cruise ship under confederation bridge

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Cruise ship "Silver Whisper" going under Confederation Bridge

The cruise ship "silver whisper" of the silversea line was in charlottetown, prince edward island, canada at the same time as the "crown princess". i had taken passengers from the latter ship on two bus tours on pei,   afterward, i was crossing the 13-kilometre long confederation bridge linking pei and new brunswick, en route home, when the "silver whisper" sailed underneath. fortunately, another driver was on my bus as a passenger, so he took some pictures with my camera. stopping on the bridge is not allowed, so we were travelling 80km/h at the time. the "silver whisper" is sailing on northumberland strait, which separates prince edward island from new brunswick and nova scotia.   the light rectangles at the right of the picture are reflections of the windshields, seen in the side window of the setra coach. the grey concrete side of the bridge interferes with the view, with the black asphalt of the road to the bottom right..

Why a Baltimore-type disaster is unlikely for the Confederation Bridge

‘the baltimore harbour, the traffic in vessels, is just on a completely different scale’.

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As horrified people around the world watched the video showing the collapse of the Francis Scott Key Bridge in Baltimore, the thoughts of many turned to how safe the bridges they regularly cross are.

It took only seconds for the major Baltimore commuter bridge to accordion and collapse after one of its supporting piers was struck by the container ship MV Dali.

Officials from the operating company for the Confederation Bridge, which connects P.E.I. and New Brunswick, say the situation in the Northumberland Strait cannot really be compared to what happened in Baltimore.

"We are on completely different scenarios. The Baltimore harbour, the traffic in vessels, is just on a completely different scale," said Strait Crossing general manager Alexis Reynaud.

• Baltimore bridge collapse was a failure, engineers say — but likely not with the bridge

"Vessels this size are not allowed to travel anywhere near the bridge." 

Transport Canada regulations prohibit any cargo ship with a displacement (the weight of water a ship full of cargo pushes aside) of more than 47,000 tonnes from passing under the Confederation Bridge. For passenger ships, the limit is lower: 33,500 tonnes.

The displacement of the MV Dali was146,631 tonnes, more than three times the Confederation Bridge limit.

Transport Canada requires that any vessel with a displacement larger that 1,500 tonnes, a tiny fraction of the size of the Dali, have a local pilot on board when passing under the bridge. There is also a speed limit that is strictly imposed.

• 'Safety first': Meet a P.E.I. marine pilot who guides cruise ships into Charlottetown
• Could tugboats have prevented the Baltimore bridge collapse? They would have helped, experts say

"There are guidelines and regulations in place but these are the main ones to guarantee we're not in the kind of situation where, unfortunately, Baltimore found themselves," said Reynaud.

The guidelines also say no vessel should pass under the Confederation Bridge in bad weather conditions.

Another significant difference between the Francis Scott Key Bridge and the Confederation Bridge is that the P.E.I. bridge was designed to stand against large floes of ice pushing through the Northumberland Strait and up against its piers.

In addition to the structure of the piers themselves, at water level they have sloped ice shields designed to deflect the impact.  

Contingency plans

While a Baltimore-style disaster is unlikely, Transport Canada does have a contingency plan in place for an extended closure of the bridge.

That document is not public, though. Because it is the responsibility of the federal government, the P.E.I. government, a partner in those plans, will not discuss it. Transport Canada did not respond to requests from CBC News this week.

CBC News did obtain a copy of the contingency plan through an access to information process in 2014.

• Exclusive Confederation Bridge contingency plan being revised

The plan at the time required the establishment of a temporary ferry service to and from the mainland if the bridge is closed for more than 24 hours due to an accident, extreme weather or an act of terrorism.

At the time, there was concern the plan did not include contingencies for extended traffic restrictions. Closing the bridge to transport trucks for several days could have a severe impact on supplies in the province.

The plan was being revised in 2014, but Transport Canada has not said what those revisions were.

With files from Island Morning

Related Stories

• Remember the ship that crashed into the Baltimore bridge? The crew are still on board
• Miramichiers call for clarity after latest delay to Centennial Bridge project

External Links

• Transport Canada: Guidelines for Navigation Under the Confederation Bridge

Charlottetown, PE

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Regional Map / Nautical Distances

How far is it? To help you put your itinerary together, the following are the distances in nautical miles from Charlottetown to our partner ports.

Hover over the highlighted ports to see their nautical distance from Port Charlottetown.

796 nautical miles from Charlottetown

700 nautical miles from Charlottetown

Saint John, NB

707 nautical miles from Charlottetown

445 nautical miles from Charlottetown

222 nautical miles from Charlottetown

Corner Brook

322 nautical miles from Charlottetown

681 nautical miles from Charlottetown

724 nautical miles from Charlottetown

Trois-Rivi è res

680 nautical miles from Charlottetown

563 nautical miles from Charlottetown

Baie-Comeau

422 nautical miles from Charlottetown

373 nautical miles from Charlottetown

Havre-Saint-Pierre

357 nautical miles from Charlottetown

670 nautical miles from Charlottetown

617 nautical miles from Charlottetown

535 nautical miles from Charlottetown

Îles de la Madeleine

526 nautical miles from Charlottetown

Saint-Pierre et Miquelon

332.5 nautical miles from Charlottetown

258 nautical miles from Charlottetown

Navigation under the Confederation Bridge

Transport Canada website:

Click to download the   Guidelines for Navigation under the Confederation Bridge .

The most important aspects for cruise ships are:

• It is a mandatory pilotage zone
• The maximum cruise vessel speed is 11 knots for 2 km each side of bridge
• The maximum passenger vessel displacement is 33,500 long tons
• The vessel maximum air draft is 48 m
• The main navigation corridor is 172 m wide. There are many aids to navigation including daymarkers, sector lights, racons, and fairway bouys.

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Panoramic Island Drive & Confederation Bridge: Spanning the Strait

Charlottetown, Prince Edward Island, Canada

Activity Level

Excursion Type

Local Sightseeing,All

Wheelchair Accessible

Starting At

Minimum Age

Information Not Currently Available

Approximately 3½ Hours

Meals Included

Meals not included

This delightful half-day panoramic drive is designed to show off Prince Edward Island's most impressive landmarks.

Travel west to view the stunning Confederation Bridge , linking Prince Edward Island to mainland Canada. Opened in 1997, it is an incredible eight miles long, making it Canada's longest bridge and the world's longest crossing over icy waters.

Today, as you travel across this engineering wonder high above the strait below, notice that the bridge is curved to keep drivers alert while driving across.

In the province of New Brunswick, visit the Cape Jourimain Nature Centre, stroll the boardwalk, hike to the lighthouse, and/or browse in the gift shops. If you wish, you can climb to the top of the lookout tower to marvel at the breathtaking views of the bridge as it fades to the horizon and check out the huge bridge supports constructed to deflect icebergs.

Travel back across the span and through panoramic countryside en route to your ship.

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The Confederation Bridge: A promise realized: P.E.I.’s fixed-link bridge to Canada

June 2017 marks the 20th anniversary of the completion of the Confederation Bridge.

Owned by the Government of Canada, the bridge was built over Northumberland Strait to connect Prince Edward Island and New Brunswick on the mainland.

The Confederation Bridge was built, financed and operated as a P3 (public-private partnership) by private sector developer Strait Crossing Development Inc. (SCDI)

The bridge, which was opened for traffic May 31, 1997, is the longest in the world over ice-covered waters (eight miles/12.9 kilmometres). The anniversary was celebrated June 16 to 18, 2017 in the present-day Canadian fashion: BridgeFest 150, a weekend-long series of such family-friendly events as fireworks, a concert, guided tours of the bridge and a benefit fun-run for the only children’s hospital in Atlantic Canada.

In addition to being feted by kids and their families, the Confederation Bridge deserves to be honoured by industry as the successful result of a unique Canadian engineering and construction project.

"It’s been 20 years, and the bridge is working like a charm," said Michel Le Chasseur, general manager of Strait Crossing Bridge Ltd., which operates the Confederation Bridge. "It should have no trouble reaching its expected design life of 100 years."

John Gamble, president and CEO of the Association of Consulting Engineering Companies — Canada, calls the Confederation Bridge a good example of the contribution by the engineering profession to the quality of life in Canada.

"We’re very proud of it," Gamble said. "The engineering was very complex. It’s not an easy place to build a bridge, thanks to tough geotechnical conditions and the presence of winter ice."

Because the Confederation Bridge is still young, there is more detail in the public record about its design and construction than older Canadian mega projects.

Designed by a consortium headed by a joint venture of J. Muller International and Stantec Consulting Ltd., the structure has three parts: the 14-pier, 1.3 kilometre West Approach Bridge, extending eastward from Jourimain Island, N.B.; the seven-pier, 0.6 kilometre East Approach Bridge, extending westward from Borden-Carleton, P.E.I.; and the 44-pier, 11 kilometre Main Bridge, which joins the approach bridges.

