The road between Øksneshamn and Rinbø was completed in 1930 or thereabouts. To get to the municipal center of Lødingen, people on this stretch, in addition to those who lived by the Kanstadfjord, were completely dependent on boats. From the summer of 1960, the ferry operated daily between Rinøyvåg and Lødingen. This was supposed to be a temporary solution until a fixed road connection to Vesterålsveien was established.
Ferga: A sleeping pillow for the authorities
As time passed, the demand for a road between Rinbø and Kanstad with a connection to Vesterålsveien only grew stronger and stronger. The people believed that this would facilitate accessibility to the municipal center considerably. But the progress was not very great, and the start-up of this road construction took a long time.
The ferry became a major “sleeping pillow” for the authorities, in the sense that it suddenly became a permanent solution. The western part of Lødingen municipality consisted of viable agricultural villages, as well as fisheries. But delivering goods to and from Vestbygda was cumbersome and demanding. It was desirable to have a connection with the municipal center, in addition to being able to more easily deliver their agricultural products to Harstad.
Both before and after World War II, Lødingen municipality had applied for grants for the start-up of the Rinbø-Kanstad road construction, but without success. Not least, hard work was done to ensure that the road could be completed when the road between Lødingen and Vesterålen was completed. But that didn’t happen.
Demands from the people to Nordland County Council
In the autumn of 1964, a large public meeting was arranged at Løypskogveien old school. 80 people from Kanstadfjorden, Kanstad and Øksfjorden gathered here. It was a working committee of three people who had called for a meeting on the matter. A statement was prepared and sent to Nordland County Council. The statement contained a demand that the road from Kanstad in the east to Lødingen’s border in the west, towards Vågan municipality, be taken up as part of the Lofoten road.
The requirement was that the Kanstad–Rinøy road, a stretch of 18 kilometres, be drawn up and calculated in 1965, so that it could then be included in a five-year plan. It was pointed out the importance of the road so that the people could continue to live there, as well as the fact that two fish processing plants were very dependent on good road connections to exist. If not, closure was the next consideration.
At another necessary meeting, somewhat later, 186 farm owners on the stretch between Kanstadfjorden and Vågan had turned up in Vestbygda. At that time, it was discussed to put forward a requirement for start-up of the Kanstad–Rinbø road construction. At this meeting, some figures were presented on production and capital investments in Lødingen Vestbygd, where 1400 people lived at this time.
Figures on production and capital investments in Lødingen Vestbygd 1963
It was stated that the village, in 1963, had 110 fishing boats with a total value of NOK 3.9 million.
There were two fish production facilities for year-round operation, and seven onshore facilities for fish production during the Lofoten fishery, with an invested capital of NOK 1.9 million.
Gross catch and turnover in 1963 was NOK 3.6 million.
In agriculture, there were 3,800 decares of cultivated land and 5,900 decares of uncultivated land.
There were 167 farm buildings and 60 tractors with implements.
The area of commercially available deciduous forest was 20-30,000 decares.
Of coniferous forest, there were 1.5 million spruce and pine trees.
In agriculture, approx.
NOK 8.6 million in capital.
The gross value of coniferous and deciduous forests amounted to NOK 3.6 million.
Joint statement from the people
At this meeting, a resolution was written that was sent to Nordland County Council:
In 1960, we got a ferry connection Rinøyvåg–Lødingen.
This connection, which was intended as a temporary arrangement, is unfortunately not in our best interests.
Here in Vestbygda we have a road stump of approx.
30 km length – which ends in the sea at both ends – of the village’s approx.
70 km of main road, when the road from Kanstad to Vågan border – which will connect us with Vesterålsveien – becomes a reality.
Thus, it is obvious that only those who live along this 30-kilometre-long road can get any direct benefit from the route, but even for these, the scheme is absolutely unsatisfactory.
We believe that the establishment of this ferry route is a contributing factor to the miserable local boat connection that we have today.
Our village is, compared to others, set back in time, which means stagnation, and in the next step, decline and stop in all productive activities.
It is only a matter of time before our two largest fish production facilities, which are million-dollar facilities, have to scale back and finally stop their production, with the consequences this will have for our fisheries, if nothing is done now by the responsible authorities.
With the development of the road network here, it would also mean far better utilisation and more efficient operation of agriculture.
We also refer to the statement from County Agronomist in Agricultural Economics Per E. Vale.
“On the basis of this analysis (Reference to an excerpt from an economic analysis from Vestbygda) we must then ask: Is this something to build on, or should we suspend activities here and six other places and other opportunities?
We want an answer to this now, and the answer will be interpreted in relation to the pace of road construction.”
