In May 1911, tenders were called for a new ferry service[1] immediately southwest of the Canadian Pacific Railway (CP) bridge.[2] At the time, the south shore was called Elliotville, settled by William Elliott.[3] The double decked ferry, which could carry six teams of horse-drawn units and passengers, was gasoline powered.[4] Launched in early November,[5] the John H. Sprott commenced the Mission–Elliotville service about two weeks later. Toll-free 7am–6pm, a charge was made for after hours crossings.[6] Sprott was a pioneer roadbuilder in the district.[7]
The schedule was hourly each way, six days a week.[8] By summer 1913, the service was 7am–5pm, seven days a week.[9] By 1915, the ferry was about hourly 8am–7pm on Sundays, and every 40 minutes 7am–7pm on other days.[10] In 1917, a team of horses, buggy, and two occupants, plunged from the landing into the river. One horse was lost and the buggy slightly damaged.[11] Later that year, winter hours were reduced.[12]
The inconvenience of a 40-minutes frequency prompted lobbying for a bridge.[13] In 1919–20, the contracts awarded for a replacement vessel comprised the steel hull to Yarrows Ltd ($31,000) and engine to Westminster Iron Works ($10,080).[14] In summer 1920, the Eena entered service.[15] Ferry fares may have been introduced at that time. Responding to complaints,[16] fares were reduced months later.[17]
In 1921, the ferry captain was inexplicably terminated.[18] By 1923, the schedule was 9am–5pm, being hourly in winter and every 40 minutes in summer.[19] The ferry ceased operations on July 1, 1927.[20] In 1929, the surplus Eena was relocated to be the Agassiz-Rosedale ferry.[21]
Shared railway bridge era
After the new Mission Railway Bridge opened, CP rejected a request in 1910 for public use by wagon traffic. Dual railway/highway use eventuated on July 1, 1927. Planks laid alongside the rails were attached to lengthened ties, which allowed single lane motor vehicle traffic. In July 1955, when a span of the bridge collapsed, no users were injured, but the vital commercial link between the two communities was disrupted.[22][23] High water had washed away the foundations of a concrete pier.[24] A 27-metre (90ft), 20-automobile capacity ferry barge was immediately installed for passengers and vehicles, operating 7am–midnight.[25][26] An additional tug and barge were used the following summer to handle the heavy traffic and agricultural produce. Ferry services ceased in August 1956 when the bridge reopened.[27] In 1970, a major fire on the centre span of the bridge weakened the deck requiring a period of closure.[28] In 1972, a passenger ferry operated for five days while the bridge was closed to replace railway ties.[29] Seasonal flooding would also put the bridge out of commission at times.[30]
Highway bridge construction and opening
The 1,126-metre (3,695ft) bridge comprises a 16-metre (54ft) wide roadway bordered by 2-metre (6ft) wide sidewalks.[31] CBA Engineering designed the bridge and oversaw the $15 million project.[32] The superstructure approaches are either concrete or steel I-girders and the main river spans are stiffened steel box girders, comprising a total of 20 spans, 11 piers on land, and 8 in the river.[33]
In 1968, the contract for the piers and abutments was awarded to Northern Construction Co and J.W. Stewart ($2,711,000),[34] with work beginning in March 1969.[35] By September, five land piers were complete and the foundations for four more poured.[36] The dredging of fill for the overpass approaches was awarded to Sceptre Dredging ($169,500).[31]
In 1970–71, the fabrication and erection of structural steelwork was awarded to Canron Ltd ($1,038,450) and the supply and placement of fill for roadworks to Sceptre Dredging ($1,306,692). By mid-1971, the substructure was complete,[37] as was the dredging of material from the bottom of the river for approach fills, but the shaping of the approaches took a further two months.[38] In September, the placing of the concrete beams began.[39] These light-weight post-tensioned beams were produced on site. In 1971–72, the steelwork for the main superstructure was awarded to Canron Ltd ($2,145,475) and the concrete girders and deck approach spans was awarded to Peter Kiewitt Sons ($1,619,922). By mid-1972, the steelwork for the approaches was erected and for the main spans was progressing.[40]
Canron, which prefabricated the 13 structural steel sections that form the box girders of the three main spans, barged these modules from its Vancouver yard to site. Each were up to 30 metres (100ft) long and weighed up to 200 tons. That July, the 24-ton floating Manitowac crane hoisted the first section, which was 13 metres (44ft) long, 13 metres (42ft) wide, and 6 metres (20ft) deep, and weighed 150 tons. After being lifted 21 metres (70ft), it was placed into position on the north centre pier.[32]
During final completion, the deck was the seal coated with an epoxy resin base,[41] and the specific pavement formulation, which had been chosen based on extensive testing, was laid.[42]
Whereas the first contract was let in late 1968, the projected completion date moved from fall 1971, to summer 1972, to May 1973, and to June 1973.[41] On June 23, the bridge opened to traffic.[43] After four and a half years of construction, Premier Dave Barrett officially opened the bridge on July 7.[44] The ceremony, which 1,500 people attended, included a parade of vintage vehicles and police cruisers, brass bands, jets flying past, and military personnel parachuting onto the deck from low-flying aircraft.[23]
Highway bridge operation
Plaques at both ends state the official name as the Mission Bridge.[45] The former dual railway/highway bridge was often called the Mission–Matsqui Bridge.[46] The current bridge has been referred to as the Matsqui–Mission Bridge,[47] the Abbotsford–Mission Bridge,[48] or the Mission–Abbotsford Bridge.[49]
In November 1973, large lampposts were installed.[50] That year, BC Gas installed a 20-centimetre (8in) diameter natural gas pipeline below the bridge deck. Renamed Terasen Gas, the company applied in 2006 to replace the line with a 30-centimetre (12in) one placed beneath the river, but the application was denied.[51][52]
In 1977, a passenger ferry operated for several days while the bridge was closed for repairs.[53]
Apparently, the original bridge design included no-posts along the median, but this safety device was not installed. Three fatalities and 26 injuries occurred from accidents during 1987–1988.[54] In 2005, following four head-on collision deaths in four years, a median barrier was fitted.[55]
During 2010–2015, a $21 million six-phase seismic retrofit was undertaken, which included the strengthening of the columns and beams, a new seismic restraint system, new deck joints, painting of various components, and slope stabilization. Higher cycle railings were also provided for safety.[56][57]
In August 2021, three days of emergency repairs required partial and complete closures to restore a bridge bearing.[58]
The Westham Island Bridge, which is a single-lane, wood-deck truss bridge over Canoe Pass near the mouth of the Fraser River, connects Westham Island with the Delta mainland, in Metro Vancouver.
