http://www.yourlawyer.com/topics/overview/minneapolis_bridge_collapse Sat, 21 Nov 2009 13:43:14 -0800 pixel-app en http://www.yourlawyer.com/articles/read/15507 Fri, 14 Nov 2008 00:00:00 -0800 http://www.yourlawyer.com/articles/read/15507 Minneapolis Bridge Collapse, which killed 13 people and injured scores of others, was the result of design defects rather than a lack of maintenance.  According to the National Transportation Safety Board (NTSB), which met yesterday to issue a final draft report on the catastrophe, flawed gusset plates caused the I 35 West bridge to collapse under the weight of construction equipment that had been sitting on the structure at the time of the disaster.

The Minneapolis Bridge collapsed on August 1, 2007 at 6:05 p.m. It was the height of Minneapolis’ evening rush hour, and cars were lined up bumper-to- bumper across the span. At least 88 vehicles and hundreds of people fell 60 feet into the Mississippi River below. Thirteen people died and at least 100 others were injured. It would be nearly three weeks before the final victim of the Minneapolis Bridge collapse was pulled from the river.

Early on, the investigation into the Minneapolis Bridge collapse focused on the structure's steel gusset plates.  Gusset plates act like braces to hold bridge joints together.  Deck truss bridges, like the I-35 W Bridge that collapsed, are especially vulnerable if gusset plates fail. That type of bridge design has no back up features to prevent a collapse if one component of the structure fails. For that reason, bridges like the 40-year-old Minneapolis Bridge are rarely built today.

The LA Times is reporting that during testimony at the NTSB hearing yesterday  in Chicago, it was confirmed that the gusset plates on the Minneapolis Bridge were too thin.  According to NTSB investigators, the gusset plates did not meet the bridge's original design specifications, and were half the thickness required to carry the loads the bridge was subjected to when it collapsed.

The gusset plates were already strained as a result of increases in traffic volume since it was built in 1967.  In addition to being inadequate to hold up under the weight of  traffic it had been carrying, the gusset plates were also compromised by the weight of infrastructure improvements - including thickening of the driving deck - that had been made on the I 35 W bridge since it opened.   Finally, the Minneapolis Bridge was unable to withstand the strain of nearly 300 tons of construction equipment and materials that were piled on the bridge when it collapsed.  

According to the LA Times, NTSB investigator Carl Schultheisz said that had the gussets been designed properly, the bridge "would have been able to safely sustain these loads, and the accident would not have occurred."

There had been speculation shortly after the collapse that corrosion, as well as inadequate maintenance, had played a role in the disaster.  But  the LA Times is reporting that another  NTSB investigator, James Wildey, told  the hearing that although corrosion and other wear and tear  was present on other areas of the Minneapolis Bridge, the gusset plates showed no signs of such damage.

The NTB hearing into the Minneapolis Bridge collapse is scheduled to continue today,the board will likely make a final ruling on the collapse.  The board is also expected to issue recommendations on avoiding future disasters, the LA Times said.

]]> http://www.yourlawyer.com/articles/read/15475 Mon, 10 Nov 2008 00:00:00 -0800 http://www.yourlawyer.com/articles/read/15475 Minneapolis bridge collapse that killed 13 people and injured 145 others.  The National Transportation Safety Board (NTSB) has scheduled a meeting for Thursday, where it is expected to release  a draft report identifying the cause of the I-35 West bridge collapse.  

The Minneapolis Bridge collapsed on August 1, at 6:05 p.m. It was the height of Minneapolis’ evening rush hour, and cars were lined up bumper-to- bumper across the span. At least 88 vehicles and hundreds of people fell 60 feet into the Mississippi River below. Thirteen people died and at least 100 others were injured. It would be nearly three weeks before the final victim of the Minneapolis Bridge Collapse was pulled from the river.

Since the catastrophe, a design flaw in the structure's gusset plates has been cited as a possible cause of the collapse.  Gusset plates act like braces to hold bridge joints together, but these structures can be troublesome. Water, dirt and salt can collect in them, and they can corrode and rust. Over time, this can cause the plates to weaken, and suffer fatigue cracks from excessive weight.  

