I-35W Mississippi River bridge

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Mississippi River bridge
Bridge 9340 (1964-2007)
Coordinates44°58′44″N 93°14′42″W / 44.97889°N 93.24500°W / 44.97889; -93.24500
Carries8 lanes of I-35W
CrossesMississippi River
LocaleMinneapolis, Minnesota, U.S.
Maintained byMinnesota Department of Transportation (Mn/DOT)
ID number9340
Characteristics
DesignTruss arch bridge (Deck-arch truss bridge)
Total length1,907 feet (581 m)
Width113 feet (34.5 m)
Height110 feet (33.5 m)
Longest span458 feet (139.6 m)
Clearance below64 feet (19.5 m)
History
Construction start1964[1]
OpenedNovember, 1967
ClosedAugust 1, 2007
Statistics
Daily traffic141,000[2]
Location
Map

The I-35W Mississippi River bridge (officially designated Bridge 9340), which opened in 1967, was an eight-lane, 1,900-foot (579 m) steel truss bridge that carried Interstate 35W across the Mississippi River in Minneapolis, Minnesota, United States. The bridge, maintained by the Minnesota Department of Transportation (Mn/DOT), was Minnesota's third-busiest,[3] carrying 141,000 vehicles daily.[4][2]

During the weekday evening rush hour on August 1, 2007 at 6:05 pm, the main spans of the bridge collapsed, falling into the river and onto its banks. As of August 7, 2007, five deaths have been attributed to the collapse, while eight individuals remain missing and are believed to be dead.[5]

Location

Map showing bridge location in red.

Located in Hennepin County, this north-south bridge connected the Minneapolis neighborhoods of Downtown East and Marcy-Holmes.

The north abutment of the bridge was northwest of the University of Minnesota East Bank campus. The south abutment was northeast of the Metrodome. Along with the Plymouth Avenue Bridge, the I-35W bridge bounded the "Mississippi Mile" riverfront parkland.[6]

This section of the river is crowded with structures. Immediately upstream is the Lower Saint Anthony Falls lock and dam. Downstream and even closer is the 10th Avenue Bridge, once known as the Cedar Avenue Bridge.

The bridge was one of the two major river crossings of I-35W in Minnesota, the western branch of Interstate 35 through the Minneapolis-Saint Paul metropolitan area. The other major bridge is the I-35W Minnesota River bridge located 15 miles (24 km) farther to the south over the Minnesota River.

History

Site

The I-35W Mississippi River bridge was located in the area where Minneapolis began. Initial development began in 1848 one mile (1.6 km) northwest of the I-35W Mississippi River bridge site at Saint Anthony Falls, a source of water power for the city's nascent milling industries.[7]

The area of the bridge's south abutment was a site of industrial chemical pollution. For 90 years prior to the bridge's construction, Minnegasco's predecessor, Minneapolis Gas Works,[8] operated a coal-to-gas processing plant on a 20-acre (8 ha) tract on the south bank of the river at the later site of the bridge.[9][10] Minnegasco, which became part of CenterPoint Energy,[11] demolished the plant in the 1960s since the wide availability of natural gas made the coal-to-gas processing plant obsolete.[9] Half the site was sold to Continental Oil Company, which stored and processed petroleum products on the site for 20 years.[9]

The tract's long-term industrial use effectively resulted in a toxic-waste dump below the bridge. The legal wrangling over the bill for the riverfront cleanup led to a 1991 lawsuit.[9] 15,000 tons (13,600 t) of contaminated soil were removed from below the bridge, ground up with wood chips and burned as a fuel additive for a power plant between 1993 and 1998 at a cost of US$30 million.[8][12][13][14]

Design and construction

View from West River Parkway (the south end).

