Agassiz-Rosedale Bridge

In earlier times, First Nations offered passenger travel across by canoe.{{cite thesis | url=https://open.library.ubc.ca/media/stream/pdf/831/1.0098631/1 |last=White |first=George Brooks |pages=20–21 (17–18) |title=A history of the eastern Fraser Valley since 1885 |year=1937 |type=MA |website=library.ubc.ca}} In 1901, J. and M. Vallance and Walter McGrath, assisted by George Noble Ryder, commenced an on-request, seasonal ferry service using a rowboat, small scow, and horse. The southern dock, named "McGrath's Landing", remained the Rosedale terminal until 1922. In 1907, Charles A.P. Gill and G.N. Ryder replaced the service with a seven-hp launch and scow, providing subsidized daily and an on-call trips.{{sfn|Heritage Preservers of Rosedale and District|1988|pp=92, 147, 213 (302, 357, 423)}}{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0064445#p137z-2r0f:%22Ryder%22 |page=138 (B141) |title=Public Accounts, 1908–09 |website=library.ubc.ca}}

In 1909, Patrick McGrath and son Walter launched the 15-hp Lady Fraser. The next year Walter was awarded the government franchise for the crossing, ending the former enterprise. In 1914, he introduced a larger 30-hp launch and sold the former one.{{sfn|Heritage Preservers of Rosedale and District|1988|p=147 (357)}} In 1917, a 7am–8pm free ferry service with a fixed subsidy was tendered, but Walter's bid was unsuccessful. After two other operators abandoned their contracts, Walter resumed the service a year later.{{sfn|Heritage Preservers of Rosedale and District|1988|p=147 (357)}} Five round trips were made daily.{{Cite web | url=https://open.library.ubc.ca/viewer/xkelownarec/1.0180607#p0z-3r0f:%22Agassiz%22 |page=1 |title=Kelowna Record |date=5 Sep 1918 |website=library.ubc.ca}}

In 1920, tolls were introduced.{{Cite web | url=https://open.library.ubc.ca/viewer/xabpost/1.0168523#p0z-2r0f:%22Rosedale-Agassiz%22 |page=1 |title=Abbotsford Post |date=20 Aug 1920 |website=library.ubc.ca}} In 1922, the government took over the service previously contracted to a private operator. The new ferry called Sea Wolf was nine-automobile capacity, {{convert|60|by|26|ft|m|0|order=flip}}, double ended, wooden hull, and powered by two 35-hp gasoline engines.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0225920#p21z-3r0f:%22ferry%22 |pages=22, 72 (C12, C40) |title=Minister of Public Works annual report, 1922–23 |website=library.ubc.ca}} A new toll structure and schedule were introduced for the five-times daily crossings.{{Cite web | url=https://open.library.ubc.ca/viewer/xabpost/1.0168777#p2z-2r0f:%22ferry%22 |page=3 |title=Abbotsford Post |date=9 Jun 1922 |website=library.ubc.ca}}

Duke Patterson was the ferry captain 1922–1929, when a change of provincial government terminated his employment.{{sfn|Heritage Preservers of Rosedale and District|1988|pp=192–193 (402–403)}} G.N. Ryder was an assistant purser and deck hand throughout this period.{{sfn|Heritage Preservers of Rosedale and District|1988|p=213 (423)}} In 1926–27, crew numbers were doubled for an extra weekend shift to handle increased traffic to the new Harrison Hot Springs Hotel.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0300556#p18z-3r0f:%22Harrison%22 |page=19 (P11) |title=Minister of Public Works annual report, 1926–27 |website=library.ubc.ca}} In early 1928, tolls increased and the site was relocated upstream to shorten the crossing distance from {{convert|2200|ft|m|0|order=flip}} to {{convert|700|ft|m|0|order=flip}}.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0368879#p19z-3r0f:%22Agassiz-Rosedale%22 |pages=20, 23 (U12, U13) |title=Minister of Public Works annual report, 1927–28 |website=library.ubc.ca}} That year, vandals almost destroyed the Agassiz floating wharf by attempting to set it adrift.{{Cite web | url=https://arch.tnrl.ca/pages/search/index.html?browse=false&s=ferry&f_pub=-1&f_year=1928&f_month=7&f_day=20 |page=A5 |title=Merritt Herald |date=20 Jul 1928 |website=arch.tnrl.ca}} The next year, the surplus Eena from Mission replaced the smaller Sea Wolf.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0300612#p14z-3r0f:%22Agassiz-Rosedale%22 |page=15 (S9) |title=Minister of Public Works annual report, 1928–29 |website=library.ubc.ca}} In 1929–30, a new Agassiz landing was built.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0300534#p10z-3r0f:%22Agassiz-Rosedale%22 |page=11 (T7) |title=Minister of Public Works annual report, 1929–30 |website=library.ubc.ca}}

