Confederation Bridge (Northumberland Strait, Canada)

Abstract

The construction of Confederation Bridge can be traced way back in the early 70’s in the year 1800, where the protectorate of Prince Edward Island made intentions to join the Canadian main land. Through the legislative acts, it was passed that there was a need to build a link between the two parties but liability heavily lied on the government to provide links. It is not until the 80’s of 1900 that the project Confederation Bridge kicked off and stands on its own up to date. This is one of the best achievements in the architectural history of Canada.

Introduction

The successful construction of the Confederation Bridge remains a successful stride in the history of architecture. Great minds were brought together to discover how the government proposal will be spearheaded into a reality. This paper has two main questions which have been raised and that require answers, how was the bridge built and how would it be done if it was being built today? This paper will seek to look into historical background behind the construction of the Confederation Bridge as well as proposing methods in which it could be done in present time and the paper will be presented to the Architectural professor for evaluation.

Main body

Background history of the Confederation Bridge

The construction proposal of this bridge started as early as 1873 following the need to connect the city state of Prince Edward Island with the main land which was separated by a massive water bank referred to as Northumberland Strait. Therefore, pieces of legislation were passed and enacted which mandated the government to provide for means in which this will be achieved. Not until the 20^th century that the pressure increased on government’s side to construct a bridge since the government had provided ferry service for several years. The push for construction of a bridge could probably have been caused by the transition in technology and the inconveniences that water transport was causing residents. In addition to technological advancement, it could be argued that the same technology would make construction easier in terms of labor and the availability of raw materials. It is argued that the debate to construct the bridge could have paved way for political and achievability studies all dedicated towards the success of the project.

(Source: Google.com)

Fig 1: The Northumberland Strait

The Construction site

Research has shown that the government may have grown weary of providing maritime services between the people of mainland and the Island through the Northumberland Strait and this could explain the reason as to why it was prudent for them to nod to the decision to construct the bridge. However, the government seemed to take time to delve into the pros and cons of the project so it needed the assurance of success of the project. In an attempt to search for reasons as to why this link will be important to the government and the people, it was observed that political and economical benefits of Prince Edward Island would be a priority. Sources indicate that the means in which the government was using to advance these two interests could be a costly affair which could be minimized if the construction of bridge would be a success. It is also important to note that the distance between the mainland and the Island is approximated to be between 12 and 13 kilometers (Brown 4) and therefore deep strategies were needed. This bridge directly joins Prince Edward Island and New Brunswick, a province located in the northern coast of Canada. The bridge takes off at Cape Jourimain which is three kilometers away from New Brunswick, and lands at Borden-Carleton, the shore town of Prince Edward Island. In other words, it is a two approach bridge at the exact locations mention above (Loxley 5).

The size of the Confederation Bridge

Research has indicated that the Confederation Bridge is the World’s largest bridge to be constructed across water mass (Searls 1). Constructed at a cost of 1.3 Canadian dollars, the 12.9 kilometer bridge was nicknamed the “Fixed Link” before it was officially accorded the current name. Sources indicate that this bridge has two lanes and it is a highway that is hosted by concrete beams and its total width is 11 meters, which can be approximated to be 36 feet. The maximum speed limit while driving across the bridge is 80 kilometers per hour. In addition, the bridge contains a curved section that extends to a distance of 40 meters which is translated to be 131 feet. The bridge is constructed such that its height, which is approximated to be 60 meters or 197 feet, is good enough to allow the water cruisers like sheep and ferries to continue with operations (Media par. 6).

Civilization during construction

Research has shown that over two thousand young and energetic people were involved in the construction of the Confederation Bridge, all of whom were drawn from Canada, Atlantic belt to be precise. At the passage of the legislation that approved the construction, the main contractor, Straight Crossing, engaged in designing of the multi-dollar project and in 1993, the project kicked off. The team was mandated to consider several factors in order to make the project a success. The first factor to be considered was safety. The team had to consider how work will be done due to the fact that the bridge was to be constructed in a marine setup. In other words, the team had to find a way in which the construction materials will be transported into the site. Secondly, the other assignment for the team was to navigate the means in which they were going to deal with the weather condition. One of the means of the transport that was heavily used throughout the entire project was water transport which would be adversely affected by the weather condition. So this was a major factor to be considered in the project designing.

The other factor that was considered is the environmental concern. It can be argued that the earth movers, fork lifters, mortar mixing machines and other construction equipment would be detrimental to the environment. It would therefore be salient for the project team manager to consider environmental risks that would attract other environmental related problems in the course of the project. In addition, the designing was to include the protection of the beautiful water banks of the Northumberland straight and its environs. Finally, this bridge had specific timelines for its completion, and this meant that it was important for the planning team to design a means in which they approach the construction.

