Island MLA’s, Colin
Gablemann (NDP) and Karen Sanford (NDP), the government turned a deaf ear
to Islanders’ pleas.
MLA Karen Sandford drums up support for a
new highway. Source: Campbell River
Courier-Islander 1972.
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New politicians tackle the highway issue
In the autumn of 1984, a freshly motivated council, headed by Campbell River
Mayor Bob Ostler, decided to tackle the highway issue once again. At a Comox-
Strathcona Regional District board meeting in Courtenay, Ostler called for a
motion of support from all of the regional districts north of Nanaimo. The plan
was to form a united front and lobby the Minister of Highways for an inland
bypass, possibly paid for by a toll, as well as an extension of the Trans-Canada
Highway to the Island. The motion was passed after Ostler appeared at an
ensuing board meeting armed with a thick BC Research report that projected up
to 100% increase in traffic for the North Island due to the expanding population.
He pointed out that Vancouver Island residents account for one fifth of the
province’s population. “A decent highway here is almost as important as a road
to the interior”, stated Ostler, referring to construction on the Coquihalla.
Despite the motion passing, it had half-hearted support from other areas.
Courtenay Mayor George Cochrane said tolls would discourage people from
coming here. Tahsis Mayor Tom McCrae pointed out he was already lobbying the
government for a road into Woss Lake. He thought the committee would end up
splitting itself into factions. Cumberland Mayor Bill Moncrief hoped the
proposed committee would lobby on behalf of all the up-island communities.
At that time the Chamber of Commerce was gearing up for its upcoming 60th
anniversary. Chamber manager Roger McDonell was working on a history file
and remarked that some of the information culled from the past had a startling
ring of familiarity. According to McDonell, the big issue of the day in the early
1930s was the condition of the Island Highway. “The issue,” he said “has never
faded away. The Chamber has lent its voice over the years to the call for an
inland island highway.”
Nanaimo shenanigans dash local hopes
Premier Vander Zalm’s Socreds coming in to power in 1986 regenerated the
communities’ hopes for a new highway. However, those high spirits didn’t last
long. Campbell River’s council discovered that the Nanaimo City Council,
headed by Mayor Frank Ney, who had also been elected as a Socred MLA, were
secretly negotiating with the new government and the freshly appointed
highways minister, Neil Vant. This group wanted the Ministry’s plan redesigned
to include 21 crossroads on the land west of the Woodgrove Mall and south to
the present day Vancouver Island University, where it would connect with the
old highway. Opponents to this plan foresaw that move as potentially turning
the Nanaimo Bypass into a future Duncan-like traffic jam.
Campbell River’s council members were furious with their southern neighbours’
attempt to highjack the plan in order to favour Nanaimo’s business interests.
Mayor Ostler went to Victoria, accompanied by the city manager, Lorne
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Anderson. They confronted the Minister of Highways, Neil Vant. They had to
convince the province to disregard the Nanaimo plan. Ostler said the design
would be a disaster for all the people of Vancouver Island. After listening to the
case, Vant shelved the plan for 21 crossroads. What Campbell River City Council
didn’t know at the time was that the plan was going to be revised down to four
proposed crossroads. They included Auld, Mostar, Jingle Pot and Northbridge
Roads. Those crossroads would favour easy access to the sprawling malls along
the old Highway which had plans for future development.
Local MLA challenges government position
Campbell River’s MLA lobbied hard for the new route. “These promises have
gone on for too long,” said Colin Gabelmann in his 1988 speech to the
Legislature. “We are living on this island with a 1948-designed street that we are
expected to use as a major highway. It is totally inadequate. It’s killing people
unnecessarily. I think it is time that the government recognized that we no
longer can put up with the abysmal level of safety and highway standards on
this island.” The NDP had made a commitment to build the new highway.
According to Gabelmann “It was a major feature of the NDP election campaigns
in 1986 and 1991. We promised four lanes from Campbell River to Parksville.’’