We urge our authorities as strongly as we can, that it be ensured that the Kanstad–Rinbø road parade, which is the most relevant – to get as much of the village as possible connected to Vesterålsveien and the national road network – is pierced and calculated immediately, and started no later than 1965.
We are also aware that the county council has twice previously decided that the Kanstad–Rinbø project should be staked and calculated, and the decisions have been sent to the authorities.
We allow ourselves to ask: Is it a valid argument when the road authorities repeatedly say that imposed assignments cannot be carried out due to a lack of technical manpower?
In such cases, can private companies be used in the industry?
We who live here know that it is urgent to develop the road network in the municipality.
The young people are moving away from the village, which we fully understand.
Nor will we try to get them to stay, as long as we are unable to offer them conditions that can give them safe conditions to live in.
For this, we need help from the authorities, and it is only a well-developed road connection with the rest of the country that can help us here in the first place.
If our village is to be depopulated, which we hope will not happen, it will mean from a purely economic point of view the same as the loss of the values that exist here today.
In addition to this loss, society has to spend several millions on new jobs and housing.
The municipality’s decision
During the municipal council meeting on 4. March 1965, it was demanded that the road construction be started in 1966. This was important for the approximately 1400 inhabitants in the west of the municipality. Following the office manager’s recommendation, the following decision was made:
The municipality is applying to have this road facility so important for the district up for allocation as a national road in 1966.
Without this road being built, the populous districts located west of the town of Lødingen will not have their communications improved, so that they can get the long-sought connection by land to the national road network and Lødingen, where they have a market for their products in the fishing and agricultural industries.
The established ferry connection between Rinøyvåg and Lødingen has partially improved communications, but it is not a full-fledged improvement that must be considered permanent in the future.
The district from Kanstad to Rinbø is still without a land-host connection.
Citizens must therefore be provided with proper communications as soon as possible.
The municipal council’s indisputable demand is that this road be taken up for allocation as a national road in 1966 and with such large appropriations that it can be completed in 3-4 years and linked to the road Rinøyvåg–Øksneshamn and Vesterålveien.
The Bukta–Erikstad–Svendsgam road is a side road to the Rinbø–Kanstad national road system and will provide the farms of Svendsgam and Erikstad with 160 inhabitants with a road connection to the national road network and Lødingen.
Previously, an application has been made to have this facility taken up as a seaside road facility.
According to the new Road Act, the facility must now be applied for as a county road facility.
The inhabitants in the west of the municipality had to wait 20 years, according to the Norwegian Road Plan from 1971
In the summer of 1971, it can be registered in Harstad Tidene that the population of Lødingen Vestbygd begins to resign. The politicians in Lødingen were shocked after a review of the Norwegian Road Plan at the time. The approx. The 1000 inhabitants in the west of the municipality now had to wait for 20 years before they got a road connection with the municipal center – according to the plan.
Some of these residents had some thoughts about moving if the road project would not be realized quickly enough. This was especially true for self-employed persons. The mayor of Lødingen at the time, Reidar Rødø, said in a comment to Harstad Tidende that “these had programmed with a road connection at a much earlier stage”. He claimed that all further development was linked directly to the road plan. Rødø was involved in this project, which would provide a better road connection to Vestbygda.
Rødø further stated;
“Conditions today are highly unsatisfactory. As far as I can see, there are a number of district policy aspects of this case that should warrant district development funds.”
If the people of Vestbygda had errands to the municipal center of Lødingen, for example at a municipal office – or for shopping trips and other services, a whole day was spent on this. It was worst for the residents of Øksneshamn. Up early in the morning and back home late at night.
Knut Hesten – one of the road advocates commented that the result of this was that many people were just as happy to go all the way to Harstad to make purchases. “The day is still spoiled, and the selection in the shops is better there”. He believed that this poor communication was a burden for both Vestbygda and the village of Lødingen, and the money was taken out of the municipality.
Affected businesses considered relocation
Kjell Pedersen, who ran the seaweed flour factory in Rinøyvåg, had calculated an imminent road connection. The factory had 30 employees with the possibility of another 10 employees. He says that last year, much of the transport of seaweed meal went to Finland. With the poor communication that prevailed at the time, it was not possible to use trailer transport.
Pedersen characterized the Raftsundet–Kanstadfjord section as a “developing country” in terms of communication. For those who had a car and were hardly allowed to use it, it was an expensive affair. A visit by car to Lødingen cost NOK 30. Despite less use of the car, the people there had to pay the same car tax as elsewhere in the country. This was something that upset many.
A businessman in Vestbygda was considering moving. He had to pick up the milk supply from Harstad when the ferry arrived in the evening. Then the milk was usually bad after being left without cooling.
