Barra Strait Bridge

A ferry service operated across the Barra Strait, between Grand Narrows and Iona, starting in 1847, and continued for the next 146 years.[5]

In the late 1880s the Intercolonial Railway of Canada bridged the strait with the Grand Narrows Bridge (also known as the Barra Strait Railway Bridge), which is still the longest railway bridge in the province,[6] crossing between Uniacke Point to the west and Kelly Point to the east.

The Nova Scotia Department of Highways took over the Barra Strait motor vehicles ferry service in 1927[5] and continued the service between Grand Narrows and Iona. By the late 1980s the ferry service was carrying over 90,000 vehicles a year across the Barra Strait.[1]

The C. Monty MacMillan was the last ferry used for the Grand Narrows–Iona crossing, in service from 1971 to 1993.

On 21 April 1979, in a public meeting held in Iona, the then Premier of Nova Scotia, John Buchanan announced that a permanent crossing over the Barra Strait would be built, to be completed within four years. Both a high level bridge and a causeway with an opening span were to be considered, with the high span estimated to cost $20 million, and the causeway and swing bridge option, $15 million.[7]

The Barra Strait Bridge opening to allow passage of a sailboat. Behind it (with the arched spans) is the Grand Narrows Bridge, with its swing span also open.

The first phase included the bridge abutments and four of the bridge piers sunk to the bottom of the strait, over 90 feet (27 m) below.[11]

The second phase of construction of the bridge included the double leaf bascule, the Grand Narrows approach span, and the fendering system to guide shipping between the existing rail bridge and the new highway bridge. It was carried out through the summer of 1989 by VanZutphen Brothers Construction Ltd. Construction began on the bascule in April of that year. The first 12 feet (3.7 m) of the foundations for the bascule were built on a barge and the remaining 48 feet (15 m) were built in the water. The mechanical and electrical work for the bascule were completed that summer.[1]

The third and final phase of the bridge construction included the installation of the girders for the five remaining spans, the bridge deck and superstructure.[1] The waterproofing and paving of the deck, gravelling and paving of the connector roads were completed along with the proper signs.[12]

There was a controversy in awarding the third phase tender which ended up at the Nova Scotia Supreme Court. Originally the tenders were limited to prestressed concrete but this was amended to include tenders on a steel alternative. To be acceptable the steel alternative had to show a substantial savings over the concrete design, inclusive of the future painting costs of a steel design. J. Anderson of the Nova Scotia Supreme Court noted in his decision:

…the steel industry lobbied the Department to permit them to bid on the final phase of the construction and eventually it was agreed that parties be permitted to tender on a steel alternative. In the tender documents were special provisions: Barra Strait Crossing, Phase III, Contract 91-001, which indicates “Bidders on this contract are hereby advised that they will be permitted to submit an alternate bid based on a structural steel type of superstructure if they so desire”. The last portion of that information to bidders states: “To be acceptable a structural steel alternative must show a substantial saving over the precast, prestressed concrete design.”

In the opinion of the engineer advising the Deputy Minister, the $151,000 savings of the structural steel bid over the best concrete bid would not result in a substantial savings as it did not include future painting costs. Against staff advice, who were opposed to a change from prestressed concrete, the contract was awarded to Maritime Steel who submitted a $7.3 million bid for a structural steel alternative.[3] The court concluded that the contract was improperly awarded and that the Province did not realize a substantial savings.[3]

Part way through the construction of phase three a complete review of the girder design became necessary because of modifications to the original deck design which resulted in the use of additional concrete. Maritime Steel and Foundry had to have the girder design reviewed by Whitman Benn & Associates as well as two other independent consultants.[12]

Maritime Steel also had the strengthening measures, designed by Whitman Ben, checked by another independent consultant before submitting them to the Department or Transportation for its review and approval.[12]

The placement of concrete in the deck started in September 1992 and was completed in November  1992. During the placement of the deck the top elevation of steel box girders appeared to be too high in the area of Pier One in Span 2.[12]

Whitmen Benn reviewed the screed elevations and provided solutions to remedy the problems, to the Transportation Department.[12]

They recommended raising the deck by building up the concrete haunches of the box girders. The remaining deck was completed with larger haunches in the fall of 1992. The extra weight of concrete in the haunches raised concern regarding the effect on the steel structure from the additional load.[12]

In December 1992 Whitman Benn undertook the task of reviewing the design of the superstructure with the added weight of this concrete and outlined their findings and recommendations for strengthening the structure in a report to Maritime Steel.[12]

All the costs of the review, design and the strengthening process were born by the contractor, Maritime Steel.[12]

Barra Strait with the Grand Narrows and Barra Strait Bridges 04

The Barra Strait bridge was opened in a ceremony on 23 October 1993, at 2:00 pm.

Thousands of people waited for hours in bumper to bumper traffic to share in the excitement of the opening of the Barra Strait Bridge. They have been waiting for this moment for 15 years.[4]

The C. Monty MacMillan made its last crossing at 1:40 pm on 23 October 1993. The new Barra Strait Bridge opened 20 minutes later, at 2:00 pm, 23 October 1993.[13][14]

The final cost of the bridge was $34.8 million, which included the two approaches, the superstructure, an overpass over the rail lines, and paving.[4]