Most of the bridge is 40 metres above sea level. At its highest point, the bridge is 60 metres above sea level, allowing large sea vessels to sail under the bridge between its piers.

The bridge design has several safety features:

Roadway curves ensure drivers remain attentive and reduce the potential for accidents;

The road surface is made of a long-lasting bituminous mixture that minimizes vehicle spray during wet weather;

Concrete barriers minimize visual distraction and serve as a windbreak; and

More than 7,000 drain ports enable rainwater and melting snow and ice to run off.

Designers of the $1-billion bridge developed some innovative solutions to the unusual challenges the project posed. The bridge comprises 175 major structural pieces, including the pier bases and shafts that sit on the ocean floor to support the bridge, as well as the main girders that are the backbone of the structure, that workers had to build and connect.

Special ice shields were designed and installed to protect the support piers from the pack ice that flows through Northumberland Strait every winter.

"The main challenge facing the design team was to demonstrate that the design could meet the requirement that it last 100 years, or twice the average bridge life span," said Eric Tromposch, vice-president and special discipline lead — bridge design in the Calgary office of Stantec Consulting Ltd., and one of the design engineers on the project.

"Our concept was to prefabricate the components on land using high-strength concrete and put them in place with a crane."

CONSTRUCTION

Because SCDI had promised the government that more than 90 per cent of the construction work would go to Atlantic Canadians, it bought a 165-acre farm in Borden, P.E.I., where it built a fabrication yard to construct the giant concrete girders and piers that would be the centre pieces of the bridge.

Construction, most of which was carried out at the on-shore staging facilities, began in October 1993.

After the pre-cast components of the Approach Bridge had been built in New Brunswick, they were transported by truck and barge to either end of the bridge site, where they were assembled in place by a twin launching truss.

For the larger components that were assembled to create the Main Bridge – some weighed more than 7,500 tonnes — crews in P.E.I. used a special purpose-built transporter.

The vehicle moved the components around the fabrication yard, and then out to a jetty where a crane ship picked them up and moved them into position in the Strait.

Global positioning systems, which were still new at the time, enabled engineers to place the components on the ocean floor within an accuracy of two centimetres. At peak production, 2,079 craft workers and 415 staff were employed in building the bridge. In total, more than 5,000 people were employed during the construction phase of the project.

A wholly-owned subsidiary of SCDI, Strait Crossing Bridge Limited, is responsible for managing, maintaining, and operating the bridge until 2032, after which time those responsibilities will be transferred to the Government of Canada.

Like many other Canadian mega-projects, the historical/political back story to the Confederation Bridge reveals just what is in the glue that binds the diverse regions of the country together. The factors leading to the decision to build a fixed-link bridge date back to 1873 and P.E.I.’s decision to join Confederation.

Because it was essential to have a link to the mainland, the island’s political leaders insisted the federal government establish and maintain a ferry service to carry mail and passengers year-round and that Ottawa’s commitment be enshrined in the terms of Confederation.

Over the years, ferry service improved with the construction of ships that could better handle the tough winter conditions in the Strait, but talk of a fixed-link crossing never disappeared. By the late 1980s, with the federal government facing increasing costs of subsidizing ferry service to the Island, Ottawa called for expressions of interest from private companies to build a bridge to the mainland.

Twelve groups submitted proposals and the federal government said it would back the project as long as P.E.I. supported it.

Despite the decades of complaints about the ferry service, the idea of building a fixed-link stirred controversy in P.E.I.. The debate divided the province, one side argued the bridge would bring too many people to the  island, endangering its distinct way of life. Its opponents said a bridge would increase tourism and provide a reliable and more cost-effective way to deliver products to the mainland.

The P.E.I. government did not take a public position and called for a plebiscite to decide the issue. In 1988 three out of five Islanders voted in favour of building a bridge to the mainland. The P.E.I. government approved the project with certain conditions.

It demanded from the federal government compensation and re-training for the more than 650 ferry workers who would lose their jobs, compensation for fishermen and -women whose fishing grounds would be disrupted by construction and a promise of substantial economic benefits to the island.

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15 Best Things to Do in Charlottetown, PEI

By Kieran Meeke

Last updated: May 14th, 2024

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Discover the best things to do in Charlottetown, the capital and largest town of Prince Edward Island (PEI). It’s a relaxed, friendly town, where people stop to chat in the street and nature is never far away.

The island was the home of the Mi’kmaq people for at least 10,000 years before the French arrived in the early 1700s. The British first landed in 1763, soon laying out the streets for a new settlement, then known as Charlotte Town.

Walking around, you can find traces of those layers of history, from Mi’kmaq crafts to English-style buildings. Enjoy its story, taste a lobster roll or the equally famous local potatoes and soak up the idyllic island scenery.

Enjoy Confederation Centre of the Arts

Confederation Centre of the Arts Photo by P. Hughes on Wikimedia Commons, licensed under CC BY-SA 4.0

The Confederation Centre of the Arts celebrates Canadian culture. Its opening in 1964 marked the 100th anniversary of the 1864 Confederation Conference.

The center has an art gallery and two theaters, which are at the heart of the annual Charlottetown Festival. This has a reputation for launching original productions, many of which have gone on to tour nationally or internationally.

The most famous of these is Anne of Green Gables—The Musical . This joyful show is now staged every two years, having previously run annually since 1965.

The art gallery holds 17,000 works of Canadian interest, including Inuit art and photographs. The center also has the original manuscript of Anne of Green Gables .

Snack at Founder’s Hall

Founder’s Hall Photo by Aconcagua on Wikimedia Commons, licensed under CC BY-SA 3.0

More than a food market, Founder’s Hall is a community hub and artisan shopping center. The largest outdoor patio in Charlottetown also shows off the Canadian love of drinking outdoors at every opportunity during the short summer.

The food vendors illustrate the diversity of modern Canada . You’ll find everything from French pastries and Mexican street food to Hawaiian shaved ice and Japanese sushi.

Another draw is the Charlottetown Waterfront Visitor Information Centre. The friendly staff are experts on anything you might need to know about PEI.

The building is a former repair shop for the island’s trains and locomotives. Its airy cast iron framework, dating to 1906, was lovingly restored in 2001.

Explore Great George Street

Great George Street

Great George Street Historic District runs northwest from Peake’s Wharf through the heart of downtown. The street is lined by historic Victorian houses, many of them now hotels, restaurants, galleries, or upmarket shops.

The street is named after England’s King George III, whose reign was from 1760 to 1820, an indication of its age. Its midway focus is the Confederation Arts Centre, with St. Dunstan’s Basilica nearby.

Province House

Beside the Confederation Arts Centre is Province House. This is the place where the then-new nation of Canada was formed, when delegates from all over British North America met in 1864.

Opposite St. Dunstan’s is a photogenic statue of two delegates in animated debate. More tangible souvenirs can be found in the many shops selling local crafts and art.

One of the best things to do in Charlottetown PEI is to take one of the regular walking tours of the district. Otherwise, soak up the atmosphere, perhaps while enjoying a Cows ice cream, voted Canada’s best.

Read: Best Fall Foliage Cruise Destinations

Admire Confederation Bridge

Confederation Bridge

The idea of a bridge linking Prince Edward Island to the mainland of New Brunswick dates to the energetic railway era of the 1870s. However, it was 1997 before the present road link replaced the often-unreliable ferry service.

One problem faced by ships was heavy winter ice. The eight-mile Confederation Bridge is the world’s longest over ice-covered water. The 62 piers are strong enough to withstand the impact of an iceberg. The two-lane highway, often facing high winds, has a speed limit of 50mph.

The bridge’s name is controversial, as many local people think “Confederation” is overused. Most call it “The Link” or, tongue firmly in cheek, “Span of Green Gables”.

Experience PEI National Park

Prince Edward Island National Park

“The woods call to us with a hundred voices, but the sea has one only—a mighty voice that drowns our souls in its majestic music.” So wrote Lucy Maud Montgomery, author of Anne of Green Gables , more than a century ago.

You can see the majestic landscapes that inspired these words in Prince Edward Island National Park. It protects woodlands, fields, and shore along the north coast of the island.

You can walk on trails that vary in length from short strolls to rugged hikes. For example, the Cavendish Dunelands trail stretches for a mile along the coast.

More visitors come for the magnificent sandy beaches that are backed by ever-changing dunes. Lighthouses, seabirds, and 12 miles of cycle trails add interest to any day out.

Visit Anne of Green Gables Heritage Place

Anne of Green Gables Heritage Place

This site within Prince Edward Island National Park welcomes thousands of fans of Anne of Green Gables every year. This red-haired, head-strong orphan was created by local author Lucy Maud Montgomery from her own real life experiences.

Her 1908 novel has sold 50 million copies, making Anne famous around the world. She is particularly popular in Japan, where her story evokes “kawaii”—the quality of being cute, romantic, and lovable.