A man named Oddmund Haug who was engaged in chicken production also noticed problems in his operation. Most of his production was delivered to Bodø. Due to the ferry connection, this delivery took two days, and he had to spend the night in Bodø. He then had a turnover of NOK 260,000, and employed 3 people. He considered moving to Bodø where he had been offered support for establishment.
“New road or moving away!”
In the end, it was between two choices for the people of Vestbygda: New road or relocation! Many loved their home village and did not want to move, unless the situation forced them to. Now it had to be put hard against hard. An action committee was formed to put forward a plan and demand for a road to Lødingen Vestbygd. The committee consisted of Oddmung Haugland from Bresja, (chairman) Knut Hesten from Hesten, Asmund Kjellbergvik from Svartskar, Halvor Hesten from Hesten and Bodil Vollheim from Ytterstad.
Public meeting 4. February 1973
The action committee called for a public meeting at Vestbygd school on 4 April. February 1973. About. 400 people out of a population of almost 1000 showed up for the public meeting, which lasted for 3 hours. The meeting was chaired by Oddbjørn Andersen. There was a demand for the start of construction of a road from Rinbø to Kanstad with a bridge over the Kanstad fjord, so that there would be a road connection to the municipal center in Lødingen. An accompanying song in connection with the road action was also sung.
Gunnar Ludvigsen stated the following at this meeting about the instruments that had to be used:
“Everyone has their work to do, so it is clear that we cannot build on a voluntary basis a road that is calculated at NOK 20 million. But as a start, in order to get started, we must be willing to put in a certain amount of our own effort in the form of voluntary work. Especially if we can get something done in five years, which would otherwise take 20 years to implement.”
This post triggered spontaneous applause from the attendees. Admittedly, there were some who were a little doubtful about this solution. During the vote, only 21 voted against this. The requirement was that road construction should start in 1973 and be completed by 1978 at the latest.
Adopted action plan during the public meeting on 4.
February 1973:
• Point 1: A claim is made to Lødingen municipal council for stakeout and start-up of the plant on the Rinbø – Bukta route in the spring of 1973.
The claim includes the following:
• a) Stakeout of the road as early as possible in the spring of 1973.
If the county road office believes that it does not have the capacity for this, Lødingen municipality must advance the staking through private companies in consultation with the county road office.
• (b) Lødingen municipal council must obtain an extraordinary allocation for the allocation listed in the Norwegian Road Plan, 2.
period, a minimum of NOK 1 million for the start-up of the plant in the 1973 season.
If such an extraordinary allocation cannot be obtained, Lødingen municipality must advance the same amount and start the facility as a municipal road.
• Point 2: The population of Vestbygda is willing, if necessary, to commit to building up this appropriation through voluntary efforts, both mechanical and human labor.
• Point 3: The action committee must constantly keep itself informed at all stages about the progress and fate of the case through the formal channels, and in parallel with the formal processing of the case, make direct contact with the overlying authority that receives the case for consideration.
However, this must only be done to the extent that the action committee finds it wise and correct so that it does not have an inhibiting effect on the outcome of the case.
Point 4: If this demand does not lead through the formal channels and on a rational basis, serious consideration must be given to the use of negative measures such as.
closure of municipal ombuds and positions of trust, tax strikes, etc.
In the unlikely event that it should come up, the question must be presented to the public meeting again and then with a clear plan for how it should be carried out.
The action committee was also authorized by the public meeting to lead the action – that is, implement the action plan – as the committee deems necessary at all times.
An idea was also raised during this meeting to contact the Armed Forces for help, and reference was made to previous experiences where the Armed Forces had done good work on road construction.
During the meeting, it was also opened for drawing volunteer hours for an average of 50 hours of work, where one signed up with as much as 100 hours.
The money also flowed in to be used for the work.
At the suggestion of Kjell Christensen, a resolution was adopted to the Storting by the Ministry of Transport and Communications. It read as follows:
On the basis of the latest announcement of a reduction of the national road appropriations of NOK 44 million in Nordland county, and just over NOK 400 million nationwide, we demand that this has no impact whatsoever on a rapid road release for Kanstad–Rinbø.
If there is cross-party agreement that rural development should not be described as political conversation, the consequences of this must be addressed through immediate action.
If these reductions are unavoidable, it is better to reduce road construction in the most central areas – e.g.
Oslo area, – while the speed of road development to the outskirt districts is ongoing.
It is said that shares were sold that provided income that was to be used for trips to Oslo for the chairman of the action committee, Knut Hesten.
Disagreements about the bridge
The work started on 19. August 1974, but the process of the road connection was not to be completely painless.