Deck truss bridges, like the I-35 W Bridge that collapsed, are especially vulnerable if gusset plates fail. That type of bridge design has no back up features to prevent a collapse if one component of the structure fails. For that reason, bridges like the 40-year-old Minneapolis Bridge are rarely built today.

In January, the Associated Press reported that NTSB Chairman Mark V. Rosenker said the gusset plates on the Minneapolis bridge were roughly half the thickness they should have been. Investigators found 16 fractured gusset plates from the bridge’s center span, he said.  Rosenker said the agency’s investigation found no evidence that cracking, corrosion or other wear “played any role in the collapse of the bridge.” They also found no flaws in the steel and concrete material used in the bridge.

At that time, Rosenker said it wasn’t clear how the design flaw made it into the bridge because investigators couldn’t find the design calculations.  He also said that the faulty gusset plates could not have been discovered during regular inspection s of the Minneapolis Bridge.  Rather, the poor design of the gusset plates could only have been discovered when the I-35 W Bridge was in the early stages of construction.

At its Thursday meeting, which is expected to last two days, the NTSB will discuss the findings of its investigation and make recommendations to prevent similar disasters.

]]> http://www.yourlawyer.com/articles/read/13179 Thu, 04 Oct 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13179 Minneapolis Bridge collapse.  Some state  lawmakers are pushing for the appointment of a special investigator who would focus specifically on the  Minnesota Department of Transportation’s (MNDOT) decision making process prior to the collapse of  the I-35 W Bridge.

The I-35 W Bridge collapsed on August 1, at 6:05 p.m.  It was the height of Minneapolis’ evening rush hour, and cars were lined up bumper-to- bumper across the span.  At least 88 vehicles and hundreds of people fell 60 feet into the Mississippi River below. Thirteen people died and at least 100 others were injured.   It would be nearly three weeks before the final victim of the Minneapolis Bridge Collapse was pulled from the river.

Members of the Minnesota legislature say they want the state to hire an outside investigator and staff to probe MNDOT’s actions leading up to the Minneapolis Bridge Collapse.  According to MNDOT records, the agency was so concerned about structural deficiencies on the I-35 W Bridge that  officials there actually considered replacing it.   And last winter, MNDOT even considered a plan to bolt steel plates to the supports of the 40-year-old I-35W bridge to prevent fatigued areas from cracking.  But some in the agency were concerned that such repairs would only serve to weaken the 40 year old bridge even more.  

Instead, MNDOT decided to submit the Minneapolis Bridge to more frequent inspections, rather than replacing or repairing the structure.  The I-35W Bridge was last inspected in June 2006. That report noted fatigue cracks in the sections leading to the river, one of which was 4 feet long. That crack was eventually reinforced with a steel plate.  An inspection did begin earlier this year, but was put on hold when construction began to repair the I-35W Bridge’s surface.

Now, Minnesota lawmakers want to know why MNDOT did not take more aggressive action in dealing with the aging I-35 W Bridge.   Several legislators supporting the funding of a new probe have said that if hired,  an investigator would function similar to an independent council, and that  the person would have funds available to hire a staff.

If approved, the independent investigator’s probe would be just one of multiple investigations looking into the Minneapolis Bridge collapse.  The National Transportation Safety Board is currently investigating the disaster, but will not have a report for at least a year.   The state has already hired an independent consultant to probe the bridge collapse,  but it will look at all contributing factors, not just MNDOT's role in the disaster.

]]> http://www.yourlawyer.com/articles/read/13113 Fri, 14 Sep 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13113 Minneapolis Bridge collapse, the US Senate has allocated funds for replacing the doomed structure and has approved even more money to repair many of the nation’s other aging bridges.  But although the $1 billion set aside in the Senate’s new transportation funding bill for bridge repair might seem generous, it falls far short of the $65 billion needed to fix structurally deficient bridges around the country.   What’s worse, even this meager funding measure might not make it into law.

The collapse of the I-35 W Bridge in Minneapolis on August 1 that killed 13 people brought attention to the sorry state of the country’s infrastructure – especially its bridges.   The national highway system is over 50 years old.  Unfortunately, as traffic on roads has increased, federal and state funding to fix them has not kept up.  Last year, the Federal Highway Administration asked Congress for $375 billion for highway repair projects.  Unfortunately, Congress only authorized $286 billion.