The bridge, by Sverdrup & Parcel,[15] was designed to 1961 American Association of State Highway and Transportation Officials (AASHTO) standard specifications.[16] In its entirety, the bridge was over 1,900 feet long (579 m). It consisted of fourteen spans: five south approach spans, three main spans, and six north approach spans. The three main spans were of deck truss construction while all but two of the approach spans were steel multi-girder construction with the remaining two approach spans being concrete slab construction. The bridge had no piers built into the river bed; instead, the center span of the bridge consisted of a single 458-foot (140 m) steel arched truss over the 390-foot (119 m)-wide navigation channel. The two support piers for the main trusses, each with two load-bearing concrete pylons at either side of the center main span, were located on opposite banks of the river.[17][18] The center span was connected to the north and south approaches by shorter spans formed by the same main trusses. Each was 266 feet (81 m) in length, and was connected to the approach spans by a 38 foot (11.6 m) cantilever.[16][19] The two main trusses, one on either side, ranged in depth from 60 feet (18.3 m) above their pier and concrete pylon supports, to 36 feet (11 m) at midspan on the central span and 30 feet (9.14 m) deep at the outer ends of the adjoining spans. At the top of the main trusses were the deck trusses, 12 feet (3.66 m) in depth and integral with the main trusses.[20] The transverse deck beams, part of the deck truss, rested on top of the main trusses. These deck beams supported longitudinal deck stringers 27 inches (.7 m) in depth, and reinforced-concrete pavement. [19][20] The deck was 113 ft 4 in (34.5 m) in breadth, and was split longitudinally and also had transverse expansion joints at the centers and ends of each of the three main spans.[20] [21] The roadway deck was appoximately 115 feet (35.5 m) above the water level. [22]

Commenced in 1964 and completed in 1967, the bridge was built at a time of large-scale projects to construct the Twin Cities freeway system.[23] After the building boom ebbed during the 1970s infrastructure management shifted toward inspection and maintenance.[23][24]

Black ice

2004 Aerial photo showing the I-35W bridge (center, left) west of the 10th Avenue Bridge.

In February and December 1996, the bridge was identified as the single most treacherous cold-weather spot in the Twin Cities freeway system, due to a thin layer of black ice causing spinouts and collisions on the bridge. The bridge's proximity to Saint Anthony Falls contributed significantly to the icing problem.[25][26] By January 1999, the state Transportation Department began testing magnesium chloride solution and a mixture of magnesium chloride and a corn-processing byproduct to see whether either would reduce the black ice that appears on the bridge during the winter months.[27] In October 1999, the state embedded temperature-activated nozzles in the bridge deck to spray the bridge with potassium acetate solution to keep the area free of winter black ice.[28][29] The system came into operation in 2000.[30][31]

Structural deficiencies

In the years prior to the collapse, several reports cited problems with the bridge structure. In 1990, the federal government gave the I-35W bridge a rating of "structurally deficient," citing significant corrosion in its bearings.[32] "Structurally deficient" is a classification term which does not in itself indicate a lack of safety; over 70,000 other U.S. bridges have this classification.[33][34][35]

In 2001, the civil engineering department of the University of Minnesota provided Mn/DOT with a report[16] that indicated weakness at the joints of the steel that held the concrete deck above the river, due to unanticipated out of plane distortion of the steel girders. The report also noted a concern about lack of redundancy in the main truss system, which meant the bridge had a greater risk of collapse in the event of any single structural failure. The report concluded, however, that the bridge should not have any problems with fatigue cracking in the foreseeable future.

In 2005 the bridge was again rated as "structurally deficient" and in possible need of replacement, according to the U.S. Department of Transportation's National Bridge Inventory database.[36] Problems were noted in two subsequent inspection reports.[37][38] An inspection carried out June 15, 2006 found problems of cracking and fatigue.[38] However, Governor Tim Pawlenty made a public statement to the effect that "no structural deficiencies were identified".[39][40]