In the month of May 1975, there was great dissatisfaction to be found in Lødingen municipality. The company A.S. Veidekke would be able to complete the road in the autumn of 1975, but work on the bridge over the Kanstadfjord had not begun.
Chairman of the road campaign, Knut Hesten, stated the following;
“It is typical for the road administration that they design so expensive that there is no money left to build the project. Here, a bridge is planned at a height of 12 meters over a 19-meter wide strait, and the bridge will go 100 meters above the terrain. It is an unnecessary use of resources. The action committee would have had a cheaper bridge.”
Both Lødingen municipality and the fishermen’s association demanded a sailing height of only 5 meters, a bridge of the type “filling bridge” that could be completed in the summer of 1975.
The Armed Forces wanted to arrange a temporary bridge, but the Norwegian Road Administration said no because the bridge project was to be put out to tender. But until May, no tender for a bridge over Kanstadstraumen had been sent out.
Knut Hesten criticized the Norwegian Road Administration for not considering other and cheaper solutions. This prompted Lødingen’s mayor Sigvald Johansen to take action. During the municipal council meeting, he made a phone call to the road manager in Bodø. There he was told that no other alternative was considered. The bridge was fully planned and approved. The funding lay with the Directorate of Public Roads, but the decision from there was still unknown. The bridge had a cost estimate of NOK 6 million. Until then, only 1.5 million were ready.
Bailey Bridge over the Kanstad Fjord
Hans Granås believed that the municipal council had gotten bogged down in this matter. He pointed out that in order to build a bridge over Erikstadstraumen, it was necessary to have the bridge over Kanstadstraumen ready for the transport of bridge beams. But it turned out that it worked out. The big climax was reached at the beginning of December 1976 when the road between Rinbø and Kanstad intersection was completed, with a bailey bridge over the Kanstad Fjord.
The Norwegian Armed Forces of Engineering built the Bailey Bridge as part of an exercise. The bridge that was laid over at Kanstadstraumen took place on 26. November and was carried out in three days. The road to the bridgeheads was prepared, and a steel structure for the southern mill was arranged by the engineering firm F. Selmer at the same time.
The Bailey Bridge was celebrated on 1. December 1976 at 13.00. At that time, the wives of the village had invited to a “winter garden party” with soft cakes, canapés and refreshments for 50 energetic workers. Both the press and the TV crew were present to follow the sprint to get the bridge finished. The bridge was approx. 122 meters long and consisted of approx. 4800 individual parts that were transported on 100 truckloads.
Said goodbye to the ferry and celebrated the road connection
The people said goodbye to the ferry and crew on 12. December, now the car could be put into use in earnest. 16. December 1976 was a big day for the people in the western part of Lødingen municipality. At that time, an opening party was held in Vestbygd where the bridge and road were opened to traffic. Lunch was first held at Svendsen’s hotel in Lødingen. When this was over, a large entourage of buses and cars went in a large cortège to Kanstad and on to Vestbygda. Along the way, there was a stop at the Bailey Bridge for inspection. Among those who were invited can be mentioned representatives from the county administration and road office in Bodø, the Road Directorate in Oslo, Engineer F. Selmer A.S., the firm Bonde & Co, A.S., Veidekke, the Lødingen chairmanship, the Communications Board, the county transport board, 6. division’s management and the Engineer Weapon.
Congratulations and honours
Lødingen’s mayor Gunnar Bernhoft gave a speech and showed that he was very impressed with the work. Lieutenant Colonel Roger Kristoffersen from Vestbygda congratulated the villagers and Lødingen municipality on behalf of the Armed Forces. County Mayor Grønmo congratulated Lødingen municipality on the road and bridge, and also congratulated the Armed Forces for a job well done.
One man who received the great honor for his tireless fight for the road was Knut Hesten. He received many thanks and nice words for his efforts, both in light and dark moments along the way. Even though a lot of negative things came his way, he never gave up. Knut Hesten told about his first meeting with a Lieutenant Colonel Roger Kristoffersen, who was not very positive. But after the contact with the company Selmer, which took on the task of getting the bridge pillars in place, the view changed.
Final fixed road connection
The Bailey Bridge was erected by the Armed Forces as a temporary bridge, and was the longest of its kind in Norway. As mentioned, this was an exercise for the Armed Forces. The bridge was to be leased until the fourth quarter of 1977. But it was not needed for that long. The final bridge over the Kanstadfjord was built so quickly that the opening was brought forward 2 months. In the period August–September 1977, it was put into use. Finally, the inhabitants from the Kanstadfjord and out to Øksneshamn and Fornes could enjoy a fixed road connection to the municipal center of Lødingen.
Photo: Lødingen photo collection/ Lødingen communication history]
Source: Tore Waage