The common culture at the time of construction

Prince Edward Island is said to be occupied by several categories of people from all range of professionals, known for her crop production. It is observed that the people from this Island are among the main suppliers of food to the great stores of Canada. It can also be argued that Prince Edward Island residents are active nation builders, something that could have prompted the construction of the bridge. On a personal opinion, the cost of transacting business across Northumberland Strait through water transport could be very costly and thus the need for a more efficient and faster means of transport could be a top priority. It is important to note that the construction of the bridge did not substitute the former means of transport but could be seen as a means of enhancing transport and communication amongst the two parties.

Maintenance of the Bridge

Needless to say, the safety precautions would be essential towards the maintenance of the Confederation Bridge. Considering that this is a bridge that is long and high, constructed across water mass, the contractors and the government considered putting some measures to make sure that the bridge is strong and safe for use (Transport Ministry 1). The first safety measure was to establish the maximum speed limit, which was put to be 80 kilometers per hour. Driving at such a speed will always give the driver the assurance of total control over the vehicle in case of an emergency. The other safety measure that was put in place was the maximum weight the vehicles should bear while cruising across the bridge. In addition, a toll station was established at Borden-Carleton placed at the exit from the Island. The Strait Crossing construction was mandated with the responsibility of collecting the toll from vehicles.

How it was constructed

The process of construction, having been designed and planned by engineers long before the commencement, kicked off with by first determining preparation site. This is the site in which the raw materials will be gathered and prepared. In the site, laboratories were set to experiment and test whether the raw materials for construction met the standard qualification to be used. For instance, the mortar to be used in building the piers was taken through verification to ensure quality assurance in its usage. Once this was established, the other step was to determine which method was to be used in erecting the bridge. The set of engineers settled for the use of piers that would act as the base of the bridge (Montreuli and Halloran 2). One of the reasons that could have prompted the move was because the expanse of ice rims that sweeps across Northumberland Strait, of which the piers in the way they were designed would be too strong for the ice to sweep them away.

In addition, there would be a higher probability of designing the piers in such a way that they would build a defense of a force of up to 3,000 tonnes rims of ice. These piers were divided into three main categories which included the East Approach pier, the main extent pier and the West approach pier (Frederking et al. 435). The diagram below shows the main extent pier and it is important to note some of the features of the pier. The four main components of a pier have been identified as Hard Point Pads, Pier Base, Pier shaft, and Pier template Segment. The Hard Point Pad is the area in which the pier comes into contact with the surface and acts as the foundation to the pier, in this case, the water bed. These plates, as observed were meant to host the more than 4,000 tonne pier, at an approximated depth of 30 meters below the water surface. It is important to note that for the plate to be firm, the engineers included shear keys that sunk deep into the bedrock past the seabed to ensure that any vibrations will not interfere with the strength of the pier (Cothorne 87).

Secondly, pier base would be position to sit at the plates to guarantee the foundation of the pier. This would be strengthened by the ice shielding components that were included in the making of the base, and would reduce cases of corrosion and any other exposed danger. The other component of the pier, pier shaft, would act as the link between the pier base and the pier shaft. This formed a very important connection because it would later host the girders that made the bridge complete and continuous. Finally, the pier would be made complete the conjunction work of the pier template segment. One of the main functions of these templates was to absorb friction at the fixation of the girders, such that expansion and contraction effects were kept at equilibrium (Ousmane 53).

(Source: Google.com)

Fig. 2: Dimensions of the piers

It was also agreed that the continuity of the bridge will be made possible through the use of girders (Belliveau et al. 4). These girders would be supported by the piers. However, girders alone would not make the bridge a continuous bridge. It is this fact that led to the establishment of drop-ins that would fit in between one girder to the other (Munroe and Segall 3). These drop-ins were constructed with hinging components that made jointing with the main girders easier. The last but not the least, the bridge finishing would be important to make it safe for use. Concrete guards were made on each side of the bridge to ensure that vehicles do not veer off the bridge into the water, thus causing fatal accidents along the bridge. The complete project would be appealing and wonderful as shown in the diagram below.

(Source: Google.com)

Fig. 3: The under segment of the bridge showing the piers and the girders

The special thing about the construction of this bridge is the unique way of transporting the piers and the girders to the site (Cothorne 35). It is observed that heavy-toned cruise ships were used to transport and position the piers, girders and other materials to where they were needed. It sounds amazing that such machines existed at the time of construction, which would comfortably handle serious weights like that of a pier. Admission can be made that there were no complex equipments that were used to prepare the piles. However, credit must be given to Strait Crossing Development Company because of having acquired such heavy equipment at the time (Munroe and Segall 5). It can therefore be argued that the government could have made the right choice in awarding them the tender to construct the bridge. In addition, the acquisition of such equipment means that the work which could be done by more people was made possible through a handful of human resource as well as finishing the project in good time. This included the technology that was used in making the piers and girders, as well as transportation of the human labor to and fro the site. The team that built the bridge seemed to enjoy every bit and stage, and it is reported that each individual played his or her part to make sure that the bridge stands on its own. This means that the greatest resource or toll that the team had was innovative and creative minds that turned a dream into a reality.