The federal National Bridge Inventory database of inspection records show that the I-35W bridge ranked near the bottom of federal inspection ratings nationwide. The scale used was a "sufficiency rating" which ranges from the highest score, 100, to the lowest score, zero. A score below 80 indicates that some rehabilitation may be needed, while a score of 50 or less shows that replacement may be in order. This measure includes safety elements (such as structural integrity), but also factors in elements such as the bridge's size with respect to its current traffic. The I-35W bridge was given a rating of 50 in the year 2005. Out of 104,348 heavily used bridge structures (those with more than 10,000 vehicles traveling on them per day), only 4,227, or 4%, scored below 50, according to an analysis of federal records by MSNBC. Although, on a separate measure, the I-35W bridge was rated "structurally deficient," it was deemed to have met "minimum tolerable limits to be left in place as it is."[41][37][38]

The construction taking place for the few weeks prior to the collapse was minor and cosmetic, focusing on replacing lighting, concrete and guard rails and some work on joints. In the weeks before August, Mn/DOT's contractor, Progressive Contractors, Inc. conducted repairs on the surface of the bridge and, shortly before the incident, announced that it would reduce traffic flow on the bridge to one lane in each direction during the late evenings of July 31 and August 1 to accommodate construction. At the time of the collapse, four of the eight lanes were closed for resurfacing.[42][43][44]

Wikinews has related news:

Collapse

Security camera images catching the moment of the collapse, looking north.
Collapsed bridge the evening of the collapse, looking south.
Middle section of collapsed bridge on the day after the collapse, as seen from the nearby 10th Avenue Bridge, looking north.

At 6:05 p.m. CDT on August 1, 2007, with rush hour bridge traffic moving slowly through the limited number of lanes, the central span of the bridge suddenly gave way, followed by the adjoining spans. The structure and deck collapsed into the river and onto the riverbanks below, the south part toppling 81 feet (25 m) eastward in the process.[45] More than 50 vehicles, their occupants and several construction workers fell to the river or onto its banks. Northern sections fell onto three unoccupied freight train cars sitting in the rail yard in that sector.[46][47][48][49]

Sequential images of the collapse were taken by an outdoor security camera located at the parking lot entrance of the control facility for the Lower Saint Anthony Falls Lock and Dam.[50][51]

Only a few of the vehicles were submerged, but many people were stranded on the collapsed sections of the bridge. Several involved vehicles caught fire, including a Sara Lee semi-trailer truck driven by Paul Eickstadt. His body was later pulled from the cab of the semi. When fire crews arrived they had to route hoses from several blocks away.[52][53]

A school bus carrying fifty children from Waite House Neighborhood Center Day Camp, age four to fourteen, eight staff members, the bus driver, and her two children ended up resting precariously against the guardrail of the collapsed structure. They were returning from a weekly field trip to a water park. Jeremy Hernandez, a 20-year-old staff member on the bus, assisted many of the children by kicking out the rear emergency exit and escorting or carrying them to safety. One youth worker was severely injured and nine of the children had minor injuries.[54][55][56]

As of August 7, 2007, five deaths were attributed to the collapse, with eight more people missing and presumed dead, and five people who are still hospitalized with critical injuries.[5] Over 100 people suffered injuries as a result of the bridge collapse.[57][58]

Disaster response

Emergency personnel responded quickly, helping people who were trapped in their vehicles. They worked in their rescue efforts through the night, but by the next morning, they had shifted their focus to the recovery of bodies, with several vehicles known to be trapped under the debris and several people still unaccounted for. Twenty divers organized by the Hennepin County Sheriff’s Office used side-scan sonar to locate vehicles submerged in the murky water. Their efforts were hampered by debris and challenging currents. The U.S. Army Corps of Engineers lowered the river level by two feet (60 cm) downriver at Ford Dam in order to allow easier access to vehicles in the water. Governor Tim Pawlenty declared a state of emergency.[59][60][61][62][63]

On August 4 2007, President of the United States George W. Bush visited the site.[64]