Entering service in 1930, the new 20-automobile capacity ferry{{Cite web | url=https://open.library.ubc.ca/viewer/nelsondaily/1.0400501#p3z-2r0f:%22ferry%22 |page=4 |title=Daily News |date=24 Jul 1930 |website=library.ubc.ca}}{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0300610#p8z-3r0f:%22Agassiz-Rosedale%22 |page=9 (G7) |title=Minister of Public Works annual report, 1930–31 |website=library.ubc.ca}} was called Agassiz. In 1932–33, this vessel was relocated to be the Ladner Ferry and was replaced by the Eena again. That year, J.T. Henley was awarded a five-year franchise for the service previously operated by the Department of Public Works.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0308240#p6z-3r0f:%22Agassiz-Rosedale%22 |page=Q7 |title=Minister of Public Works annual report, 1932–33 |website=library.ubc.ca}}

In 1934, two 106-hp Ruston-Lister diesel engines replaced the 15-year-old 90-hp Wisconsin engines in the Eena.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0306432#p16z-3r0f:%22Eena%22 |page=17 (T11) |title=Minister of Public Works annual report, 1934–35 |website=library.ubc.ca}} Although river ice suspended operations for brief periods each winter, the ice shutdown was January 27 to March 1 in 1937.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0307361#p20z-3r0f:%22Agassiz-Rosedale%22 |page=21 (X15) |title=Minister of Public Works annual report, 1936–37 |website=library.ubc.ca}} In 1939–40, summer sailings were extended to 10pm.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0314091#p19z-3r0f:%22Agassiz-Rosedale%22 |page=20 (P16) |title=Minister of Public Works annual report, 1939–40 |website=library.ubc.ca}}

In 1944 was the final charging of ferry tolls.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0319110#p68z-3r0f:%22Agassiz-Rosedale%22 |page=69 (Q52) |title=Minister of Public Works annual report, 1943–44 |website=library.ubc.ca}} In 1947–48 the Rosedale winter landing was reconstructed.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0340109#p29z-4r0f:%22Rosedale%22 |page=30 (N20) |title=Minister of Public Works annual report, 1947–48 |website=library.ubc.ca}} When the June 1948 flood destroyed the Agassiz landing, a temporary floating one was installed.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0340881#p21z-4r0f:%22ferry%22 |page=O22 |title=Minister of Public Works annual report, 1948–49 |website=library.ubc.ca}}

In 1951, the surplus 20-automobile capacity Agassiz from Ladner was refitted and replaced the 10-automobile capacity Eena. The franchise charter was discontinued and the Department took over the operation. The ice shutdown was December 19, 1951 to February 13, 1952.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0348086#p15z-4r0f:%22Agassiz-Rosedale%22 |pages=16, 36 (P17, P37) |title=Minister of Public Works annual report, 1951–52 |website=library.ubc.ca}} In January 1954, 20 passengers were stranded for eight hours when the ferry lodged on a sand bank. Passengers either waded or scrambled over ladders to reach shore. The ferry was refloated the next day with the aid of tugs.{{Cite web | url=http://pgnewspapers.pgpl.ca/fedora/repository/pgc:1954-01-11-01 |page=1 |title=Prince George Citizen |date=11 Jan 1954 | website=pgnewspapers.pgpl.ca}}