The writer lived in an idyllic farmstead on the north shore. Her home is now at the heart of any visit, which should also include Green Gables Heritage Place. This was the setting for places made famous in the book. These include the Haunted Wood Trail, Balsam Hollow Trail, Lover’s Lane, and the babbling brook.

Stroll in Victoria Park

Victoria Park

This lovely public space stands on a small promontory jutting out into Charlottetown Harbour. Victoria Park has its own café, potter’s studio, skate park, and splash pool. You will also find survey markers (one a repurposed cannon) from the 1800s as you walk around.

At its center is Dead Man’s Pool, a small pond surrounded by legend. Some say it was dug to hide pirate treasure before it flooded. Of course, there’s also a story a murder victim was once thrown in, hence its name.

Dead Man’s Pool Photo by Larry on Flickr, licensed under CC BY 2.0

However, most people come to the park not to hide evidence of crime but for the boardwalk along the shoreline. Among the very best things to do in Charlottetown is to walk or rent a bike to enjoy the park’s serenity and the great harbor views.

Read: Best Time to Visit Canada

Stop at Prince Edward Battery

Prince Edward Battery

Sitting on a strategic site in Victoria Park since about 1805, the Prince Edward Battery was a key element of the harbor defense system. Its six muzzle-loaded cannon never saw serious action but some are still used on ceremonial occasions.

The battery, restored in 2001, consists of a sturdy magazine, stone walls, and sunken earthworks. The guns stand on wooden platforms in the style of military fortifications of the late 1800s.

The oldest three smooth-bore 18-pounder guns on reproduction wooden carriages are from the 1840s. The gun crews, despite never seeing action, won national marksmanship prizes in 1897 and 1907.

Today, the site is a prominent landmark on the scenic Victoria Park boardwalk. Its slight elevation and interesting historical signage make it a popular spot for any visitor to take a break.

Inspect the PEI Regiment Museum

PEI Regiment Museum Photo by Skaarup.HA on Wikimedia Commons, licensed under CC BY-SA 4.0

This small museum is a fascinating stop for anyone with an interest in military history. It’s in the Queen Charlotte Armoury, an active military unit.

Outside, you’ll find a Sherman tank along with other armored vehicles. Inside, there is memorabilia from all the theaters of war and time periods that local soldiers served in.

These include the early conflicts with the French, the Boer War, both world wars, and recent events in Afghanistan. Peacekeeping operations for the United Nations in the Middle East, Cyprus, and Bosnia are also recalled.

The sheer number of photos, uniforms, and thousands of other artifacts make for a cramped experience. However, never knowing what you might find next is part of the fun.

Browse Victoria Row

Victoria Row

Victoria Row is a set of fine brick Victorian buildings, now home to shops, restaurants, pubs, and cafés. You can also find an Anne of Green Gables shop, which will enthrall fans of the book.

The shaded sidewalk cafés are a great place to hang out and watch the world go by. Enjoying a lazy coffee or a long lunch here is one of the best things to do in Charlottetown if you enjoy people-watching. Opposite, in front of the Confederation Centre of the Arts, a line of picnic tables often hosts chess or checkers games, as well as picnickers.

This is a good place to find Canadian fashion, local crafts, or Maple Leaf souvenirs. The street is closed to vehicles and often has live entertainment.

Photograph Brighton Beach Lighthouse

Brighton Beach Lighthouse

Brighton Beach Front Range Lighthouse is a picturesque landmark on Charlottetown Harbour. Standing 40 ft tall, its white-painted wooden sides bear a vertical red stripe used for daylight navigation.

A “Range” lighthouse is a light that aligns with a twin tower behind it. This allows seafarers to better judge their approach to harbors or other narrow channels.

The pair here were built in 1889 to guide ships into the harbor. Sadly, the original Rear Range lighthouse was lost to a fire around 1930, but a 60-foot-high “Apple-Core” concrete tower stands in its place.

The survivor is a square, steeply tapering tower topped with a prominent square lantern room. A white maple leaf highlights two sides of the red beacon, making for a lovely souvenir photo.

Tour Beaconsfield House

Beaconsfield House

If you have ever wondered what it was like to be a wealthy Victorian merchant, then Beaconsfield House is for you. Built in 1877 for merchant James Peake, who made his fortune in shipbuilding, it was the finest house on the island.

Peake chose a large site on the waterfront and had the existing mansion moved across the road. The new home had 25 rooms, lavishly decorated with Chinese porcelain chandeliers and a stained glass window initialed “JP”.

Sadly, the Peake family only lived here for six years, with the house’s cost prompting his bankruptcy. After later serving as a nurses’ hostel, it was completely restored in 1973 as the island’s Heritage Centre.

This beautiful home, with its picturesque harborfront rose garden, now also hosts exhibitions and art shows. Take a guided tour to learn more about the Peake family and how they lived.

Hear Local Music in Back Alley

Record store

Anyone with a passion for obscure vinyl records will be thrilled to visit Back Alley Music on Queen Street. Both vinyl and CDs line the crowded shelves of this shop run by a couple who are real music enthusiasts.

They offer FairTrade coffee or tea while you browse or listen to a track or three of choice. It’s amazing to see such a range of new or used LPs in this distant corner of Canada.

PEI is famous for its music and you will understand why if you catch one of the in-store performances they host. If you are in urgent need of guitar strings etc, this is also the place to find them.

Not surprisingly, Back Alley Music has been voted among the best record stores in Canada. Pop in to find some music from Prince Edward Island as a souvenir.

Look for Angels in St. Dunstan’s

St. Dunstan’s Basilica

If you like churches, the High Victorian Gothic style of St. Dunstan’s Basilica is a must-see. It’s easy to spot as its twin spires are the highest point on Charlottetown’s skyline.

This Roman Catholic church was built from 1897 to 1907 by Quebec architect Francois-Xavier Berlinguet. After a fire in 1913, the exterior was faithfully restored, with the interior changed to a more English style.

Look around inside and you can find some 300 angels depicted in the decor. More dominant is the colorful stained glass window showing priests who formerly served the parish.

The organ was more than 75 years old when it was moved here from Montreal in 2012. It incorporates parts of St. Dunstan’s original 19th-century organ for a total of 4,000 pipes.

Hike or Bike the Confederation Trail

Confederation Trail

The Confederation Trail runs across Prince Edward Island from coast to coast. There is one main trail with several off-shoots (including a branch starting in Charlottetown), covering 300 miles of former railway track.

The rail bed has been converted into a multi-use trail, with motorized vehicles banned. A crushed stone surface makes for easy walking, running, or cycling.

Many parts of the trail run through remote areas of great natural beauty. You pass forest, countryside, farms, and marshland, each home to its own range of birds and other wildlife that Canada is known for .

As a former railway, the trail is well-drained and gradients are gentle. For those walking the whole length, there are plenty of accommodation and luggage shuttle services.

Charlottetown

Are you inspired to visit Charlottetown? Then browse our cruises to Charlottetown and plan your dream getaway.

Kieran Meeke

Kieran is a freelance travel writer who has lived and worked in 12 different countries, on every continent except Antarctica. He now spends his time between Kerry, Ireland, and Granada, Spain, while writing for newspapers and websites worldwide.

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Tight Squeeze

By maxout , November 1, 2010 in Holland America Line

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I think it will be a while before Hal has this problem... ;)

Picture is a link, click to go to the story...

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Is that a picture of the Allure going under the bridge in Denmark?

I heard they had to ballast it lower in the water, speed it up to get lower still, and had to retract the smokestacks to clear the bridge by a foot.

Thanks for the photo.

No, height is already a concern under some bridges. I've sailed on the Prinsendam (smallest ship in the HAL fleet) when we didn't have much clearance under some bridges.

Is that a picture of the Allure going under the bridge in Denmark? I heard they had to ballast it lower in the water, speed it up to get lower still, and had to retract the smokestacks to clear the bridge by a foot. Thanks for the photo.

Yes Ruth it is. If you click the picture it will take you to the story.

Krazy Kruizers

Our newspapers carried that picture yesterday of the Allure going under the bridge.

It's a great shot!!

HAL also has some close ones -- out of Tampa -- SunShine Skyway Bridge.

And other one is at Charolettetown, PEI - Confederation Bridge.

And these HAL ships are way smaller than the Allure.

Thanks for the link, that was really cool:D

Eurodam cannot go from Quebec City to Montreal the way Maasdam does as she cannot fit under the bridge. If the river is high, there's not a ton of clearance for Maasdam and even she has to be at the bridge according to the tide.

That's a fabulous photo of Allure. Thanks for posting it.

You ahould watch the Oasis of The Seas Video going under Thw Great Belt Bridge in Denmark on her way to Ft Lauderdale:

From a passenger's birds eye view:

And from someone on shore (this one has been sped up. I can tell that because even I know a ship would not go that fast under that bridge:) ):

Clicking the picture didn't take me anywhere, but when you have images turned off, nothing works the same way.

