CHAPTER 4 – Roads and Highways
CHAPTER 4 – Roads and Highways DURING THE POST First World War boom, few working people could afford to own a car and for those who could, there were few places to drive them. Such roads as governments did build were primarily to assist business, short trunk roads to open up areas for agriculture and logging, not for a travelling public. It was impossible to cross the province by road and there was only one road to the Central and Northern Interior, the Cariboo Trail, which was little better than a wagon road winding through the Fraser Canyon. Hard surface paving may have been common in town and city cores, but even the major provincial interurban roads had long stretches of gravel surface. In 1930, there were fewer than one hundred thousand vehicles in the province and once the Depression struck, this figure didn’t start to grow again until the Second World War broke out. Working people took street cars, trains, ferries and freighters; where those were lacking, they walked or bicycled when they had to travel to work, go shopping, or wanted to see the sights. The Second World War changed all this. For a few years, coastal defence replaced commerce as the driving force behind roadbuilding. Places like Prince Rupert, Port Hardy, and Vancouver Island’s West Coast were among those which benefited from a surge of new roads and airports. These were large contracts and there was only a small pool of companies able to handle them, all of which were solidly anti-union. Despite the government’s 1940 Order-in-Council recognizing the right of workers to form unions and bargain with employers, the major roadbuilding companies refused either to deal with unions or to pay union scale wages, even though they themselves were often being paid by the government on a cost-plus basis.
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