In June 1955, when floods damaged the Rosedale landing, heavy vehicles could not use the ferry for several weeks. After a span collapsed on the Mission railway/highway bridge in July, ferry hours increased to 16 hours, then 24 hours. In August, a new landing was improvised downstream.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0349122#p26z-4r0f:%22flood%22 |page=N27 |title=Minister of Highways annual report, 1955–56 |website=library.ubc.ca}}

The 24-hour service continued until the ferry ceased operations on October 31, 1956.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0354204#p26z-4r0f:%22Agassiz-Rosedale%22 |page=J27 |title=Minister of Highways annual report, 1956–57 |website=library.ubc.ca}} Apart from the train and the westward road over Mt. Woodside opened in 1926, the ferry had provided the only access to Agassiz.{{cite news |id={{ProQuest|374293733}} |title=A dream comes true-50 years ago |newspaper=The Agassiz-Harrison Observer |date=8 November 2006 }} Although the ferry had long been considered an unsuitable relic, a fear by many local businesses that easier access would threaten their livelihood became a reality.{{Cite web | url=https://www.agassizharrisonobserver.com/community/celebrating-125-agassiz-rosedale-bridge-sign-of-progress-monument-to-disappointment |title=Agassiz-Harrison Observer |date=13 Jan 2020 |website=www.agassizharrisonobserver.com}}

The Agassiz was overhauled, new engines installed, and renamed the T'Lagunna and began service in June 1957 as the Albion Ferry.{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0355425#p49z-3r0f:%22completely%22 |page=G50 |title=Minister of Highways annual report, 1957–58 |website=library.ubc.ca}}

In 1954, contracts were awarded for the substructure to Northern Construction Co ($1,699,058), superstructure to Western Bridge & Steel Fabricators ($1,134,926), approaches to Dominion Bridge Company ($372,727), and steel fencing to Westminster Iron Works ($80,064).{{Cite web | url=https://open.library.ubc.ca/viewer/bcsessional/1.0348914#p87z-3r0f:%22Agassiz-Rosedale%22 |page=K88 |title=Minister of Public Works annual report, 1954–55 |website=library.ubc.ca}} J.W. Stewart Limited is also listed as a contractor. C.K. Saunders was the design engineer. The {{convert|6130|ft|m|adj=on|order=flip}} bridge{{Cite web | url=https://historicbridges.org/bridges/browser/?bridgebrowser=britishcolumbia/agassizrosedalebridge/ |title=Agassiz–Rosedale Bridge |website=historicbridges.org}} cost about $4 million. Construction took more than two years.{{Cite web | url=https://www.agassizharrisonobserver.com/news/community-newspaper-week-witnessing-the-bridge |title=Agassiz-Harrison Observer |date=28 May 2022 |website=www.agassizharrisonobserver.com}}

Prior to the opening, residents were unhappy that a four-lane span had not been the chosen design. The bridge was officially opened on October 31, 1956. Premier W. A. C. Bennett cut the ribbon and Highways Minister Phil Gaglardi was emcee. Four days of festivities followed.

The single use toll was 50 cents, reduced to 25 cents for a book of tickets limited to a 30-day period.{{Cite web | url=https://www.newspapers.com/search/#lnd=1&query=%22Agassiz-Rosedale%22&ymd=1956-10-02&t=11420 |page=1 |title=Vancouver Sun |date=2 Oct 1956 |quote=Automobile toll on the Agassiz–Rosedale Bridge will be 50 cents for "transient" traffic and 25 cents for commuters…."The basic toll of 50 cents is modified for the benefit of local residents by commutation tickets costing 25 cents net, if limited to 30 days or 40 cents unlimited,"…. |website=www.newspapers.com}} Months later, the bus and truck toll was reduced by 40 per cent for a book of 20 tickets.{{Cite web | url=https://www.newspapers.com/search/#lnd=1&query=%22unaffected%22and%22books%22&ymd=1957-02-20&t=3351 |page=1 |title=Chilliwack Progress |date=20 Feb 1957 |quote=…buses and trucks over ½ ton will be able to get a 40 per cent discount on books of 20 tickets. |website=www.newspapers.com}} An automobile book of 10 tickets was later reduced to $2. The bridge became toll free from April 1, 1963.{{Cite web | url=http://pgnewspapers.pgpl.ca/fedora/repository/pgc:1963-01-08-05 |page=5 |title=Prince George Citizen |date=8 Jan 1963 | website=pgnewspapers.pgpl.ca}}