Investigation

The cause of the collapse has yet to be officially determined, and some officials looking into the matter have stated it could take up to a year to know exactly what happened. Local authorities have said that one of the reasons things are being left as they are, and the rescue and recovery operations are so slow and methodical is that they are treating the bridge as if it were a crime scene. One week after the disaster debris and vehicles are only now being moved to further process of the recovery of victims, but Hennepin County Sheriff Richard Stanek indicated that the incident will be treated as a crime scene, until the cause of the collapse can be determined, "We are treating this as a crime scene at this point. There's no indication there was any foul play involved, but it's a crime scene until we can determine what was the cause of the collapse."[citation needed]

The National Transportation Safety Board (NTSB) launched its investigation immediately after the collapse.[65] By chance, an employee of the NTSB had written his doctoral thesis on possible failure scenarios of this specific bridge while he was a student at the nearby University of Minnesota. That thesis, including his computer model of the bridge for failure mode analysis, is also being used by the NTSB to aid in their investigation.[48][66] NTSB investigators were particularly interested in learning why a part of the bridge's southern end shifted eastward as it collapsed.[67] The NTSB quickly ruled that out as a starting point, and shifted its focus to the north end of the structure. [45] Officials with the Department of Homeland Security said there was no indication that terrorism was involved.[68]

The Federal Highway Administration also advised states to inspect the 700 U.S. bridges of similar construction.[18]

Aftermath

Effect on navigation and traffic

The collapse of the bridge affected rail, river and road transit. Pool 1, created by Ford Dam, was closed to river navigation between mile markers 847 and 854.5.[69][70] A rail spur owned by the Burlington Northern Santa Fe Railway and switched by the Minnesota Commercial Railway was blocked by the collapse.[71] Two popular bike paths and two roads which pass under the bridge are also blocked.

This bridge carried nearly 25% of the traffic into downtown Minneapolis. The Minnesota Department of Transportation published detour information, and made real-time traffic information available for callers to 5-1-1. The designated alternate route in the area was Trunk Highway 280, which was converted to a temporary freeway with all at-grade access points closed. Other traffic was diverted to Interstate 694, Interstate 494, and Interstate 35E. Extra Metro Transit buses were added from park-and-ride locations in the northern suburbs during the rush hours.[72] Abandoned vehicles on I-35W and 280 would be towed immediately. On August 6, I-35W was opened to local traffic at the access ramps on each side of the missing section; some on-ramps remained closed.[73]

Reactions from civil engineers

Zdenek Bazant, a professor of civil and environmental engineering at Northwestern University, said, "The bridge must have been near a state of collapse for some time, and the construction [activity] might have contributed to its failure." Kent Harries, assistant professor of civil and environmental engineering at the University of Pittsburgh, said, "We know that we would not build a bridge like this today."[74] David Schulz, director of the Infrastructure Technology Institute at Northwestern University said, "I would be stunned if this didn't have something to do with the construction project. I think it's a major factor".[75] Ohio State University professor Fabian Hadipriono studied all 503 documented bridge failures in the U.S. between 1989 and 2000 for the American Society of Civil Engineers.[76] "It's a time bomb," Hadipriono said. "It's going to happen again if something isn't done to maintain these bridges. It's not a surprise. We're lucky it hasn't happened sooner."[77]

Effect on public events

The Minnesota Twins chose to play its scheduled home game against the Kansas City Royals at the Metrodome the evening of the accident. Public safety officials told the team that canceling the game could hamper rescue and recovery efforts, since a cancellation would send up to 25,000 people back into traffic just blocks from the collapsed bridge (I-35W runs behind the Metrodome).[78] Before the game, a moment of silence was held for the victims of the collapse.[78] The team rescheduled their August 2 game against the Royals to the afternoon of August 31. Traditional groundbreaking ceremonies for the team's forthcoming stadium (also located in downtown Minneapolis) had been scheduled to take place after the game, but were postponed to an undetermined future date.[78][79] The collapse will affect logistics and planning for the 2008 Republican National Convention.[80]

News coverage

The disaster site was used as a backdrop by many TV crews.