But this year, things are different.  Though a cause for its collapse has yet to be determined, the 40-year-old Minneapolis Bridge had been deemed “structurally deficient.”  Surprisingly, there is nothing unusual about that – some estimates suggest that as many 74,000 US bridges are structurally deficient.   Suddenly, Congress started paying attention to bridges, and proposals for increased funding began making their way through various committees.

The new funding bill would give the state of Minnesota $195 million to replace the destroyed Minneapolis Bridge.  All fifty states would share in $1 billion set aside for bridge repair.  But the legislation might not make it past President Bush’s veto pen, because it is about $4 billion over Bush’s “top line” for spending. And before it even makes it to the President, the Senate bill must be reconciled with one the House passed following the I-35 W Bridge collapse.  The House measure included no money for fixing bridges other than the fallen Minneapolis Bridge.

But even if the Senate measure passes, it still won’t be enough to get all of the nation’s roads and bridges up to standards.  For that funding, some in Congress are proposing an increase to the 18.4 cent a gallon gas tax, which hasn’t gone up in more than a decade.  Minnesota’s Rep. Jim Oberstar, a Democrat, has proposed a temporary 5 cent increase to the gas tax in order to raise $25 billion over three years to fix ailing bridges.  But President Bush, Republicans in Congress, and even some Democrats are opposed to such a measure at a time when the price of gas is over $2.00 per gallon.

But some in Congress, like Oberstar, believe the Minneapolis Bridge collapse has convinced their constituents that more needs to be done to fix America’s bridges.  They are promising to put up a fight in order to find a solution to the problem of the country’s aging bridges.

]]> http://www.yourlawyer.com/articles/read/13084 Thu, 06 Sep 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13084 I-35 W Bridge collapse, as well as the poor state of the country’s long-neglected roads and bridges.

Donald Kaniewski, legislative and political affairs director for the National Construction Alliance, a coalition of trade unions that included the union that represented the construction crew working on the Minneapolis Bridge the day it collapsed, said that rather than working to resurface the doomed structure, construction crews should have been replacing the Minneapolis Bridge.  Construction worker Gregory Jolstad had been working on the I-35 W Bridge at the time of the disaster.  His was the final body removed from the Mississippi River.

But a representative from the Minnesota Department of Transportation (MNDOT) cautioned lawmakers not to jump to conclusions regarding the I-35 W Bridge collapse.    Dean Dorgan, a bridge engineer for MNDOT, told lawmakers that he did not believe structural fatigue was at the root of the Minneapolis Bridge collapse.   MNDOT has been under fire recently for deciding to repair, rather than replace, the structurally deficient I-35 W Bridge.

National Transportation Safety Board (NTSB) chairman Mark Rosenkar testified that it could be more than a year before a final report into the Minneapolis Bridge collapse is issued by investigators.  He said that much of the I-35 W Bridge’s steel truss is still in the river and needs to be recovered.  He said that the investigation is still in its early stages, but that the state of the Minneapolis Bridge’s steel gusset plates where still a concern. In the early days of the I-35 W Bridge collapse investigation, reports surfaced that NTSB investigators were looking at possible design flaws in those gusset plates.  

The committee also heard testimony regarding solutions to the nation’s crumbling infrastructure, a problem brought into focus by the tragic Minneapolis Bridge collapse.  The committee was told that 1 in 8 US bridges is deemed structurally deficient, and that a major source of funding must be found to repair them.  Representative Jim Oberstar (D-Minn) has proposed a 5-cent a gallon gasoline tax to raise funds for bridge and road repair.  The federal gasoline tax, which stands at 18.3 cents per gallon, has not been increased since 1993.  Oberstar’s proposal is supported by the US Chamber of Congress, the American Trucking Association and many senior transportation officials in other states.  

But the proposal to increase the gasoline tax is getting little support from the Bush Administration or Republican members of Congress.  Representative John Mica (R-Fl) called Oberstar’s proposal a “knee jerk” reaction to the Minneapolis Bridge collapse.   And President Bush’s Transportation Secretary Mary Peters said that a tax increase would “likely do little, if anything, to address the quality or performance of our roads.”

