Editorial Stop delaying Iskut road construction

It should not take the death of six men in a recent helicopter crash to make clear the immediate need for an all-weather access road into the rugged Iskut River mining camp of northwestern British Columbia. Officials and employees of Skyline Gold are still mourning the five miners and a flight crew member who died when their helicopter went down in Alaskan territory, west of Skyline’s Johnny Mountain gold mine. The men were en route to Wrangell, Alaska, after their shift at the mine, which can only be reached by airplane.

In view of this latest tragedy, it is difficult to understand the prolonged haggling over the construction of an access road into the region. This mineral-rich area has one operating mine, another in the feasibility stage, and is the focus of intense exploration and development for precious and base metals. Because of the current level of activity, the rugged terrain and notoriously bad weather, the risk of air-transport accidents is a constant threat.

Last fall, Energy, Mines and Resources Minister Jake Epp and British Columbia’s Energy, Mines and Petroleum Resources Minister Jack Davis released a study of road access options to the Iskut River mining camp.

Funded by 19 mining companies and federal and provincial governments, the study showed that for $12.5 million, an all- weather industrial road could be built from Hwy. 37 to the Bronson airstrip at the base of Johnny Mountain. A number of routes were examined, but the Iskut Valley route was found to be preferable for economic, environmental and regional development reasons.

More importantly, the study showed that the economic benefits would result in more efficient mineral exploration, development and extraction. And the report clearly stated the road would provide a catalyst for expanded forestry operations, new tourism opportunities and benefits for businesses in the communities of Stewart, Terrace and Smithers.

Jack Davis indicated last fall the province was studying the cost-benefit situation to see if it should participate with mining companies in the cost of building the road. Although a decision in this respect was expected by the end of 1989, there is still no word on when, or if, a road will be built.

The government is said to favor the idea of having the two dominant companies in the area — Skyline Gold and Cominco — bear most of the costs for building and maintaining what would be a private road on public lands built by a combination of public and private funds. The mining companies want the government to build the road, put in a toll booth for commercial enterprises, and let the public in for free.

The Ministry of Forests and the forest industry have constructed thousands of kilometres of roads in British Columbia to develop timber resources, without fanfare and delays, and with costs written off against stumpage revenue generated by timber harvest. The mining industry deserves an equally workable road building policy to gain access to mineral resources.

Alternatively, the British Columbia government should entertain the concept used by the Alaskan government to bring about construction of an access road to the Red Dog base-metals mine operated by Cominco in that state. The costs of the US$150-million road and port facilities were paid by the Alaskan government. But it will be paid back, with a 6.5% return on its investment, by Cominco through a toll arrangement over the life of the mine.

Perhaps the most telling observation of the differences between Alaskan and British Columbian government support of mining is the conclusion of a recent Alaskan study for a US$22.3-million, 31-mile route into the Iskut area from the Bradfield Canal in that state. “This project should be looked upon, not as an expense, but as a viable investment in the future of southeast Alaska,” says the study.

The British Columbia government would do well to adopt such an attitude. Further delay only prolongs the unnecessary risks facing those who already are developing the area’s mineral wealth.