The Social Credit did begin some construction on the new highway, west of
Parksville. As well, construction of the Nanaimo Bypass, now called the Nanaimo
Parkway in order to differentiate it from the Inland Island Hwy plan, was
underway. Spirits were dashed when the machinery and the men working on the
road came to a halt when government funding was cut off. Then the Social Credit
lost the election due to a strong NDP campaign in 1991. The confidence of local
supporters soared. Up-Island residents felt they finally had the ear of the
government. The NDP were back in power! At that time the municipality of
Campbell River was considered the fastest growing community in the Province.
Chamber members step up to bat
“Our growth is putting a strain on the town’s infrastructure,” stated Chamber of
Commerce Chairperson, Ron Hagerman. “We’ve grown by 20 per cent in the past
five years and the situation on our roads is intolerable.” Hagerman’s board
prepared an extensive document for the Highways Ministry outlining the negative
economic impact the crowded highway was having on the orderly development
of not only Campbell River but the other active communities north of Nanaimo.
At a Chamber meeting held in Courtenay in the autumn of 1991, chamber
representatives from all points on Vancouver Island North, including Port Alberni
and Gold River, gathered to discuss the highway issue and agreed it was the
number one concern for every community.
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With the NDP in office the members of Campbell River’s Chamber were
determined to keep the momentum for
a new roadway high on the new
government’s agenda. Hagerman
announced that there was support
from all the island chambers for the
formation of a cavalcade to Victoria.
Residents along the route were
encouraged to join the cavalcade. A
petition supporting a new road was
quickly filled with 21,000 signatures.
Buses were organized, banners painted
and a promise of support from the B.C.
Road Builders helped to build the momentum for the trip to Victoria. It was a
chilly damp morning in Oct. 1992 when the group gathered to board the bus.
Members of the “Marching Mothers” who held the first campaign in 1965, eagerly
joined the parade. As they aged their name changed to the acronym SMASHing
Grannies (Society for Making A Safer Highway) and they had become a colourful
addition to the protest group. The B.C. Road Builders joined the trek with their
road construction equipment.
It was a four hour drive from Campbell River to Victoria, in heavy morning traffic.
There were stops along the way to pick up supporters. “What a boost it was to
see the North Island MLA & recently appointed Attorney General, Gabelmann,
there to greet the cavalcade,” commented Hagerman. Arraigned on the curved
driveway were the throngs of supporters waving protest signs. There were huge
road building machines set up across the entire front entrance of the government
offices. It was an impressive sight and made a dramatic backdrop for the series
of speeches by the Chamber members as well as Ostler, the Grannies
representative. The Daily Times-Colonist and the Vancouver Sun were there to
Chamber of Commerce President Ron Hagerman listens
as SMASHing Grannies leader Morgan Ostler delivers her
message. Source: Campbell River Mirror Oct. 27, 1992.
Island Chamber of Commerce members join the fray in 1992 and organize a cavalcade to Victoria including
B.C. Road Builders. Source: Campbell River Upper Islander Oct. 27, 1992.
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cover the event, as were the local weekly papers. The Minister of Highways, Art
Charbonneau (NDP) watched the proceedings from his office window before
coming outside to the speaker’s platform where he addressed the crowd.
Highways Minister lists financial barriers
The minister did not look particularly eager to address the
group of protesters. With a few terse opening remarks he
immediately brought forward the obstacles the residents
would face. “The government does not have the $1.2
billion to complete the road and even then it would take
15 years,” said the minister. He pointed out that
Islanders would have to pay additional taxes if they want
to speed up construction of a new highway. “Not only
would taxes be higher, but those taxes could be in the
form of a highway toll or a special gasoline tax. We’re
talking about totally new taxes,” warned the minister,
“let’s not misunderstand that!” One of the protesters
shouted out that there are 17,000 cars an hour using the
highway and there are 25 deaths a year. “Build the
highway now” chanted the protesters.
Later, a private meeting was held in the minister’s office
that included Gabelmann, Campbell River Mayor Mary
Ashley, Hagerman, Baikie and Ostler. Hagerman stated
that if new taxes were implemented they should be paid
by all residents of B.C. Gabelmann strongly supported that statement.”