But Minneapolis Mayor RT Ryback said he supported a gasoline tax increase, saying that the country does not spend enough on roads and bridges.  “I say this as the mayor of a city recovering from a tragedy that is not an act of God,” Ryback said.   “It was a failure of Man.”

]]> http://www.yourlawyer.com/articles/read/13041 Mon, 27 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13041
Just two minutes after the Minneapolis Bridge collapse, the communications center logged 100 emergency calls.  At the news conference where the tapes were released, 911 supervisor Maryam Williams admitted that dispatchers had trouble understanding the enormity of the catastrophe they faced.  “Even in my mind, when somebody told me the bridge collapsed, I’m still thinking a car flipped over into the water.”    But deluged with so many calls in such a short time, the dispatchers' disbelief soon dissolved, Williams said.

The tapes themselves paint a picture of the confusion and terror felt by the people who placed the 911 calls.  One victim of the Minneapolis Bridge collapse tried frantically to explain the situation to a dispatcher.  “I’m on like a little island part in the middle.  There’s a lot of people here too,” the caller said.  “And I think there could be people trapped in cars is what I’m really worried about.”

The 911 center also received a call from someone who had been contacted by a person trapped in a school bus that was stuck on the collapsed I-35 W Bridge.  “Oh my God,” he said.  “Where can we go so we can make sure that we get there? Because there are children on that bus.”  When asked if the bus was in the river, the caller frantically replied “I don’t know! I don’t know!”  In the end, everyone on the school bus was rescued.

The I-35 W Bridge collapsed on August 1, at 6:05 p.m.  It was the height of Minneapolis’ evening rush hour, and cars were lined up bumper-to- bumper across the span.  At least 88 vehicles and hundreds of people fell 60 feet into the Mississippi River below.  Thirteen people died as a result of the disaster, and 100 others were injured.  The final victim of the Minneapolis Bridge Collapse was not pulled from the river until August 21.

The National Transportation Safety Board (NTSB) is investigating the Minneapolis Bridge collapse.  NTSB investigators are said to be looking at several factors that could have contributed to the demise of the I-35 W Bridge, including possible corrosive properties of de-icing chemicals used on the span.   The NTSB is also said to be investigating the extra weight construction vehicles might have placed on the bridge, as well as a possible design flaw in the Minneapolis Bridge’s steel gusset plates.  However, the NTSB has said that it could be a year or more before the investigation yields any answers.

]]> http://www.yourlawyer.com/articles/read/13032 Thu, 23 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13032 National Transportation Safety Board (NTSB) said that investigators were looking at the corrosive properties of de-icing chemicals used on the I-35 W Bridge.  Other news reports said that past inspections had raised concerns about a large build up of pigeon dung on the Minneapolis Bridge that could endanger its structural integrity.

Yesterday, the NTSB issued an update on its investigation into the Minneapolis Bridge collapse.  The investigators said that they will be examining the de-icing system used on the bridge to determine if the chemicals that were part of that system might have had corrosive properties.   According to the Minneapolis Star Tribune, dangerous black ice was a constant problem on the I-35 W Bridge in the winter because of mist from the nearby St. Anthony Falls. The Minnesota Department of Transportation (MNDOT) had installed temperature and precipitation-activated nozzles on the bridge to keep it free of ice.   The nozzles sprayed a chemical called C7 onto the bridge.   C7 is a liquid potassium acetate made by Cryotech.  C7 contains no nitrogen or chlorides, and is considered safer than other de-icing chemicals.

But according to the Minneapolis Star Tribune, MNDOT discovered that C7 reacted with galvanized metal when some was accidentally spilled onto a grate.   In 2005, the manufacturer issued an alert warning that C7 would react with zinc.  Zinc is used in galvanized steel.  But Cryotech said that the reaction was slow, and did not occur with normal use.  According to the Star Tribune, MNDOT initiated an investigation in order to see if C7 had caused any significant deterioration on the Minneapolis Bridge.  That investigation concluded that the galvanized steel on the bridge was thick enough to withstand the C7 reaction.

The NTSB is also said to be examining a possible design flaw in the steel gusset plates which bound the I 35-W Bridge’s trusses together.   The NTSB is also taking a hard look at the construction that was being done on the Minneapolis Bridge when it collapsed.   Yesterday, investigators said that they had determined that the weight from construction on the bridge to be around 575,000 lbs.