Thanks for confirming my guess.

Orlandocruiser

And from someone on shore (this one has been sped up. I can tell that because even I know a ship would not go that fast under that bridge:) ): Joanie

As a matter of fact if you watch the clip that is on CNN website which looks like an official Royal Caribbean release the Captain says that he had to speed up to go under the bridge because the extra speed creates some kind of suction effect which pulls the ship down a bit further into the water.:eek: (This clip is very interesting as it shows them retracting the stacks and shows how they increase the ballast to have the ship ride lower)

Our newspapers carried that picture yesterday of the Allure going under the bridge. It's a great shot!! HAL also has some close ones -- out of Tampa -- SunShine Skyway Bridge. And other one is at Charolettetown, PEI - Confederation Bridge. And these HAL ships are way smaller than the Allure.

Do the HAL ships ever gp under the Confederation Bridge? We were on Canada NE itinerary and didnt experience that.

It was VERY windy at the time, and I'm sure that factored into the equation. It was the same night we had high seas and 60-knot winds when only 30-knot winds were forecast.

Clicking the picture didn't take me anywhere, but when you have images turned off, nothing works the same way. Thanks for confirming my guess.

Here's the link. http://www.cnn.com/2010/TRAVEL/11/01/cruise.ship.bridge/index.html?hpt=T2

I have been on Maasdam repo's twice. One time we went under the Confederation Bridge, the other time we didn't and went the long way, retracing our route around the south end of PEI.

Going under that bridge took extreme precision navigation. There were pilots aboard, of course. There were these color-coded range lights that showed the helm the correct line to sail. They were so sensitive, that if you walked from one side of the Crow's Nest to the other. you could see the colors change as you walked, while still approaching the bridge from a distance.

We have also been on the Maasdam when she has gone under the Confederation Bridge -- quite a sight.

Ruth,   Here's the link.

Thanks, Sharon.

We do the Boston to Montreal to Boston cruise every year and always go under Confederation Bridge. We always enjoy that portion of our sail. The St. Lawrence was low this August after a hot, dry summer and that probably provided a little extra clearance. We are normally on our veranda on Navigation Deck and it is quite something to look up and see how little clearance Captain has to work with. :eek:

Wow I that is really neat. I guess I missed that as we were on the Eurodam, assuming she wouldn't fit if the Maasdam is a tight squeeze.

Eurodam sails as far as Quebec City and cannot make the bridge going to Montreal. Maasdam sails all the way to Montreal. That is the bridge that is 'tight fit' for Maasdam.

these "5000+" passenger floating zoos are actualy larger than a US Navy aircraft carrier !

The "allure carries almost 2000 more people than a carrier!!! .

It is 40 feet longer and 22% larger than a aircraft carrier.( the carrier 101,000 tons the allure 122,000 ) Not sure of the "epic"....:eek:

Is this crazy....why would any sane person consider these "cruise ships" they are like super tankers of people...

Vic The Parrot

It's a great shot, but I can't see myself going on her.

Too big, and ugly.

Hear, hear, Vic! The Norwegian Epic is even uglier, in my opinion. We like the smaller ships so much we're rethinking our plans for repeating the Circle Hawaii cruise in 2012, because the Vancouver-to-Seattle voyage is on Oosterdam instead of Zaandam. It all depends on the other 2012 offerings.

Just a sweet old-fashioned Mariner..........Well, maybe just old-fashioned.

Our local newspaper (Helsingborg, Sweden) has a great blog (in Swedish) reporting when the cruise ships are due to sail through the Öresund strait, between Sweden and Denmark. When something interesting's coming up, you'll see the enthusiasts :D lining up the key downtown, gazing out over the waters.

Since the Allure of the Seas passed by nearby (though Store Bält, not Öresund) there was an article in the local newspaper with more nice pictures here:

http://hd.se/helsingborg/kryssloggen/2010/10/31/varldens-storsta-kryssningsfartyg-under-stora-balt-bron/

Hear, hear, Vic! The Norwegian Epic is even uglier, in my opinion. We like the smaller ships so much we're rethinking our plans for repeating the Circle Hawaii cruise in 2012, because the Vancouver-to-Seattle voyage is on Oosterdam instead of Zaandam. It all depends on the other 2012 offerings.   Just a sweet old-fashioned Mariner..........Well, maybe just old-fashioned.   Mrs M

We (on Eurodam) were in port with Epic this week and I could not believe how ugly. There was positively nothing to admire IMO There was Oasis in Port Everglades and Epic in port...... Ugh.

Hawaiidan: "super tanker of people"........ What a great description!!

I read about the retractable smokestacks as well and wondered - when in the heck will they every need to use those again??

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Cruise ships to return to Baltimore two months after bridge collapse

Royal Caribbean and Carnival temporarily relocated to Norfolk after the Key Bridge collapse in March.

Cruises will soon set sail from Baltimore again, resuming operations two months after a cargo ship took down the Francis Scott Key Bridge.

In an X post on Wednesday, the Port of Baltimore revealed that Royal Caribbean International’s Vision of the Seas would leave on May 25 for a five-night trip to Bermuda. It will be the first cruise from a major carrier that leaves from Baltimore since the deadly bridge collapse on March 26.

The cruise line confirmed the news, saying in a statement it “looks forward to returning to the Port of Baltimore once again.”

Three major cruise lines sail from Baltimore, though only two had ships based at the port during the spring. No cruise ships were in port when the accident happened. After some scrambling , Royal Caribbean and Carnival Cruise Line both moved their Baltimore-based operations to Norfolk.

Carnival said in a statement that it plans to sail the Pride from Norfolk on May 19. That ship is expected to finish the cruise in Baltimore a week later. Because of those plans, the cruise line is encouraging guests to make their way to Baltimore ahead of the trip, and take a free, Carnival-provided bus more than 200 miles to Norfolk.

The ship is scheduled to leave Baltimore for a 14-day Greenland and Canada itinerary on May 26 before resuming seven-day Bahamas or Caribbean cruises.

“We remain in close contact with local, state and federal officials regarding the return of our operations at the Port of Baltimore,” Carnival said. The port said Wednesday it could only confirm Royal Caribbean’s schedule.

Norwegian Cruise Line does not have any Baltimore sailings scheduled until September. American Cruise Lines, a smaller company that operates river and coastal cruises, was able to start operating Chesapeake Bay trips from Baltimore earlier this month.

More than 444,000 people cruised out of Baltimore’s port last year, according to a news release issued by Maryland Gov. Wes Moore’s office.

Baltimore bridge collapse

How it happened: Baltimore’s Francis Scott Key Bridge collapsed after being hit by a cargo ship . The container ship lost power shortly before hitting the bridge, Maryland Gov. Wes Moore (D) said. Video shows the bridge collapse in under 40 seconds.

Victims: Divers have recovered the bodies of two construction workers , officials said. They were fathers, husbands and hard workers . A mayday call from the ship prompted first responders to shut down traffic on the four-lane bridge, saving lives.

Economic impact: The collapse of the bridge severed ocean links to the Port of Baltimore, which provides about 20,000 jobs to the area . See how the collapse will disrupt the supply of cars, coal and other goods .

Rebuilding: The bridge, built in the 1970s , will probably take years and cost hundreds of millions of dollars to rebuild , experts said.

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Maryland Bridge Collapse: Here’s the Impact on Cruises

Update: Carnival has announced that Carnival Legend, its ship based in Baltimore, will temporarily move to Norfolk, Virginia following the bridge collapse: 

“Carnival Legend is scheduled to return from its current voyage on Sunday, March 31. It will now return to Norfolk on Sunday, and guests will be provided complimentary bus service back to Baltimore. Carnival Legend’s next seven-day itinerary on March 31 will then operate from and return to Norfolk. Guests on the current and upcoming cruises are being informed of this change.”

“Our thoughts remain with the impacted families and first responders in Baltimore,” said Christine Duffy, president of Carnival Cruise Line. “We appreciate the pledge made by President Biden today to dedicate all available resources to reopen Baltimore Harbor to marine traffic as soon as possible. As those plans are finalized, we will update our future cruise guests on when we will return home to Baltimore, but in the meantime, we appreciate the quick response and support from officials in Norfolk.”

Original Article:

In one of the most dramatic videos we’ve ever seen, a loaded container ship destroyed a major bridge in Baltimore after it ran into one of the bridge footings in the middle of the night.

The 948-foot container ship Dali was leaving the Port of Baltimore around 12:30 a.m. on March 26. According to news reports , about an hour later it “began to slow and diverted off of its course.” The ship then hit a support pier of the Francis Scott Key Bridge — a major thoroughfare around the city.

Immediately after the impact, the span of the bridge collapsed. While traffic was thankfully lighter in the middle of the night, there were reports of cars and people falling in the water. There’s no word yet on casualties, but a number of people are said to be missing. Two people have been rescued so far.

