Deh Cho Bridge

About

The Deh Cho Bridge is a 1.1 km-long (0.68 mi) cable-stayed bridge across a 1.6 km (0.99 mi) span of the Mackenzie River on the Yellowknife Highway (Highway 3) near Fort Providence, Northwest Territories. Construction began in 2008 and was expected to be completed in 2010 but faced delays due to technical and financial difficulties. The bridge officially opened to traffic on November 30, 2012. The bridge replaced the MV Merv Hardie, the ferry in operation at the time of opening, and ice bridge combination used for river crossing. Deh Cho (lit. "Big River") is the Slavey language name for the Mackenzie River.

NWT Highway 3 (or the Yellowknife Highway) must cross over a kilometre of open water or ice on the Mackenzie River south of Fort Providence. Since the highway opened in 1960 through November 2012, a seasonal ferry service was provided (roughly mid-May until December or January), with an ice road maintained across the frozen river from December to April. During the spring breakup season, due to hazards from floating or jammed ice there was a 3-4 week period (from mid-April to mid-May) between the closing of the ice road and the start of ferry service. No vehicles could cross during this period, and supplies for Yellowknife and other highway communities north of the river had to be relayed across by helicopter, sent by air freight, or wait until ferry operations begin. A similar but shorter freeze-up period used to occur in December/January between the end of ferry operations and the opening of the ice road, but since the early 1980s ferry operations had generally been able to extend until the ice road was open. [ citation needed ]

The closing of the crossing created added transportation inconveniences and costs for residents north of the river, especially for perishable items such as food. A bridge had been of interest since the highway was opened, but various proposals for a bridge had difficulty establishing financial feasibility given the limited traffic volumes and the estimated construction and maintenance costs involved. [ citation needed ]

On August 9, 2023, one of the suspension cables on the southeast side of the bridge let go due to a metallurgical defect. This led to the bridge being reduced to one lane, as well as load restrictions. Plans to replace all 24 cables are scheduled for summer of 2024. The bridge was repaired and both lanes open by February 2025.

In 2000, the Fort Providence Combined Council Alliance (composed of the area's Dene, Metis and Fort Providence leaders) began considering whether to put together a bridge proposal. They obtained seed money from the territorial and federal governments, and by the end of 2001 had preliminary design and financing concepts. In 2002 a Memorandum of Intent was drafted between the Alliance and the Government of the Northwest Territories (GNWT). The Deh Cho Bridge Corporation (DCBC) was incorporated, and presented a proposal to the Government of the NWT to finance and build the bridge as a public–private partnership. The DCBC would arrange financing, construction and operation of the bridge, which would be leased back to the GNWT for a period of 35 years, in return for annual payments and the proceeds of a toll on commercial vehicle traffic crossing the bridge. After the lease period, ownership of the bridge would revert to the GNWT.

A feasibility study was commissioned, traffic analysis done, and a cost–benefit analysis study based on this was undertaken for the GNWT during 2002–2003. Capital construction costs were estimated at $55 million.

The GNWT passed enabling legislation (the Deh Cho Bridge Act ) in June 2003, allowing it to enter into concession agreements for a bridge. The DCBC obtained a $3 million funding commitment from the federal Indian and Northern Affairs Canada department in 2004, and initially hoped to complete agreements with the GNWT and begin construction in that year.

However, the bridge proposal required regulatory review from the Mackenzie Valley Environmental Impact Review Board, which was finalized in March 2005. Requirements for final engineering and financial plans further delayed a concession agreement with the GNWT. Tenders in 2005 and 2006 did not produce any offers at a suitable price. These delays also resulted in less than half of the $3 million federal contribution being obtained, as the remaining funding expired.

By 2007, citing inflationary increases in infrastructure construction costs, the proposed capital costs had risen to $165 million. This necessitated similar scale increases in the proposed annual payments from the GNWT to the DCBC over the life of the agreement to keep the project financially viable.

After lengthy negotiation, in 2007 public statements by the GNWT and others indicated that final agreements were close with the DCBC. A ceremonial celebration occurred in Fort Providence in August 2007 to mark the decision to proceed.

On September 28, 2007, the GNWT entered into the Deh Cho Bridge Project Concession Agreement with the DCBC. Further amendments were made February 22, 2008, although the document was not made public until after that time.

In 2010 the DCBC was declared in default by its lenders, the project was taken over by the GNWT, and the Concession Agreement was terminated.

The Deh Cho Bridge Act includes provision for tolls based on the (now terminated) Concession Agreement. Tolls are only charged to commercial vehicles that are travelling north and weigh over 4,500 kg (9,900 lb); private vehicles do not pay tolls.

The original monthly fees were for three types of vehicles and the rates per month for " tractor-trains " of 7 axles or more was $275, "tractor-trailers" of 4-6 axles paid $150, and trucks with 2-3 axles paid $75. These rates were for registered users with transponders ; single-use permits had an additional $16.25 service charge. The toll rates were later changed to cover four types of commercial vehicles based on the number of axles. Toll rates have increased based on inflation and as of April 1, 2016 the tolls had risen to $78 for 2 to 4 axles, $157 for 5 or 6 axles, $289 for 7 or 8 axles and $380 for 9 axles or more. The corresponding charges for single use are $97, $175, $307 and $398.

In 2000, the Fort Providence Combined Council Alliance (composed of the area's Dene, Metis and Fort Providence leaders) began considering whether to put together a bridge proposal. They obtained seed money from the territorial and federal governments, and by the end of 2001 had preliminary design and financing concepts. In 2002 a Memorandum of Intent was drafted between the Alliance and the Government of the Northwest Territories (GNWT). The Deh Cho Bridge Corporation (DCBC) was incorporated, and presented a proposal to the Government of the NWT to finance and build the bridge as a public–private partnership. The DCBC would arrange financing, construction and operation of the bridge, which would be leased back to the GNWT for a period of 35 years, in return for annual payments and the proceeds of a toll on commercial vehicle traffic crossing the bridge. After the lease period, ownership of the bridge would revert to the GNWT.

A feasibility study was commissioned, traffic analysis done, and a cost–benefit analysis study based on this was undertaken for the GNWT during 2002–2003. Capital construction costs were estimated at $55 million.

The GNWT passed enabling legislation (the Deh Cho Bridge Act ) in June 2003, allowing it to enter into concession agreements for a bridge. The DCBC obtained a $3 million funding commitment from the federal Indian and Northern Affairs Canada department in 2004, and initially hoped to complete agreements with the GNWT and begin construction in that year.

However, the bridge proposal required regulatory review from the Mackenzie Valley Environmental Impact Review Board, which was finalized in March 2005. Requirements for final engineering and financial plans further delayed a concession agreement with the GNWT. Tenders in 2005 and 2006 did not produce any offers at a suitable price. These delays also resulted in less than half of the $3 million federal contribution being obtained, as the remaining funding expired.

By 2007, citing inflationary increases in infrastructure construction costs, the proposed capital costs had risen to $165 million. This necessitated similar scale increases in the proposed annual payments from the GNWT to the DCBC over the life of the agreement to keep the project financially viable.

After lengthy negotiation, in 2007 public statements by the GNWT and others indicated that final agreements were close with the DCBC. A ceremonial celebration occurred in Fort Providence in August 2007 to mark the decision to proceed.