The collapse was of interest to national and international news organizations. National TV networks sent CBS anchor Katie Couric, NBC's Brian Williams and Matt Lauer, ABC's Charlie Gibson, CNN's Soledad O'Brien and Anderson Cooper, and Fox News' Greta Van Susteren and Shepard Smith to broadcast from the Twin Cities.[81] U.S. news organizations interested in national and local bridge safety made a record number of requests for bridge information from Investigative Reporters and Editors, an organization which maintains several databases of federal information. News media made more inquiries for National Bridge Inventory data in the first 24 hours after the Minneapolis bridge collapse than for any previous data in the past 20 years.[82] On the evening of the collapse, CNN, MSNBC, and FOX News Channel stayed live with its coverage during the overnight hours, along with local stations WCCO-AM (830) and KSTP-AM (1500)[83], with most of the coverage in the opening hours coming via satellite from Twin Cities news operations WCCO-TV, KSTP-TV, KMSP-TV and KARE-TV. The BBC was also present and provided one half hour of continuous, uninterrupted worldwide coverage at the end of the day of the collapse.

Clean-up and replacement

Main article: Replacement I-35W Mississippi River Bridge

Federal transportation officials pledged US$5 million for the cleanup and recovery.[84] U.S. Representative Jim Oberstar, who represents Minnesota's 8th congressional district and chairs the House Transportation Committee, introduced a bill to direct a minimum of US$250 million to help replace the bridge; the bill passed the House unanimously on August 3 as Republican Senator Norm Coleman and Democratic-Farmer-Labor Senator Amy Klobuchar introduced companion legislation in the Senate.[85][86] President George W. Bush promised to provide financial assistance for the reconstruction effort.[87] The new bridge replacement now has an estimated fast-track completion date of late 2008.[88]

Gallery

  • Pre-collapse view in 2006.
    Pre-collapse view in 2006.
  • Green girders from collapsed I-35W bridge protrude up from Mississippi River.
    Green girders from collapsed I-35W bridge protrude up from Mississippi River.
  • Military medical helicopter and air boat on 10th Avenue SE bridge next to collapsed bridge.
    Military medical helicopter and air boat on 10th Avenue SE bridge next to collapsed bridge.
  • View from remaining bridge approach.
    View from remaining bridge approach.
  • View from pedestrian bridge looking west, 35W bridge in Mississippi River.
    View from pedestrian bridge looking west, 35W bridge in Mississippi River.
  • The bridge before and after, from the same vantage point.
    The bridge before and after, from the same vantage point.
  • Rescue floodlights on the 10th Avenue Bridge.
    Rescue floodlights on the 10th Avenue Bridge.
  • Collapsed bridge in the foreground of the 10th Avenue Bridge on 1 August 2007.
    Collapsed bridge in the foreground of the 10th Avenue Bridge on 1 August 2007.