You can see the moment of impact and the collapse here:

This is a major and tragic event. And while vacation may not be on too many people’s minds, this could also have an impact on cruises.

The Francis Scott Key Bridge was part of Interstate 695, which circles Baltimore. This bridged section spanned the Patapsco River, the waterway leading in and out of the port and city — including the Maryland Cruise Terminal where cruises embark.

In fact, the incident occurred just about five miles from the cruise terminal. With the geography of the area, it’s also the only way in and out from the cruise terminal for a ship.

You can see the location of the bridge in relation to the cruise port here:

With the bridge in the water, access to the port is essentially shut off. Given how recently this happened, it’s not clear yet when the river may open back up. Meanwhile, a number of ships are scheduled in the coming weeks.

Carnival Legend is set to return to Baltimore on March 31 . That gives five days before the ship is to arrive. It’s currently on a 7-day cruise to The Bahamas, according to CruiseMapper.com . 

Royal Caribbean’s Vision of the Seas — currently on a 12-day trip to the southern Caribbean — is scheduled to return on April 4 .

Cruzely reached out to both Carnival and Royal Caribbean to see about any changes to upcoming cruises. Royal Caribbean did not immediately respond .

Update: We received the following statement from Royal Caribbean:

“We are deeply saddened by the tragedy and collapse of the Francis Scott Key Bridge and extend our heartfelt prayers to all those impacted. We are closely monitoring the situation, and our port logistics team is currently working on alternatives for Vision of the Seas’ ongoing and upcoming sailings.”

Carnival told us that it was too early to comment on possible impacts and directed us to CLIA, the industry trade group as the incident impacts all cruises in the area.

Just based on the damage and the rescue operations, we expect it could be a few days until the situation is fully assessed and officials know better when vessel traffic can resume.

If you are on one of the upcoming cruises, then the cruise line will be in touch should there be any changes to the schedule . 

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Read next: park & cruise hotels for every port in america, popular: 107 best cruise tips, secrets, tricks, and freebies, related articles more from author, heavy storms created havoc for cruise passengers this past week, royal caribbean and u.s. government use cruise ship to evacuate americans from israel, cruise lines cancel trips & ports of call due to middle east conflict, weather; technical issues lead to major changes for some cruises (carnival & royal caribbean), how hurricanes idalia and franklin are impacting cruise schedules, as hurricane hilary aims at california, here’s the potential impact on cruises.

It would be useful to obtain comment from U.S. Customs and Border Protection, the federal agency responsible for enforcement of the Passenger Vessel Services Act. If the Carnival Legend and the Vision of the Seas do not return to Baltimore, but instead discharge their passengers at some other U.S. port, then Carnival Cruise Line and Royal Caribbean International will each be responsible for paying a fine of $941 per person for having violated the aforementioned cabotage law, at least in the absence of a PVSA waiver. The Carnival Legend, with a capacity of 2,124 passengers, and the Vision of the Seas, with a capacity of 2,050 passengers, would incur total fines of approximately $2 million each, an amount sufficient that the two cruise lines would likely seek a waiver. Yet, U.S. Customs and Border Protection itself states in its guidance that “[t]he PVSA can only be waived in the interest of national defense, pursuant to 46 U.S.C. § 501,” a condition that might not be applicable here.

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The Confederation Bridge – Canada’s Engineering Marvel

The Confederation Bridge, connecting Prince Edward Island (P.E.I.) to New Brunswick is an engineering marvel and an amazing sight to see. Stretching 12.9 kilometres (8 miles), the Confederation Bridge is Canada’s longest bridge. It is also the longest bridge over ice covered water in the world.

A view of the Confederation Bridge from Borden, P.E.I.

The story behind the astounding Confederation Bridge is a long time coming and an interesting one. It all begins centuries ago with desire to get to and from the island.

Table of Contents

Pre 1600’s – The Mi’kmaq

As a Mi’kmaq inhabitant, I live near Wuk’ta’mook (meaning “a crossing place”) where I can see the lands of Epekwitk (meaning “cradled on the waves” or “lying in the water”) across the plentiful waters. This is the closest point to the island (13 kilometres or 8 miles) known as the Abegweit Passage, so is my best route for canoeing across the wide waters, as my ancestors have done for many generations.

Travelling across the strait becomes much more difficult in winter with ice along the shores and a combination of open water and ice floes in the middle of the strait. A combination of paddling, pushing, and pulling is required to navigate this route. I finally make it to Pastue’kati (meaning “a place where sea crows are plentiful”). I am safely on Epekwitk island (now known as Prince Edward Island).

Showing the Abegweit Route between P.E.I. and New Brunswick.

1775 – Mail Service

As a mailman in February 1775, I have been tasked by Governor Walter Patterson to cross the Northumberland Strait by canoe. My trip begins from Wood Islands at the southern tip of Saint John’s Island (now Prince Edward Island).

The route takes me to Pictou Island then on to Pictou, Nova Scotia. In total, the distance is 37 kilometres (23 miles).  It is a tough go navigating the ice floes and open water, but I do succeed. From what I hear, another attempt will be made next winter.

1827 – A Changed Route

After 50 years of sporadic winter mail delivery from Prince Edward Island (formally changed from St. John’s Island in 1799), myself, Neil Campbell, and my partner Donald McInnis set off to cross the Northumberland Straight by the shorter route popular with the Mi’kmaq.

We depart with our canoe from Cape Traverse (Pastue’kati in Mi’kmaq) and successfully traverse the ice and water. We’ are told our success will mean all the mail will travel this new route going forward.

Map of P.E.I. showing various routes across Northumberland Strait over time

1834 – Ice Boats

Enough with using canoes over the treacherous Northumberland Strait in the winter. New ice boats now make the journey. These boats are a least 16 feet in length and carry no more than four passengers. Each passenger’s baggage can weigh no more than 20 pounds.

The ice boats become more optimized as time goes on. Heavy tin covers the hull to protecting the wood from damage. Iron clad runners on either side of the keel, allow for the ice boat to move more easily over flat ice.

Oars and a small sail propel the ice boats across the open water. Leather straps with harnesses assist my men in pulling the boat over difficult ice. The harnesses also save the men if they fall through the ice, which does happen on occasion.

Unfortunately, mother nature sometimes adds challenges to our winter crossings. On occasion, bad weather and difficult ice conditions prevent the ice boat from making the journey in one day. This is very dangerous for the crew and passengers due to risk of frostbite and hypothermia.

View of Confederation Bridge across the Northumberland Strait from P.E.I.

1873 – Joining Canada

The Queen of England is petitioned by the Canadian Parliament for Prince Edward Island to be admitted into the Dominion of Canada. One of the conditions for this entry is for efficient steam service between P.E.I. and the mainland year round, allowing continuous communication with Canadian railway system. This becomes enshrined in the Canadian Constitution.

As is said often, easier said than done.

Over the next 47 years, many attempts are made with newer and better steam ships to consistently travel across the Northumberland Strait through the winter. However, meeting the constitutional requirement of efficient steam service is elusive.

The first wooden-hauled steam ship tries to navigate the route between Georgetown and Pictou, but cannot withstand the Northumberland Strait ice.

A larger ship replaces the first, but also has its own challenges such as hull damage and occasionally getting stuck in the ice for days.

With pressure to achieve the promise of efficient steam service across the Strait, larger and larger ships are put into service over the years.

In 1917 the ferry route is changed to the shorter Borden to Cape Tormentine route. The ferry efficiency vastly increases with this new ferry route and a much more powerful ferry, capable of transporting 750 passengers along with 9 rail cars. Ice boats are no longer needed as backup for sporadic ferry service.

In 1947 the Abegweit ferry is added to the fleet. The Abegweit is twice as big as its predecessor and is the largest and most powerful icebreaker in the world for its day.

Retired in 1982, the Abegweit is now the clubhouse at Chicago’s Columbia Yacht Club on Lake Michigan.

The Abegweit Ferry at the Columbia Yacht Club, Chicago. (Photo credit Rickdrew Wikimedia Commons, cropped)

A Fixed Link – Beginnings of the Confederation Bridge

The constant pressure of attaining efficient service to Prince Edward Island pushes government to consider some form of fixed link to the mainland.

1885 – The Tube Proposal

One of the first proposals, made in 1885, consists of 5 miles of iron tubes, each 300 feet long and 15 feet in diameter. This 5 mile tube will sit on a thick slab of concrete in order to support a railway track.

Long earthen wharves will be built out into the Strait at both ends to meet the iron tube. Shorter tunnels of similar design are already in use in London, England in 1885.

The consideration of a bridge is ruled out as the low level of the bridge envisioned would interfere with ship traffic. Also, bridge building techniques in this time period would result in winter ice tearing away any summer progress.

Proposing the tunnel concept to the British Colonial Minister in 1886, the British government refuses involvement. Further appeal directly to Prime Minister Sir John A MacDonald is also unsuccessful.

