Prior to the construction and opening of the Canso Causeway in 1955, Cape Breton Island and mainland Nova Scotia were separated by a narrow body of water called the Strait of Canso. Citizens and businesses in Cape Breton had to depend upon a system of railway and highway ferries for communication, travel and shipping of goods to and from Cape Breton Island.
The first real need for a permanent connection at the Strait of Canso was realized when the Canadian National Railways added Cape Breton to its trans-continental system. The first railway service across the strait to Cape Breton was a steam powered ferry and a train barge known as the S.S. Mulgrave. The ferry would cross towing a barge which carried railway cars and heavy freight. However, large volumes of traffic and dangers associated with the heavy loads for a small ferry supported the fact the S.S. Mulgrave was inadequate to serve as a connection between mainland Nova Scotia and Cape Breton Island.
In 1901, a new ferry was purchased by the CNR. The new ferry was called the "Scotia I" and was a larger vessel that could handle a larger volume of traffic and heavier loads. The Scotia I however seemed only to be a quick fix for the S.S. Mulgrave and thus efforts to establish a fixed connection or crossing continued on.
In the early 1900’s Cape Breton was beginning to expand with increases in coal production, steel plants in Sydney and iron and coal mines developed in the Sydney industrial area. Another prosperous coal mine developed in the town of Inverness which had a direct railway from Point Tupper. Thus having freight opportunities form mainland Nova Scotia. Another railway link from Point Tupper to St. Peters was finalized in 1903. The railway system was flourishing in Cape Breton Island thus leading to tremendous mining opportunities and large impacts on the economy of the island. The need for a connection between Cape Breton Island and mainland Nova Scotia was growing in importance.
There were different ideas proposed to government of what the permanent connection should be. The first idea put forth was a high bridge running from the top of Cape Porcupine to MacMillan’s point in Port Hastings. In 1902, the federal government passed a bill to incorporate the Canso Bridge Company to build a crossing at the Strait of Canso. The government however gave the company only six years to complete the project. Under mixed reviews from different parts of Canada the project was delayed and eventually missed the 1908 deadline. A second law was passed in 1911 only to be hampered by the announcement of the World War I. The war placed emphasis in spots other than the construction of a bridge. The war also increased traffic in the strait region compounding the traffic problems for the Scotia I. In 1915, another quick fix was completed. A second ferry called the Scotia was built and put into service. It was a bit larger than the Scotia I but still had faults that could only be corrected by a permanent crossing. The ferries would run off course in high winds or jam in ice in the spring thus holding traffic and delaying the shipment of goods to Cape Breton Island.
Meanwhile, another major impact for the creation of the causeway was occurring in what is known as the province of Newfoundland. On December 11, 1948, Newfoundland had been granted confederation status and thus more and more traffic, businesses and citizens were relocating to that province.
This compounded the congestion problem at the Strait of Canso, only an hour and a half drive from the ferry crossing to Newfoundland. In February of 1949, the engineering committee produced a report to the Minister of Transport Lionel Chevrier. The report stated that a low level bridge was recommended at a cost of 135,000. The proposal was granted and the minister suggested both governments would assist in the construction of the low level bridge as soon as possible. There were however engineers that second guessed the feasibility of a low level bridge. They argued the fourteen feet high pillars were too weak to withstand the extreme pressure of shifting ice and high winds during winter in the strait. The debates between engineers continued until finally the Board of Engineers appointed for the job agreed the pillars may not be safe enough. It was then that a causeway to connect the mainland of Nova Scotia and Cape Breton Island was recommended at a cost of ten million more than the low level bridge. The causeway was proposed to cost $22,760,000 in total including a navigation lock and bridge on the Cape Breton side which would allow ships with a 30 foot draught to pass through the strait.
In May of 1952, the first contract for the construction of the causeway and the land entrances on the mainland side were awarded. A second contract was awarded for the construction of the lock system and the Cape Breton side entrance. The citizens of the region found it hard to believe that after all this time, the causeway as its known today was finally becoming a reality. Once the contracts were awarded, it took only three months to assemble a rock quarry, build access roads, assemble heavy equipment and build camps for workers. On September 16, 1952, the Honourable Lionel Chevrier and the Premier Angus L. MacDonald were on hand for the official beginning of the project. The construction phase began and still today it is regarded as one of the biggest engineering feats in the area. The Canso Causeway officially opened on August 13, 1955. Although vehicle and rail traffic were permitted to use the causeway months earlier, this official ceremony was attended by thousands who wanted to part of this historic moment. In addition to the thousands of pedestrians and drivers, also in attendance were several local politicians, business leaders, and most importantly, the men and women whose hard work made the Canso Causeway a reality.
During the 20's and 30's numerous discussions were held about a crossing at the Strait of Canso. The boards of trade held various engineering studies, however nothing materialized as a result of these studies. With the beginning of the Second World War, traffic and shipping increased immensely in the Strait region. Large vessels were sailing through to the Atlantic. The entire Strait of Canso became a bottleneck of huge volumes of traffic both on land and in water. As the War progressed however, emphasis and funding had to be placed on the War and the need for a permanent crossing increased. The construction of a crossing was made a high priority by the federal government once the war would end. With solid backing by the Honourable Angus L. MacDonald, Premier of Nova Scotia at the time, a proposal was taken to Ottawa in 1947. Early in 1948, Mr. MacDonald informed the Associated Board of Trades. A three member team of engineers were appointed to determine the most suitable and cost effective type of crossing for the Strait of Canso. In June of 1948, the engineering committee began their investigation at the Strait of Canso. They also requested for a public relations firm to join them and seriously promote the problems associated with the existing ferry system along with pointing out the benefits a permanent crossing would have for the area.