The Knight Street Bridge is a crossing over the north arm of the Fraser River, the Canadian National Railway (CNR) line, and several roads, in Metro Vancouver.
The Oak Street Bridge is a crossing over the north arm of the Fraser River, the Canada Line, and several roads, in Metro Vancouver.
Canal Flats is a village municipality in the East Kootenay region of southeastern British Columbia. This Columbia Valley community lies between the southern end of Columbia Lake and the northwest shore of the Kootenay River. The locality, on Highway 93/95, is by road about 83 kilometres (52 mi) north of Cranbrook and 165 kilometres (103 mi) southeast of Golden.
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Donald is an unincorporated community in the East Kootenay region of southeastern British Columbia. This almost ghost town is on the northeast shore of the Columbia River immediately southeast of the mouth of Marl Creek. The locality, on BC Highway 1, is by road about 28 kilometres (17 mi) northwest of Golden and 122 kilometres (76 mi) northeast of Revelstoke.
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The Agassiz–Rosedale Bridge is a cantilever truss bridge across the Fraser River in the Fraser Valley region of southwestern British Columbia. Linking Agassiz with the south shore, the two-lane bridge carrying BC Highway 9 is by road about 36 kilometres (22 mi) west of Hope, 119 kilometres (74 mi) east of Vancouver, and 51 kilometres (32 mi) east of Abbotsford.
Deroche is an unincorporated community at the foot of Nicomen Mountain in the Fraser Valley region of southwestern British Columbia. Encompassing the northeastern part of Nicomen Island, the infrastructure is centred on the northern shore of Nicomen Slough. The locality, on BC Highway 7, is by road about 29 kilometres (18 mi) west of Agassiz, 89 kilometres (55 mi) east of Vancouver, and 21 kilometres (13 mi) east of Mission.
The Barnston Island Ferry is a ferry that runs across Parson's Channel between Barnston Island and Port Kells, Surrey, in Metro Vancouver.
Gold Hill or Goldhill is a ghost town in the West Kootenay region of southeastern British Columbia. The former mining community is on the northeast side of the Lardeau River. The locality, on BC Highway 31, is about 32 kilometres (20 mi) northwest of Lardeau and 21 kilometres (13 mi) southeast of Gerrard.
Athalmer is an unincorporated community in the East Kootenay region of southeastern British Columbia. This place is primarily on the western shore of the Columbia River south of the mouth of Toby Creek. The locality, off the merged section of highways 93 and 95, is by road about 134 kilometres (83 mi) north of Cranbrook and 120 kilometres (75 mi) southeast of Golden.
Parson is an unincorporated community on the east shore of the Columbia River, in the Columbia Valley region of southeastern British Columbia. The locality, on BC Highway 95, is by road about 212 kilometres (132 mi) north of Cranbrook and 35 kilometres (22 mi) southeast of Golden.
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The Fraser St. Bridge (1894–1974), also known as the Fraser Ave. Bridge, North Arm Bridge, No. 5 Rd. Bridge, or Twigg Island Bridge, was a crossing over the north arm of the Fraser River in Metro Vancouver.
Shoreacres is an unincorporated community in the West Kootenay region of southeastern British Columbia. This former ferry landing lies on the northwest shore of the Kootenay River and northeast shore of the Slocan River. The location, on BC Highway 3A, is by road about 20 kilometres (12 mi) northeast of Castlegar, and 24 kilometres (15 mi) southwest of Nelson.
Sidmouth or Twenty-Four Mile was a railway point in the West Kootenay region of southeastern British Columbia. The scattered community straddled the shores of the Columbia River immediately south of the mouth of Cranberry Creek. The locality, off BC Highway 23, is by road about 43 kilometres (27 mi) southeast of Revelstoke.
Isle Pierre is a railway point in the Nechako Region of central British Columbia. The scattered community straddles the shores of the Nechako River. The west side, off BC Highway 16, is by road about 55 kilometres (34 mi) west of Prince George and 69 kilometres (43 mi) east of Vanderhoof. The east side is by road about 46 kilometres (29 mi) west of Prince George.
↑ "A Century of Excellence". Mission City Record. 27 August 2008. ProQuest373160282.
↑ "Abbotsford News". www.newspapers.com. 3 Aug 2006. pp.1, 5. …the pipeline was installed in 1973…The line will also be upgraded from a eight-inch line to 12 inches, to accommodate Mission's future growth. It would go under the river in a location between the Mission Bridge and the nearby rail bridge to the east.
↑ "Abbotsford News". www.newspapers.com. 23 Apr 2005. p.6. …the installation of a new centre barrier on Mission Bridge, but the result is a safer roadway following four head-on collision deaths in four years on the span.
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