1928 – The Causeway Concept

In 1928, two fixed link options are under study. The first, the tube or tunnel, has a price tag of $40 million. A very hefty sum in the day.

In a new option, a causeway will be built across the Northumberland Strait, with various sections allowing for boats and ships to pass. The big concern is how the causeway will withstand the ice forces in winter storms.

Also, the cost estimate of $46 million makes it even pricier than the tunnel option. Neither option gets support to move forward.

1962 – Another Causeway Proposal

In the early 1950’s, the island of Cape Breton is connects to mainland Nova Scotia with a 1.6 kilometres (1 mile) causeway and short bridge. This sparks renewed interest in connecting P.E.I. to the mainland of Canada.

In 1962, the Canadian Government agrees to pursue the design and construction of a fixed link. The winning design is a combination bridge, causeway, and tunnel. In 1965, the first awarding of contracts happens. Groundbreaking on P.E.I. for the highway approach commences.

In 1967, bids on the New Brunswick side are significantly higher. Reassessing cost estimates and considering alternative approaches drags on. This suspends further work at the time.

In 1968, a new federal government forms with Pierre Elliott Trudeau at the helm. Early 1969 brings the cancellation of the fixed link project. 

Offering a large Comprehensive Development Plan to P.E.I., discussion of a fixed link grows quiet.

With ever improving ferry service to and from Prince Edward Island, very little discussion regarding a fixed link is happening.

1982 – Private Investment Proposal

In 1982, a new study reviews a bridge proposal by Public Work Canada (PWC). By 1986, PWC has receives three proposals from private companies. Private financing is the major change from previous studies and proposals.

Now this piques the interest of the Government of Canada as they are dishing out big bucks to subsidize ferry service to and from Prince Edward Island.

Heck, a project that will help the government meet their constitutional obligations, not increase public debt, and eventually remove public ferry subsidies is well worth considering.

In 1987 Public Works Canada asks for expressions of interest for a fixed link which could either be a high level bridge, or a tunnel.

By mid-1987, private organizations submit 12 proposals. After careful review, a shorter list of seven proposals remains by late 1987. The Public Works Minister gives a green light for the project, conditional on P.E.I. public support.

1988 – The Plebiscite

Major discussions and debates arise across Prince Edward Island with a plebiscite scheduled for January 18, 1988. The question in the plebiscite reads:

“Are you in favour of a fixed link crossing between Prince Edward Island and New Brunswick?” Yes or No.

Arguments against the fixed link:

• Not enough information or time to discuss
• A fixed link will ruin our “Islandness” (identifying life on the island separated from all others)
• Love the ferry
• Environmental concerns
• Increased traffic
• Loss of ferry industry jobs
• Unsure of project economics
• Wind and ice may bring down the bridge
• Uncontrolled development
• Increased absentee ownership
• If you don’t know, vote “no”

Some feared the loss of their “Islandness”

Arguments for the fixed link:

• Economic benefits with easier access to mainland
• Increased convenience and getting off and on P.E.I.
• Reliable, low cost power and communication corridor
• Amount of fuel used by cars to cross the fixed link less than cost of fuel for ferry bringing cars over
• Hate the ferry
• If you vote ‘no’, you’ll never know

The result of the plebiscite is 59.4% YES and 40.6% NO, but with only a 65% voter turnout. Although the turnout is acceptable, it is nowhere the typical turnout of 85% to 90% for general elections. Perhaps the whole issue of having a fixed link or not isn’t a huge deal for many.

1992 – The Winning Bid

By late 1988, only three fixed link proposals remain. On May 27, 1992, the three private entities submit their final bids. On July 17, 1992 Straight Crossing Inc. (SCI)  is the winner of the long process

1993 – Litigation

Hope leads to disappointment as court cases delay construction. The cases involve potentially improper environmental procedures and a constitutional objection to the project.

With no further legal hurdles by mid 1993, the P.E.I. government agrees to the following wording:

“That a fixed crossing joining the Island to the mainland may be substituted for the steam service referred to in the Schedule.” This and related passages become part of the Canadian Constitution in 1994.  

1993 –  The Confederation Bridge Design

Although the motto for the construction workers is “It’s only a bridge,” it is one heck of a bridge.

The Confederation Bridge has an overall length of 12.9 kilometres (8 miles). This includes  1.3 kilometres (0.8 miles) New Brunswick side approach over shallow water, an 11.0 kilometres (6.9 miles) main bridge over deep water, and 0.6 kilometres (0.4 miles) P.E.I. side approach over shallow water.

There are a total of 21 approach bridge span sections, 43 main bridge span sections, and of course all the bases and pillars to support these spans.

View of the Confederation Bridge from Cape Jourimain, New Brunswick

The design criteria are daunting.

• The bridge needs to be many times safer than a typical highway
• Lifespan needs to be 2 to 3 times longer than a standard bridge (i.e. a 100 year lifespan).
• Achieve these under the ice, wind, and Maritime environment presented at the Northumberland Strait
• Assessment of multiple load conditions, including vehicles, wind, ice, ship collision, and seismic (earthquakes)

1993 – 1997 –The  Confederation Bridge Construction

The lighter approach bridge components are all built in the Bay Field, New Brunswick Staging Facility. Meanwhile, a Marine Atlantic ferry transports components destined for the P.E.I. side.

Then begins a search for a substantial, flat area for building and staging of the larger, main bridge components. Such an area is very close to the construction site however it is a functioning cattle farm. Negotiations ensue and the bridge builders buy the farm.

Confederation Bridge Construction Components (Drawing credit Niabot, Wikimedia Commons, labels added)

The completion of the P.E.I. Staging Facility in April 1995 allows the manufacturing pace to accelerate. This new staging area accommodates storage of components.

By mid 1995 the first pier shaft, with its ice shield (part of the bridge column), is complete. This is the section that sits just below and above the water line.

HLV Svanen double hulled bridge crane. (Photo credit Edwin van de Brug Wikimedia Commons)

Moving the much larger main bridge components (up to 7500 tonnes), requires specialized equipment. Introducing the HLV Svanaan, a 102 metre (335 ft) high twin-hulled floating craned specifically designed for bridge building across large expanses. Its lifting capacity is 8500 tonnes.

1996 becomes the busiest year for construction. Optimization of fabrication and placement times allow for fast work. At one point,  42 marine vessels of all sizes, work on the project.

The Confederation Bridge under construction with massive crane at work. (Photo credit Peter Dutton Wikimedia Commons, cropped)

In 1996, after receiving 2200 submissions, the most popular name submitted becomes the official name for the bridge.

On September 27, 1996, the “Confederation Bridge” becomes the official name. Ferry workers who are losing their jobs receive compensation. Fisherman accepting compensation throughout the construction receive their final payments.

Fishermen receive approximately $5 million over the construction period.

The Bridge Opens

In May 1997, the Confederation Bridge opens. The inauguration of Canada’s engineering marvel is a long time coming.

View of Confederation Bridge from Borden, P.E.I.

The ingenuity and skill of the design and construction teams is amazing with a spectacular result to prove it. 

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32 Comments

Wow, this is a wonderful explanation of this bridge and its history! Such a great piece of engineering, I wish I could drive its length. Is Canada still under British rule?

Thanks so much John. The Confederation Bridge is an amazing accomplishment for sure. Although our Canadian cash still displays a likeness of Queen Elizabeth, and is still part of the Commonwealth, Canada has gone it alone for 155 years. Who knew? 🙂

Thanks Dave.

We crossed it in 2011 but had no idea of the long history behind it.

Quite the amazing sight to see, isn’t it?

I love how you have structured this blog post with the early historical events and people. It is indeed an incredible achievement for all involved in this project. With so much to consider, including the costs involved. I hope to visit it myself one day, no doubt I will be gobsmacked.

Thank you so much Gilda. It took awhile to figure out how to portray the past challenges of getting off and on Prince Edward Island. You will indeed be amazed when you see the bridge in person!

A great post about the history of trying to span this body of water. I will be in PEI in a few days, I hope to see this marvel.

Thank you Darlene. Hopefully you will get that chance to see the bridge. Pretty amazing!

Just like any major infrastructure projects, there will always be those who are for and against the initiatives. Thanks for this brief history of the Confederation Bridge, Dave. Do you know how much the locals’ sentiment toward this bridge has or hasn’t changed since its inauguration? I’m curious whether over the years people have seen more benefits of connecting PEI to the mainland or not.

Thanks for your comments Bama, Although I haven’t seen any statistics, we found no opposition expressed to the bridge on our recent visit. It’s been 25 years since it opened, and I believe most PEI-ers are proud of their record-breaking bridge. The only complaints I heard was the cost of leaving the island on the bridge, which is the same cost as if taking the ferry.