Vancouver Island residents have paid for the new roads in the B.C. Interior. It’s
the people of the Interior’s turn to help us pay for our roads” he stated.
Gabelmann wanted the
government to borrow the
money over 20 years and
build the road by 1997. “This
was a plan I have lobbied for
in cabinet for the past 12
months,” he pointed out, and
added that it was a major
feature of the NDP election
campaign in 1986 and 1991.
“We promised four-lanes
from Parksville to Campbell
River”.
Highways Minister Art
Charbonneau didn’t see the
need to speed up construction,
but later announced the start of
the highway. Source: Campbell
River Mirror Oct. 29, 1992.
Mayor Mary Ashley and MLA Colin Gabelmann are interviewed by a
Times-Colonist reporter. Source: Campbell River Mirror Oct. 27, 1992.
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Ostler commented later that the women who began this lobby 27 years ago felt
angry and betrayed by successive governments that promised to start on a new
road and have never delivered. “We may be leaving Victoria empty handed,” she
vowed, “but we are going to keep up the pressure”. Hagerman said plans for
another protest would soon be started.
Anticipation mounts as government plans budget
In the early spring of 1993 there was mounting anticipation that money would
be targeted in the March budget for the new highway project. News was received
that Charbonneau had proposed a plan that was favourable to building the
highway. “I’m gaining confidence that there will be good news about the road,”
he stated. He believed his proposal that a two-cent per litre gasoline tax be put
in place was receiving serious consideration. “That would raise as much as $80
million annually for highway construction.”
Following a meeting of the Provincial Treasury Board (of which Gabelmann was
a member), Finance Minister Glenn Clark (NDP) confirmed the creation of
“BC21”, a major commitment to lay the groundwork for long term economic
growth. The plan was to use the Transportation Financing Authority (TFA), to
fund and construct highways and other high priority transportation projects.
Active highway lobbyists welcomed Gabelmann’s confirmation that there would
be a major announcement on the Island Highway within the next few months.
The Minister explained what happens to the capital financing process within the
BC21 Act. “Opening up the Act into a subsection of the TFA is crucial to the
government being able to construct the proposed highway.” In essence the TFA
would allow borrowing money for capital spending on transportation projects. As
well it would allow government to pay back the borrowed funds on a “user pay”
basis such as a province-wide gas tax or tolls on the actual highways. “Much of
the delay in getting the Island Hwy. up and running is around the financing
process,” explained Gabelmann.
“Inland Island Highway Now” committee formed
In the budget speech when Finance Minister Clark said that major regional
initiatives would be announced over the coming months, the vagueness of his
statement was not good enough for a group of Campbell River businessmen. Jim
Elliott headed the newly formed “Inland Island Highway Now” committee. His
intention was to set up a massive letter writing campaign. He was joined by Dave
Peters and Fred Grey.
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“The purpose of the campaign was to show support for the Highway Minister Art
Charbonneau’s request for funding to the Treasury Board,” said Elliott. The
committee distributed 10,000
leaflets on Vancouver Island
asking residents to forward letters
of support addressed to the
parliament buildings. He
anticipated that action would
result in at least 500 letters being
generated. Not willing to rest on
that initiative, Elliott and his team
accompanied by Morgan Ostler,
organized a trip to Victoria
labelled “The Island Highway
Death Trap Tour”. The plan was to
count the number of driveways
and crossroads from Campbell River to the Goldstream Park entrance on the
Malahat. The official count came in at 3,108 access points. The results received
strong media coverage. “Add that to the figures that show an average of 25 deaths
a year and one can appreciate why the road is known as “The Highway of Death”,
said Elliott.
Clouds on the horizon
Things were looking up by June of 1993. The government statements coming out
of Victoria created a great sense of anticipation that there would soon be a clear
decision made on the long awaited highway to Campbell River.
There was a small cloud on the horizon caused by the constant wrangling going
on at City Hall about the route the future road would take. Options being
discussed in Victoria included routing along the waterfront starting from
Erickson Road or a clear by-pass west of Campbell River, which would include
connector roads to the community. Councillors called for a meeting with the
Ministry of Highways. The Willow Point community wanted a voice at the table.