In 1957, a {{convert|30|in|cm|adj=on|order=flip}} natural gas pipeline was installed below the bridge deck.{{Cite web | url=https://www.newspapers.com/search/#lnd=1&query=%22springs+areas%22&ymd=1957-07-03&t=3351 |page=8 |title=Chilliwack Progress |date=3 Jul 1957 |quote=…the pipe which will convey gas…,30 inches in diameter, will make an elbow turn on to the Agassiz–Rosedale bridge |website=www.newspapers.com}}

In 1987, the bridge was a site location for the movie Stakeout.{{cite magazine |url=https://www2.gov.bc.ca/assets/gov/driving-and-transportation/reports-and-reference/road-runner/newsletters/1987_07_summer.pdf#page=15 |last=Proudfoot |first=Mike |title=British Columbia Road Runner: Highways Personnel Involved In "Stakeout" |date=1987 |volume=1 |issue=2 |pages=15–17 |website=www2.gov.bc.ca}}

In a 1993 head-on collision with a semi-trailer, the three occupants of a car were killed.{{Cite web | url=https://www.newspapers.com/clip/37059189/the-chilliwack-progress |page=3 |title=Chilliwack Progress |date=28 Jan 1994 |website=www.newspapers.com}}

In a 2002 head-on collision, the two drivers were killed and a semi-trailer plunged into the river.{{Cite web | url=https://www.newspapers.com/search/#lnd=1&query=%22Agassiz-Rosedale+Bridge%22&ymd=2002-03-24&t=3351 |page=1 |title=Chilliwack Progress |date=24 Mar 2002 |quote=Workers continue repairing a section of the Agassiz–Rosedale Bridge after a collision involving a car and a truck. A semi-trailer crashed through the guard tail, Thursday and into the Fraser River 100 feet below, where the truck and driver remain at the bottom of the river until police divers and a wrecking crew can safely remove them. Two men were killed. |website=www.newspapers.com}}

In 2019, the piers 7 and S1 foundations were joined as part of a seismic upgrade.{{Cite web | url=https://coquitlamridge.com/our-services/bridge-structures/agassiz-rosedale-bridge-pier-7-seismic-retrofit |title=Agassiz-Rosedale Bridge Pier 7 Seismic Retrofit, 2019 | website=coquitlamridge.com}} The main channel of the river, which was closer to Agassiz in 1956, has since moved closer to Rosedale, which destabilised pier 7. In 2022, a further $25 million was budgeted for upgrades that include joint replacements, repairs to steel components, and a new coating for the steel to minimize deterioration. Maximum traffic capacity is projected by 2057. A 2012 recommendation to widen the bridge deck and create a safe space for pedestrians and cyclists is not being pursued.{{Cite web | url=https://fvcurrent.com/article/agassiz-rosedale-bridge-obsolete |title=Fraser Valley Current |date=10 Mar 2022 | website=fvcurrent.com}} Since the bridge has never been safe to cross on foot or by bike, residents continued to lobby for action.{{Cite web | url=https://www.agassizharrisonobserver.com/news/petition-for-safer-agassiz-rosedale-bridge-gains-400-signatures |title=Agassiz–Harrison Observer |date=21 Mar 2022 | website=www.agassizharrisonobserver.com}}

• List of crossings of the Fraser River
• List of Inland Ferries in British Columbia
• List of bridges in British Columbia

{{reflist}}

• {{cite book | url=https://www.fvrd.ca/assets/About~the~FVRD/Documents/Popkum~History/Family%20Stories.pdf |last=Heritage Preservers of Rosedale and District |title=In The Shadow of Mt. Cheam – A History of Rosedale, Popkum and Camp River British Columbia |year=1988 |isbn=0886330149 |website=www.fvrd.ca}}

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Category:Road bridges in British Columbia

Category:Bridges over the Fraser River

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