The interchange from the mainland to the bridge is another amazing feature in the construction of the bridge. The diagram shows the aerial view of the interchange, which from a look at it represents a well thought architectural design. This made it easier for the oncoming and outgoing traffic to and fro the bridge respectively to interchange with ease. This a true representation of a construction company that was ready to do a good a job, no wonder they were given a go ahead to maintain the bridge for 35 years. Today, the bridge marks over 20 years of existence and the benefits that it has brought to the people of mainland and Prince Edward Island cannot be counted. In other words, more communication and business exchange have been realized and people continual to enjoy the mutual link between the two provinces.

(Source: Google.com)

Fig. 4: The aerial view of the interchange of the Bridge

Today’s Perspective

Building such a structure today cannot be compared with the challenges of 20 years ago due to the changes in technology in the 21^st century. This drastic and daily change in technology has affected the world today. Comparing and contrasting the construction of the bridge then with today, it can be assumed that erecting such a structure today will be very easy due to the effects of technological advancements. For example, a new generation of equipments has evolved which can mix concrete through computer programming. This means that very few individuals will be involved in this particular department of construction. The use of new technology has both advantages and disadvantages, but the advantages seem to outweigh the disadvantages. The greatest advantage of heavy use of technology is its accuracy level and the ease at which deadlines are met. In addition, technology has lowered the cost of production at the expense of downsizing of human labor and this creates opportunities to maximize profit. On the hand, maintenance costs of new technology masquerades several threats and thus intensive training for the operators is a basic need.

The other assumption that can be highlighted is availability of hybrid tools, equipment as well as human capital. Over the years, better equipments have been evolving with time and this would make it easier to build such a bridge today with ease. Probably there were no cranes at the time of construction of the Confederation Bridge, today; there are so many types of cranes that have different specifications. In addition, other modes of transport have emerged that would be used for underwater surveillance. For instance, an engineer may comfortably use a sub-marine ship to supervise the installation of the plates and the keys as required. Another engineer may require aerial surveillance that could be achieved through the use of drones or choppers. These assumptions are made due to the fact that world and her systems are changing and thus people must also adapt to these changes.

The idea of two approaches can also be done differently. For instance, it can be proposed that instead of allowing the steep ascent into the bridge and a deep descent out of the bridge in either direction, this phenomenon can be replaced by constructing an overpass and an underpass. This will avoid taking wrong lanes while exiting or joining the bridge. An overpass will ensure and facilitate smooth flow of traffic on the bridge as well as saving time and resources. On the other hand, a better system for toll collection can be implemented. At the entry into the Island, a booth with a barrier can be introduced in which a the driver is expected to press and enter the car registration number and other details that concerns the tour like time of arrival. At the driver’s departure, the machine would be expected to have counted the number of hours spent and how much he is expected to pay. This is a one of the best ways in which revenue can be collected to aid the maintenance of the Confederation Bridge. It will also help in statistical analysis of the people who visits the Island for tourism purposes.

Conclusion

The architects behind the designing and constructing the Confederation Bridge can be commended for seriously handling the project. Its success has so far improved the lives of the people of Prince Edward Island and mainland. In addition, doing research on this project has proofed to be enjoyable because of the architectural designs that have been used to make the project a success. This gives the profession a brighter future ahead and is expected to remain steadfast in its relevance in the world today. Confederation Bridge carries two lanes and crosses Northumberland Strait. It has been noted that Strait Crossing Bridge Limited (SCBL) has the responsibilities of maintaining Confederation Bridge.

Works Cited

Belliveau, Donald. et al. Ice Drift and Draft Measurements from Moorings at the Confederation Bridge. Report. Dartmouth: Bedford Institute of Fisheries, 2003.

Brown, T. G. “Cofederation Bridge: An innovative approach to ice forces.” Annual Conference of the Tranportation Association. Charlottetown: Bridges for the 21st Century Session, 2006. 7.

Cothorne, Macdonald. Bringing the Strait: The Story of the Confederation Bridge Project. Toronto: Dundurn, 1997.

Frederking, Kubat, et al. “Response of the Confederation Bridge to Ice Action.” Annual Conference of the Canadian Society for Civil Engeneering. Ontario: CSCE, 2000. 434-441.

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Loxley, Salim. An Analysis of a Public-Private sector Partnership: The Confederation Bridge. Academic Paper. Winnipeg: Canadian Union of Public Employees, 1999.

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Montreuli, Mike. & Halloran, John. “Structural Monitoring.” Monitoring and Research Designed for the Long-term 10 January 2003: 3.

Munroe, J. & Segall, S. “Cathodic Protection of Ice Shields on the Nothermberland Strait Confederation Bridge.” NACE Corrosion/98 Conference. California: Meterials Performance, 1998. 1-7.

Ousmane, Sembene. God’s Bits of Wood. New York: Longman Publishers, 1995.

Searls, Jack. It’s Quite A Bridge (Canada’s Confederation Bridge). Article. Ontario: Olean Stamp, 2012.

Transport Ministry. Guidelines for Navigation under the Confederation Bridge. Report. Nova Scotia: Transport Canada, 2009.