Дорога Слёз: трасса между Принс-Рупертом и Принс-Джорджем

Highway in British Columbia

A series of murders and disappearances has given the stretch between Prince Rupert and Prince George the name Highway of Tears.

The segment of the BC highway begins in the west in the village of Masset, on the northern coast of Graham Island. Proceeding south, the highway goes to the inlet town of Port Clements. Winding its way along the boundary of Naikoon Provincial Park, Highway 16 goes south for before reaching the community of Tlell. south of Tlell, Highway 16 reaches Skidegate, where its Haida Gwaii section terminates.

BC Ferries then takes Highway 16 across the Hecate Strait for due northeast to its landing at Prince Rupert. From Prince Rupert, Highway 16 begins its winding route east through the Coast Mountain Ranges. Following the Skeena River, the highway travels for to the city of Terrace. Highway 37 merges onto Highway 16 from north of Highway 16, at the Kitwanga junction. Another northeast, Highway 16 reaches New Hazelton, where it then veers southeast along the Bulkley River. later, the highway reaches the town of Smithers, proceeding southeast another to the village of Houston. At Houston, Highway 16 begins a parallel course along the upper course of the Bulkley River, proceeding east to its junction with Highway 35, south of Burns Lake. east, after passing through the hamlet of Fraser Lake, Highway 16 reaches its junction with Highway 27 in the town of Vanderhoof. east of Vanderhoof, Highway 16 reaches its B. C. midpoint as it enters the city of Prince George at its junction with Highway 97. Highway 16 leaves Prince George after coursing through the city for
east of Prince George, Highway 16 reaches the community of Dome Creek, where it converges with the Fraser River and turns southeast. It follows the Fraser River upstream for to McBride, then continues upstream for another to its junction with Highway 5 at Tête Jaune Cache. east of Tête Jaune Cache, Highway 16 enters Mount Robson Provincial Park, coursing through the park for to the boundary between British Columbia and Alberta within Yellowhead Pass.

In August 1925, this section opened with the completion of the Burns Lake–Endako link.

Highway extended west of New Hazelton by about 4 mile (6 km) in 1927–28 and another 3.3 mile (5 km) in 1928–29. By 1931–32, Kitwanga–Hazelton was rated fairly good. By mid 1943, the condition was rated rough, awaiting tendering of reconstruction contracts.

By 1931–32, Cedarvale–Kitwanga was rated passable. For Usk–Cedarvale, several segments were under construction. which included replacing sections washed out by the 1936 flood. By 1937, the Usk–Cedarvale gap still remained on the southeast shore. By 1940, a 20 mile (32 km) gap remained. In 1943, progress reactivated. In May 1944, the gap completed comprised the Pacific–Cedarvale section.

1927: Aerial reconnaissance to identify possible routes was unsuccessful. 1928: Galloway Rapids–Phelan, about 5 mile (8 km) cleared. Phelan station was about south of present Port Edward. 1930: Galloway Rapids bridge built. Over prior few years, a narrow, winding, gravel road had been cut from the Prince Rupert city limits. A road east from the bridge began. Early 1930s: Great Depression relief crews extended road eastward. 1935: Completed about eastward to Kloiya Bay. Preliminary decision made to progress a highway eastward rather than via Port Edward and south along the shoreline. Within a few years, a narrow, rough road followed the shores of Taylor and Pudhomme lakes. 1938: Option of a route via present Kitimat was rejected. 1942: US entry into World War II prompted the building of a highway to move troops in response to a potential Japanese invasion. That year, construction contracts were awarded. Significant parts of the CN right of way were appropriated for the highway and the track realigned. A total of 45 bridges would be prefabricated. 1943: Working 24/7, progress hampered by high employee turnover owing to cold and wet summer weather. That February, five snowslides buried a construction camp near Kwinitsa, killing two and injuring 11. 1944: "Skeena Highway" officially opened in September. However, the road in many places was a narrow winding trail hugging the railway tracks. With the Japanese invasion threat long passed, the road was not snowplowed that winter. 1945: Route no longer possessed military value. The federal government initially maintained control because the province did not want to assume maintenance costs. 1951: Highway was paved. The following winter was the first time snowplowing was used to keep the highway open. 1970: Highway rerouted and repaved. 1972: January and February brought the heaviest snowfalls and longest road closures. 1974: January snowslide about 28 mile (45 km) west of Terrace buried motel/restaurant/gas station complex, killing seven people. Late 1960s: Prince Rupert–Tyee reconstruction. 1980s: Kasiks, Tyee, and Esker railway overpasses erected. 1989: Falling ice at Car Wash Rock, about east of Exchamsiks River Provincial Park, killed a motorist. Early 1990s: Hazardous Tyee–Khyex section realigned. About farther east, the Mile 28 project to replace the railway crossing with an overpass has stalled.

The Highway of Tears is a stretch of Highway 16 between Prince George and Prince Rupert. Since 1970, numerous women have gone missing or have been murdered along the section of highway. Aboriginal organizations speculate that number ranges above forty. In 2016, the Canadian government launched the National Inquiry into Missing and Murdered Indigenous Women after communicating with victim families. This was done to find methods of slowing the violence within the Indigenous population. In September 2020 a totem pole honouring missing and murdered Indigenous women was raised on the highway just outside Terrace.

From west to east, the following intersections are observed along Highway 16. Distances exclude the ferry between Skidegate and Prince Rupert.