It was interesting to see the early proposals and pauses to finally have this built during the 1990s! It is a marvel and the post also reminded me how much goes on behind the scenes with bridges Oh and it does not seem like it impacted the “island vibe” ☀️😊

Thanks for your thoughts Prior, It took a long, long time to finally come to an agreement and successful construction of the bridge. I believe technology needed to catch up with the concepts before it became a reality. From what we experienced on our visit, there is definitely strong island vibes in the air amongst the locals!

I drove over this Bridge in 2010 from New Brunswick to PEI and then when I was ready to leave there I put my truck on the ferry to Nova Scotia. I love the vote process outlined in your article: If you don’t know, vote “no” – If you vote “no”, you’ll never know. This applies to many “no” voting issues, doesn’t it? Sadly many just say “no” to everything because they don’t know. We really do need bridges. What an engineering feat they always are, but especially building over frozen water. Good one Canada!

Thanks Ginger! We wanted to do exactly what you did, but time constraints didn’t allow it. Next time for sure! I too, like how the ‘yes’ campaign turned the snappy comment “if you don’t know, vote no”. I’m sure they were hoping that people really don’t like too much change if they have a choice. Glad that the majority were looking forward to a better future, and a cool bridge to boot!:)

I had the pleasure to be on The Confederation Bridge this past June. Thank you so much for this wonderful history and explanation. It is greatly appreciated.

You are very welcome Donna. I enjoyed digging into the history of why and how it became a reality. An amazing sight to see, isn’t it?

What a feat of design and engineering this project is. It must be a spectacular sight. I love how you presented this story over time.

Thank you so much Carol. It truly is an amazing sight. It’s difficult a capture the entire bridge in on photo as it curves over the Northumberland Strait. Makes quite the cool visual effect.

Thank you for this interesting post! Would you know if there is a movie about the construction of this bridge from beginning to inauguration?

You are so welcome Hien! I do not know of a movie, but I did come across a 23 minute video that gives a brief history and the construction process. https://www.youtube.com/watch?v=FkJ4W9zwZmI

Obviously, you spent some time researching the information on the history of the bridge. Great factoids and you laid it out well.

Thanks John and Susan! Yes, I spent quite a time researching the history of crossing to PEI from the mainland.

We cycle-toured NS, PEI and NB for 4 wks. –before Confederation Bridge was built. So I haven’t had the pleasure/convenience of being on there yet. We also were in those 3 provinces on CAnada Day –I felt immensely patriotic.

Four weeks cycling in PEI, WOW. Now that sounds fun!! Hopefully you will get a chance to visit PEI again and experience the Confederation bridge!

Fascinating piece – really enjoyed the history. Any suggestions for ‘must sees’ on PEI would be appreciated since we’re off for a visit next week.

Thank you Carol! P.E.I. is such a beautiful province. You’ll have a wonderful time. We stayed at Victoria By the Sea which is a picturesque town on the south shore about 20 km east of Borden (Confederation Bridge). It has great shops and restaurants. I know their summer season is coming to an end soon. You might sneak in before some of the places close for the season. Charlottetown of course is worth strolling around. If you’re in to Anne of Green Gables, Cavendish and area on the north shore is worth checking out. There is also a wonderful preserves shop in New Glasgow, just inland from the north shore.

O this was fascinating! Thanks for the history. Of course it’s an amazing bridge, and really shows how very clever we humans can be, but I also loved the stories of what came before it was finally built.

Thank you so much Alison. Every time I relook at photos of the bridge, I also am amazed at the ingenuity of the design. It was a long time coming for the folks on P.E.I.

Oh how I enjoyed this post on the Confederation Bridge, Dave, and the history of this strait. Not only was the new bridge an engineering marvel, this article was too. Fascinating history over the centuries, wonderfully condensed. And the construction of the bridge with great photos and descriptions was terrific. Many thanks to you and cheers to Sue, too.

Thank you so much Jet. I loved researching the story behind the bridge. P.E.I. is a unique province in Canada and it faced interesting challenges and obstacles. The bridge itself is truly a work of architectural and engineering art. Hats off to the designers and builders!

Why is the bridge so high – 40m? Because of ice?

Just curious. I heard a few yrs back that there was either a road or passageway inside the bridge construction. Just wondering if this is true.

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Private Panoramic South Shore and Confederation Bridge

• Experience the breathtaking views of the South Shore on the Private Panoramic South Shore and Confederation Bridge tour.
• Tour the city of Charlottetown, famous for its Victorian government buildings and modern Confederation Centre of the Arts.
• Admire the world's largest multi-span bridge over a tidal current waterway at Borden-Carleton's Confederation Bridge.
• Wander around the charming seaside community of Victoria-by-the-Sea, engage with locals, and explore unique shops.
• Hurry to book your shore excursion now so you don't miss out on the captivating beauty of Prince Edward Island.

Prince Edward Island is one of eastern Canada's maritime provinces, off New Brunswick and Nova Scotia in the Gulf of St. Lawrence. The large island is marked by red-sand beaches, lighthouses, and fertile farmland, and is renowned for seafood like lobster and mussels. Charlottetown, the capital, is home to Victorian government buildings and the modern Confederation Centre of the Arts, with a theatre and art gallery.

Begin your journey with a local, knowledgeable and friendly guide who will provide you with a brief tour of the city of Charlottetown, and then make your way along the scenic central Coastal Drive passing through the heart of the South Shore, famous for its rolling hills, red cliffs and winding rivers.

Visit Borden-Carleton, home of Gateway Village and the Confederation Bridge. Spanning 12.9km (8 miles), this engineering marvel is the world's largest multi-span bridge over a tidal current waterway.

Continue to the seaside promenade of Victoria-by-the-Sea, a well-loved seaside community where visitors can enjoy the water view and walk through the town while chatting with locals. Enjoy some free time to stroll through the shops, take in the view, and maybe even grab chocolate at the Chocolate Factory.

Please Note: No entrance fees are included with this tour.

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Guidelines For Navigation Under The Confederation Bridge (2009) - TP 13681 E

From: Transport Canada

Table of Contents

Document information, 1.0 introduction, 2.0 short title, 3.0 definitions, 4.0 application, 5.0 general guidelines for all vessels, 6.0 navigation guidelines for vessels over 1,500 grt, 7.0 navigation guidelines for vessels 1,500 grt and under – transiting the near shore navigation channels, 8.0 temporary instructions and prohibitions.

Responsible Authority: The Regional Director Marine Safety Atlantic Region is responsible for this document, including any change, correction, or update.

Approval: Scott Kennedy Regional Director, Marine Safety, Atlantic Region

Original Date Issued: December 2003 Date Revised: December 2009

© Her Majesty the Queen in Right of Canada, as represented by the Minister of Transport, 2003. Permission is granted, by Transport Canada, to copy this TP 13681E as required. While use of this material has been authorized, Transport Canada shall not be responsible for the manner in which the information is presented, nor for any interpretations thereof. This TP 13681E may not be updated to reflect amendments made to the original content. For up-to-date information, contact Transport Canada.

TP 13681E (10/2009)

Document Information:

Title: Guidelines for Navigation Under the Confederation Bridge TP No. 13681E Catalogue No. T29-1/2003E Edition 1 RDIMS #5459561 ISBN 0-662-35581-4

Originator:

Office of the Regional Director Transport Canada, Marine Safety 45, Alderney Drive, P.O. Box 1013 Dartmouth, Nova Scotia B2Y 4K2

Telephone: (902) 426-2060 Fax: (902) 426-9049 E-mail: [email protected] URL: http://www.tc.gc.ca/eng/atlantic/menu.htm

Last Review: Next Review:

1.1 The Confederation Bridge (the Bridge) provides a road transportation link between Canada's mainland and the island province of Prince Edward Island pursuant to the Prince Edward Island Terms of Union . The Northumberland Strait (the Strait) is a navigable body of water and the Bridge was built in accordance with permits issued pursuant to provisions of the Navigable Waters Protection Act , which preserves the navigation rights of vessels that have traditionally used these waters.

1.2 Vessels of over 1,500 Gross Register Tonnage ( GRT ) are required to utilize the central navigation channel. Local vessels, 1,500 GRT and under, that are engaged in local traffic, may utilize the designated "near shore" navigation channels located on either side of the Strait.

1.3 The Bridge has been designed to meet a government prescribed Safety Index of 4.25 - this is also known as the Beta (β ) factor. The Safety Index is affected by the frequency, speed and displacement of the vessels that use the Strait.

1.4 The central navigation channel, as defined in 3.1, is a compulsory pilotage zone pursuant to regulations made under the Pilotage Act . These regulations became effective on 1 October 1997. Pilotage is compulsory for all foreign vessels and for all Canadian vessels over 1,500 GRT , as defined in the Atlantic Pilotage Authority Regulations .