See also

References

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  2. ^ a b "2005 Traffic Volumes" (PDF). Minnesota Department of Transportation. 2005. Retrieved 2007-08-01. This map states data for trunk highways are from 2004. Average weekday traffic has been measured at 158,810. Bridge 9340 Study, p. 2-14.
  3. ^ Weeks, John A. III (2007). "I-35W Bridge Collapse Myths And Conspiracies". John A. Weeks III. Retrieved 2007-08-06.
  4. ^ "2005 M.S.A.S. Traffic Volumes" (pdf). Mn/DOT. 2005. Retrieved 2007-08-03. This map states that traffic figures for interstate highways are from 2000.
  5. ^ a b Scolforo, Mark (2007-08-07). "Minn. bridge searchers turn to Navy". Associated Press. Retrieved 2007-08-07. {{cite news}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
  6. ^ Flanagan, Barbara. (August 26 1988) Star Tribune Sheba the donkey is off Nicollet Island, but on pictorial map of it. Section:News; page 3B.
  7. ^ "St. Anthony Falls:Timber, Flour, and Electricity" (PDF). National Park Service. Retrieved 2007-05-29.
  8. ^ a b Meersman, Tom. (April 28 1993) Star Tribune Citizens board OKs NSP plan to burn tainted soil. Section News; Page 5B.
  9. ^ a b c d Rebuffoni, Dean. (December 16 1991) Star Tribune Old plant site spawns environmental, legal mess. Now the questions is: Who will pay for riverfront cleanup? Section: news; Page 1B.
  10. ^ Meersman, Tom. (March 23 1993) Star Tribune Minnegasco has a legacy of waste - to burn. Section: News; Page 1B.
  11. ^ Kane, Lucile M. (1966, revised 1987). The Falls of St. Anthony: The Waterfall That Built Minneapolis. Saint Paul, Minnesota: Minnesota Historical Society.
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  29. ^ "I-35W & Mississippi River Bridge Anti-Icing Project" (PDF).
  30. ^ Blake, Laurie. (January 13 2000) Star Tribune Met Council will survey our citizens' travel habits. Study will include trip numbers and times, speed of drivers and waits at ramp meters. Section news; Page 2B.
  31. ^ Blake, Laurie. (February 3 2000) Star Tribune Richfield may face traffic challenges; How will I-494 accommodate Best Buy's 5,000 commuters? Section news, page 2B.
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  38. ^ a b c "Bridge Inspection Report 06-15-06" (PDF).
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  44. ^ Fifth Body Recovered After Bridge Collapse, ABC News, 3 August 2007
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  66. ^ NTSB press conference, August 2, 2007
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  70. ^ Verbal Confirmation of Correct Mile Markers from USCG Personnel, United States Coast Guard, August 3, 2007, retrieved August 3, 2007
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  73. ^ "Mn/DOT to further open northbound, southbound I-35W Openings to Improve Traffic Flow and Local Access". Minnesota Department of Transportation. 2007-08-05. Retrieved 2007-08-05. {{cite web}}: Check date values in: |date= (help)
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  76. ^ "Bridge disasters". New York Times.
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  78. ^ a b c "Twins postpone Thursday's game after bridge collapses near Metrodome". ESPN.com. 2007-08-01. Retrieved 2007-08-02. {{cite web}}: Italic or bold markup not allowed in: |publisher= (help)
  79. ^ "Twins postpone Thursday's game after bridge collapses near Metrodome". KARE11. 2007-08-01. Retrieved 2007-08-02.
  80. ^ The New York Times, GOP Summer Meeting in Minnesota Clouded by Bridge Tragedy, 2 August 2007, retrieved 2 August 2007
  81. ^ Preston, Rohan (2007-08-02). "Disaster draws biggest names in news media to Twin Cities". Star Tribune. Retrieved 2007-08-03.
  82. ^ Strupp, Joe (2007-08-03). "IRE Gets Most Inquiries Ever For Bridge Data". Editor & Publisher. Retrieved 2007-08-03.
  83. ^ Ariens, Chris (2007-08-01). "Bridge Collapse: Cable Net Coverage". TV Newser. Retrieved 2007-08-06.
  84. ^ At Bridge Site, Search of River Moves Slowly, By Monica Davey, New York Times, August 3, 2007
  85. ^ "Sen. Reid: 'Too Soon' For $250M Fund Request". WCCO. 2007-8-2. Retrieved 2007-08-02. {{cite news}}: Check date values in: |date= (help)
  86. ^ "House panel approves bill to provide $250 million for bridge". examiner.com. 2007-8-2. Retrieved 2007-08-02. {{cite news}}: Check date values in: |date= (help)
  87. ^ Riechmann, Deb (2007-08-02). "Bush says feds will help rebuild Minneapolis bridge". Associated Press. Retrieved 2007-08-03.
  88. ^ "Minnesota sets ambitious goal for bridge fix". MSNBC. 2007-8-6. Retrieved 2007-08-06. {{cite news}}: Check date values in: |date= (help)

Bibliography

External links

Wikimedia Commons has media related to I-35W Mississippi River Bridge.
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