Under the leadership of Fran Jones, a revitalization plan was underway for the
seaside village. Her group feared the Ministry wanted to upgrade the existing
waterfront road to at least a four lane standard including five-lane turn
segments.
City Councillor Bill Harrison confirmed council’s long held belief that the
business representatives opposed the idea, fearing a four lane highway along the
waterfront would turn into a speedway. “We don’t want that much blacktop,”
said Harrison. “Willow Point merchants are against it and of course there are
concerns that it would cut off access to the shoreline.”
Jim Elliott and Fred Grey counted 3,108 driveways between
Campbell River and Nanaimo that entered the old highway.
Source: Campbell River Mirror Mar. 31, 1993.
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Ministry official says approval coming
Despite local concerns about highway routing, officials in Victoria must have
been listening. Late in July an official in the Premier’s office said the Inland
Island Highway project would get the go ahead in the fall. Quoting from an article
in the Courier Islander, “There’s an expectation that the Premier or another
cabinet minister will have something to say on that this fall,” said the press
secretary for Premier Mike Harcourt (NDP). Gabelmann confirmed that there
would be a major announcement on the highway within the next few months. It
was still not clear exactly what the announcement would entail, but officials were
hinting at a full scale launch of the highway project, according to the newspaper
article. It was great news, but there was one snag. The government still had to
pass the BC21 Act which allowed for capital financing of transportation projects.
Gabelmann explained that much of the delay in getting the Island Highway up
and running was around the financing the construction.
There was a general attitude in Campbell River that “we’ll believe it when we see
it”. The news that the community was one of two areas slated for the first phase
of the construction helped to partially relieve the residents’ pessimism. The plan
called for a bypass which would connect with the existing Island Highway near
Duncan Bay as well as a number of connecters providing access to the
community. The other area slated for an early start was Parksville-Qualicum.
Premier Harcourt arrives in Campbell River
The town was humming on the morning
of Oct. 19, 1993. Premier Harcourt was
in Campbell River. It was expected that
he would make a major announcement
regarding a new highway. A huge crowd
gathered at the Tyee Plaza parking lot.
Harcourt was flanked by Island MLAs
and Cabinet Ministers including Glen
Clark, Moe Sihota, Robin Blencoe, Jackie
Pement and Gabelmann, as well as Ivan
Blanchard, president of the BC Road
Builders and Heavy Construction
Association.
“You’ve been waiting a long time for this
announcement,” said the Premier. The crowd cheered heartily as he revealed his
six-point plan. Mayor Mary Ashley thanked the government members for
supporting the highway project. “The hard work of so many residents in
Campbell River has finally paid off,” said Ashley who was an honourary member
of the SMASHing Grannies.
Premier Mike Harcourt came to Campbell River to
announce that the NDP will build the new highway.
Source: Campbell River Mirror Oct. 20, 1993.
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The Premier’s announcement included:
A two lane Campbell River bypass to be completed by 1996, ending
on Willow Street at the Silver Bridge. The bypass will be built to
accommodate future expansion to four lanes.
Highway 19 from Campbell River north to the Elk Falls Mill will be
upgraded to a four lane divided arterial highway standard by 1999.
A four lane highway will stretch north from Parksville reaching
Courtenay in 1997.
A two lane highway connecting Courtenay to the Campbell River
bypass will be completed in 1998. The highway will be built to
accommodate future expansion to four lanes.
The Inland Island Highway when completed in 1999, will span 125
kilometres from Campbell River to Craig Crossing, south of
Parksville.
A 21 kilometre expressway called the Nanaimo Parkway will be
completed in 1996, hugging the western edge of Nanaimo.
The Premier went on to describe the government’s plan to upgrade the Trans-
Canada Highway to four lanes all the way from Tillicum in Victoria through
Goldstream Park as well as the 87 kilometres from the park to Nanaimo.
