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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.