1.5 The Northumberland Strait is a body of water that is subject to seasonal ice conditions and, because of the presence of the Bridge, vessels are not able to utilize the "shore leads" within ten miles on each side of the Bridge and must use the designated central navigation channel. In order to protect both the ship and the pier from damage due to allisions, the transiting vessel will require icebreaker support for the transit under the Bridge and ten (10) nautical miles each side. In order to avoid dangerous situations developing, Transport Canada ( TC ) and the Department of Fisheries and Oceans through the Canadian Coast Guard ( CCG ) may declare the Northumberland Strait an active ice control zone and, when conditions warrant, prohibit entry of vessels into the Strait pending the arrival of an icebreaker escort.

1.6 Traffic in the Northumberland Strait in the area of the Bridge is regulated by the Vessel Traffic Services Zones Regulations .

1.7 When the Strait is declared an active ice zone and ice is present in the navigation channel the transiting vessel must be escorted by a suitably sized icebreaker.

1.8 Any inquiries or comments on these guidelines should be addressed to:

Regional Director, Marine Safety Transport Canada Atlantic Region 45 Alderney Drive PO Box 1013 Dartmouth, N.S. B2Y 4K2

Telephone: (902) 426-2060 Fax: (902) 426-9049

These guidelines may be cited by the short title "The Confederation Bridge Navigation Guidelines".

3.1 For the purpose of these Guidelines:

"Central navigation channel" is located between pier P21 located at position 46 0 12' 38.99" N , 63 0 45' 04.02" W and pier P22 located at position 46 0 12' 32.85" N , 63 0 45' 11.62" W . These piers are identified on each side by fairway buoys, RACON s, daybeacons, red and green pier lights, centre span lights and sector lights. Details can be found in Annex 1 of these Guidelines, CCG publication List of Lights, Buoys and Fog Signals and on Canadian chart number 4406.

3.2 "Local traffic" and "local vessels" make reference to any vessels under 1,500 GRT operating from ports located in the Northumberland Strait Area.

4.1 The Confederation Bridge Navigation Guidelines apply to all vessels intending to transit under the bridge or navigating in its proximity.

4.2 These guidelines are not intended to replace any applicable regulations pursuant to the Canada Shipping Act . However, they are intended to bridge the gap and provide specific recommendations promoting increased safety of shipping and protection of life, property and the marine environment.

4.3 The effective date for implementation of the guidelines is 1 December 2003

5.1 No vessel should transit the Bridge in inclement weather or ice conditions, which prejudice its navigability to such an extent that it is unable to fully control and maintain its course, speed, and directional stability during the transit.

5.2 No vessel should transit the Bridge in conditions of reduced visibility of less than ten (10) vessel lengths.

5.3 No person should navigate or operate any vessel in a manner that is dangerous to any person, property, that vessel, or any other vessel, having regard to all circumstances, including nature and condition of the waters being navigated, and use that is or might reasonably be expected to be made in those waters.

5.4 Navigation may be prohibited or limited for periods when the Strait is declared to be an active ice control zone by TC / CCG . All vessels seeking transit under the Bridge when ice is present in Northumberland Strait must check with CCG Ice Operations by contacting Northumberland Traffic or Ecareg Canada.

5.5 When the Strait is declared an active ice control zone and ice is present in the navigation channel the vessel must be escorted by a suitably sized icebreaker for the transit under the bridge and for ten (10) nautical miles each side.

5.6 No vessel over 500 GRT , solely propelled by sail, should transit the Bridge.

5.7 All vessels should comply with the Vessel Traffic Services Zones Regulations .

5.8 All vessels of 20 metres or more in length should maintain a continuous listening watch on channel 16 and channel 12 VHF between East Point and West Point, Prince Edward Island.

5.9 In addition to the reports made pursuant to the Vessel Traffic Services Zones Regulations , vessels subject to the regulations should, when intending to proceed within five (5) nautical miles of the Bridge, also report to Northumberland Traffic:

• ETA fairway buoy.
• Draft, displacement in tons, air draft and name of local agent if not registered in Canada.
• When the vessel has an accident or a malfunction of its machinery, equipment or a deficiency in its crewing that may impair its safe navigation.
• Where an obstruction or other hazard is identified in the navigation channel.
• In the case of a towing vessel, where the towing vessel is having or anticipating difficulty in controlling its tow.

5.10 Towing vessels:

• Should not drop anchor or anchor its tows in such a manner that they may swing across the central navigation channel.
• Should not, when engaged in arranging its tow, obstruct the navigation of other vessels.
• Should shorten its towing arrangement to the shortest extent possible without compromising safety. When the towline exceeds 75 metres a suitably sized tug should be secured to the stern of the last vessel being towed.

6.1 The navigation route for vessels over 1,500 GRT transiting the Confederation Bridge is through the central navigation channel.

6.2 Vessels should approach and follow the course line extending between the two Strait Crossing fairway buoys (private) light list numbers 1017.7 and 1017.75.

6.3 The waters five (5) nautical miles either side of the Bridge are designated as an area of alternating one way traffic for vessels having a tonnage in excess of 1,500 GRT . Except in emergencies or if required during ice breaking operations no such vessel should overtake another such vessel, meet such another vessel, "come about" or anchor within one quarter (1/4) mile either side of the centerline of the central navigation channel.

6.4 Restrictions for vessels transiting the central navigation channel:

• 6.4.1 Maximum Displacement Passenger vessels 33,500 long tons Cargo vessels 47,000 long tons
• when the bow is under the span and the vessel is on track, or
• when circumstances demand, in order to maintain steerage of the vessel to keep it on track
• 6.4.3 Maximum air draft (higher high water, large tides) - 48 metres

7.1 Local vessels 1,500 GRT and under, that are engaged in local traffic, may utilize the designated "near shore" navigation channels located on either side of the Strait.

7.2 The near shore navigation channels are designated between piers P3 and P4, P4 and P5, P42 and P43, P43 and P44. Piers are located as follows:

• P3) 46 0 14' 33.29" N , 63 0 42' 53.76" W
• P4) 46 0 14' 26.92" N , 63 0 43' 00.96" W
• P5) 46 0 14' 20.54" N , 63 0 43' 08.16" W
• P42) 46 0 10' 36.07" N , 63 0 47' 53.11" W
• P43) 46 0 10' 30.16" N , 63 0 48' 01.09" W
• P44) 46 0 10' 24.23" N , 63 0 48' 09.02" W

7.3 Restriction for vessels transiting the near shore channels:

7.3.1 Maximum Speed over ground - 11 knots

7.3.2 Maximum air draft (higher high water, large tides) - 28 metres

8.1 Notwithstanding anything in these Guidelines where, in the opinion of the Regional Director, Marine Safety, compliance would be impossible, impracticable or unsafe, or would cause a risk of pollution because of route obstructions, a casualty, an accident on the bridge, the weather, ice conditions, water levels, or other unforeseen or temporary circumstances, the Regional Director, Marine Safety, may instruct vessels to proceed in a certain manner or by a certain route, or to anchor in a certain place or prohibit vessels from proceeding or anchoring.

8.2 Special requests to transit under the Confederation Bridge by vessels not conforming to these guidelines must be submitted in writing to the Regional Director, Marine Safety, at least thirty (30) days before the planned transit. This submission must contain the following:

• Name of vessel
• Displacement tonnage
• Maximum air draught
• Maximum breadth
• Maximum draught
• Name of local agent if not registered in Canada

The Regional Director, Marine Safety, may require additional information and/or arrangements before transit is permitted.

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Confederation Bridge Race / Cruise

• Charlottetown to SummerSide

Race/Cruise July 26, 2024

• SummerSide to Charlottetown

Race/Cruise July 27, 2024

July 26th, 2024, charlottetown to summerside race / cruise.

Fire up your engines or raise your sails on the morning of July 26th and join the flotilla of power and sail boats departing the Charlottetown harbour.

As you pass through the narrows of the Charlottetown harbour, look to your right and you will see the remains of the historic site of Fort Amherst.

Sail under the Confederation Bridge, the longest free-standing bridge over Ice-covered waters in the world!

Fortunately you won’t have to worry about ice this time of year. Prince Edward Island has the warmest waters north of the Carolinas thanks to the Gulf Stream effect.

What conditions can you expect? Wind is typically consistent around this time of year and fog is quite rare.

Tie up in the protected shelter of the Summerside Yacht Club and enjoy the party on land with fresh island seafood, live music, and the famous Summerside hospitality.

july 27th, 2024

Summerside to charlottetown race / cruise.

Set sail with us on July 27th, as we depart the Summerside Yacht Club to join the bustling flotilla of power and sailboats headed for CYC.

Take in the majestic sight of the MacCallum’s Point Lighthouse and breakwater on your port side. Cruising down the south shore of PEI and under the Confederation Bridge, enjoy views of red sand cliffs and lush green grass as you make way towards St. Peters Island.

Entering the final stretch through the mouth of the Charlottetown harbour, you can look forward to a BBQ at the Charlottetown Yacht Club as boats arrive. Trade in your deck shoes for dancing shoes as the Salt & Sol Restaurant hosts live music, and an abundance of cold beverages to go around.

Course map – Not for navigation purposes

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