Few people were happier with the Premier’s announcement than the founding
members of the SMASHing Grannies. “Twenty eight years is a long time to wait,”
said Ostler. “We had wondered if any of us would still be alive to hear those
words.” She gave much credit to the dedicated efforts of the Chamber of
Commerce members and the strong support of Gabelmann. In a later comment,
Ostler said she was concerned about the zoning of properties near the
approaches to the planned highway. This concern was based on recalling the
Duncan scenario. The main issue was to make sure that the local business
community would not be gutted by allowing major services to build along the
highway entrances.
Willow Point merchants angry
Despite Harcourt’s announcement of a definite start of the new highway the
threat of a four lane connector route on the waterfront through Willow Point
hung over the local residents. “Four-laning the old highway is only an option,”
said Highways official, Mike Proudfoot. He was responding to a rumour that the
province had other plans. He denied that the Ministry had issued an ultimatum
that it would only fund four lanes. City Councillor Dave Crosby had obviously
heard the opposite. As chair of the Planning Committee he informed the media
that the municipality reluctantly agreed that if it is an option for four lanes or
nothing, the municipality will take the asphalt. Fran Jones, chair of the Willow
Point Revitalization Committee, was furious when she heard the position council
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members were considering. “I am ready to lay down in front of the bulldozers,”
announced Jones. “We must not lose our waterfront access.” She pointed out
that there was little point in the ministry considering four lanes through Willow
Point when there is an agreement that the new highway route will be west of her
community.
Government buckles under North Island uproar
In 1996, community angst was being caused by the Ministry’s plan to reduce the
new highway to two lanes as well as remove the Miracle Beach Connector. The
original plan showed four lanes and a connector to the resort. That plan had
been downgraded due to cost overruns. The
decision had prompted ongoing community
protests. Ministry officials explained that the
original cost for the route from Courtenay
exchange to Campbell River was estimated at
$180 million. Reducing the project size would
save $40 million. This decision was
continually a subject of rancor and debate in
the community. Mayor Jim Lornie lept into the
fray and rallied his counterparts in the North
Island to stand with him on holding the
Ministry to its original plan. He organized a
rally with his counterparts in Comox,
including Comox Mayor George Kirkwood and
Cumberland mayor Bill “Bronco” Moncrief as
well MLAs Glenn Robertson (NDP) and Evelyn
Gillespie (NDP) with the slogan “4 Lanes All
The Way”. The mayors co-funded a huge
electronic sign and set it up on the highway
south of Courtenay, where it flashed the
protest slogan to all passers-by.
The government eventually buckled under the uproar from North Island
politicians. The new Minister of Highways, Harry Lali (NDP) was dispatched to
Campbell River on Dec. 6 1998, where he held an outdoor press conference on
the edge of the unfinished roadway. The news was good despite one change. “The
only difference is that the route will have opposing traffic separated by concrete
barriers instead of the grassy centre medians planned for south of Courtenay.”
The following morning the Courier-Islander front page ran with a blazing
headline, “Four-Lane Highway Plan Reinstated!” “What a great Christmas
present for Campbell River,” stated a jubilant Mayor Lornie.
The mayors of Comox, Cumberland and
Campbell River, two MLAs and a Cabinet
Minister chant “Four Lanes All The Way”.
Source: Campbell River Courier Islander Dec.
8, 1998.
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Chamber of Commerce President Les Lengyel was among those who pushed hard
for the full highway design. As a member of the Inland Island Highway Now
Action Committee he had helped to organize the petition drive that collected
21,000 signatures. Ron and Carol Chapman, business people and community
activists who had lobbied intensely for the Miracle Beach connector, were
celebrating along with the entire community.
Activists jolted out of complacency
Just when it looked like Campbell River was getting the highway plan it had
lobbied so fiercely for, the proverbial rug was pulled. Premier Ujjal Dosanjh (NDP)
had been in office for the previous 10 months and road construction to the south
was progressing smoothly. Unexpectedly, a ministry official came forward with
the statement that concrete dividers were not part of the highway plan for the
Campbell River leg. Local activists were jolted out of their complacency. They
were astounded to hear that BC Transportation Finance Authority President
Blair Redlin had stated that there had never been a decision by the government
to have concrete barriers on the road north of Courtenay. “There is not now and
there never will be enough traffic between Courtenay and Campbell River to
warrant that $3.5 million investment,” he stated.
The back lash was quick. After years of lobbying, local activists knew exactly
what course of action to take. Within hours of the government’s announcement
Mayor Lornie, Chamber of Commerce
President Lengyel, RCMP Inspector Larry
Stright, Grannies spokesperson Ostler and
the Chapmans assembled on the highway
north of Courtenay loudly protesting the
“No Barriers for Campbell River” decision.
With the media providing full coverage,
Lornie reminded the government that
Campbell River, at a formal meeting with
Vancouver Island Highway Project in 1998,
was promised a four lane highway, a
Miracle Beach connector and concrete
barriers.
Two weeks later Dosanjh’s government did a
surprising flip flop. The barriers were back
as promised. What the public never knew
was that retired MLA Colin Gabelmann
intervened with the Premier’s office to insist
there had indeed been a promise to build four lanes divided by barriers, as well
as a commitment to the Miracle Beach connection. The Premier’s office then
Campbell River fights back when the
government said it would not place cement
medians on the centre line of the new highway.
Source: Campbell River Courier-Islander May
23, 2000.
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instructed staff to honour the commitment. Construction for the next two years
continued unabated for the northernmost portion of the Inland Island Highway.
By the summer of 2001 the eagerly awaited road from Nanaimo to Campbell
River was almost complete. Residents of the area could not resist the temptation
of going up to play on the completed sections. After road crews had gone home
for the day families would play games, ride bikes or just stroll along enjoying the
chance to experience the feeling of the wonderful new road before the coming
day when vehicle traffic would take over.
A great day for Campbell River
After years of lobbying and dealing with a multitude of failed promises, the Inland
Island Highway was finally complete. It was Sept 7, 2001. The relentless efforts
of the Municipalities of the North Island area, Chambers of Commerce, the MLA
Colin Gabelmann, the SMASHing Grannies and the thousands of letter writers
was coming to fruition. The recently elected Chamber president Carol Chapman,
whose reputation as a party organizer was legendary, pulled out all the stops.
The celebration was held on Saturday afternoon, the day before the traffic
barriers were removed. A procession escorted by the police and the fire
department wound its way through the downtown streets and up the recently
completed Jubilee Parkway to the Inland Island Highway intersection. A stage
was set up, the Legion Pipe Band played, and antique cars arrived carrying
dignitaries to the party. Thousands of people cheered as Mayor Lornie drove
through the ribbon in order to declare the highway officially open. Ostler, dressed
up as Queen Elizabeth, was there to cut the ribbon and bring greetings from the
Palace. Free food and entertainment was provided, dignitaries gave speeches
and people jigged to the music.
For the community activists, politicians and chamber members arrayed on the
platform it was a victorious yet poignant moment. One person missing on the
stage, although present in the audience, was Gabelmann. He had fought
tenaciously throughout the years for a four-lane cement barrier road and his
absence on the stage was unfortunate. The Grannies, except for Ostler, were
missing as well. Of the 40 mothers and spouses who took part in the initial lobby,
many had died of old age. There were less than six members still living who could
savour the experience of knowing their efforts were not in vain. Those had either
moved away or didn’t attend due to health issues.
It had seemed a very long thirty six years since the real struggle began to
persuade officials in Victoria that a decent road was desperately needed between
Campbell River and Nanaimo.
15 | P a g e
On September 8, when traffic started
flowing on the new highway, the last
major link of the Vancouver Island
Highway Project was finally in place.
Its opening marked the end of the
largest construction job in the history
of the Island. It was an eight year, $1.3
billion effort. The four hour drive from
Campbell River to Victoria was reduced
to three hours. As Chapman pointed
out “This amazing new road will
provide a huge economic boost to
communities north of Nanaimo. It is
not only faster, but more importantly it
is safer. So many lives will be saved
and this is what is making our
celebration so joyful”.
Resources: Courier-Islander and The Mirror
The last leg of the Inland Island Highway stretches north
from Parksville to Qualicum Beach and on to Campbell
River. Source: Campbell River Mirror Sept. 7, 2001.