Other media outlets reported yesterday that in 1989, MNDOT inspectors had begun to raise concerns about the build up of pigeon droppings on the I-35 W Bridge.  Pigeon dung contains large amounts of ammonia and acids, and if not washed away, it can become quite corrosive.   Over the long term, it can weaken structures like the Minneapolis Bridge.  In 1996, openings on the I-35 W Bridge's beams were covered with screens in an attempt to keep the birds from nesting there.  Pigeon droppings are a common problem on bridges, because the birds are naturally drawn to cliff-like structures.  

The I-35 W Bridge collapsed on August 1, at 6:05 p.m.  It was the height of Minneapolis’ evening rush hour, and cars were lined up bumper-to- bumper across the span.  At least 88 vehicles and hundreds of people fell 60 feet into the Mississippi River below.  It would be nearly three weeks before the final victim of the Minneapolis Bridge Collapse was pulled from the river.

]]> http://www.yourlawyer.com/articles/read/13022 Tue, 21 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13022
Last night, Navy divers recovered the body of 45-year-old Gregory Jolstad.   Jolstad, a construction worker, had been working on the Minneapolis Bridge when it collapsed on August 1.  Jolstad was the last person known to be missing from the I-35 W Bridge collapse.  However, the Hennepin County Sherriff’s Department was not ruling out the possibility that other remains could be found in the wreckage.  Though Navy dive teams would be leaving the area today, the Sherriff’s office said that it would maintain a presence at the site in case more victims are recovered.

Now, work crews will begin the difficult task of removing wreckage from the Mississippi River.  The search for victims had stalled the work, and the only pieces of debris removed were those that impeded the search for bodies.  The Minnesota Department of Transportation (MNDOT) said that it hopes to have most of the debris cleared by the weekend.  MNDOT said that it was committed to having the Mississippi River channel opened to boats soon.  

Also on Monday, Minnesota Governor Tim Pawlenty asked President Bush to declare the site of the Minneapolis Bridge collapse a major disaster.  Such a move would make Minnesota eligible for more federal aid.  The Governor’s Office said that clean-up of the site of the I-35 W Bridge disaster would cost in excess of $8 million.

The National Transportation Safety Board (NTSB) continues to investigate the Minneapolis Bridge collapse.   The NTSB will likely reconstruct portions of the I-35 W Bridge from the recovered wreckage to aid in its investigation.  Investigators are said to be casting a suspicious eye on construction that had been taking place on the Minneapolis Bridge prior to the collapse.   Reports also indicated that NTSB investigators might have found a design flaw in the steel gusset plates that were used to bind the bridge trusses together.  The NTSB has said that it could be more than a year before investigators release a final report on the Minneapolis Bridge collapse.

Meanwhile, MNDOT is moving quickly to replace the collapsed I-35 W Bridge.  Last week, MNDOT revealed preliminary designs for the replacement bridge, which the agency hopes to have in place by the end of 2008.  The new bridge would be twice as wide as the collapsed Minneapolis Bridge and would span 10 lanes instead of 8.  MNDOT said that construction on the new bridge must begin before winter if it is to be in place by 2008.  

The I-35 W Bridge collapsed on August 1, at 6:05 p.m.  It was the height of Minneapolis’ evening rush hour, and cars were lined up bumper-to- bumper across the span.  At least 88 vehicles and hundreds of people fell 60 feet into the Mississippi River below.   A total of 13 people are confirmed dead as a result of the collapse, and at least 100 others were injured.

]]> http://www.yourlawyer.com/articles/read/13017 Mon, 20 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13017 Minneapolis Bridge collapse on August 1, which left at  least 12 people dead and 100 others injured.

Over the weekend, the Minneapolis Star Tribune published documents that shed light on MNDOT’s decision to subject the collapsed Minneapolis Bridge to frequent inspections, rather than repairs or replacement.  According to the MNDOT documents, on December 6, 2006, the department was about to begin repairs on the I-35 W Bridge.  The plan was to install steel plates on several areas of the bridge were there was evidence of structural fatigue.  But that plan was shelved over concerns that bolting the steel plates to the structure could actually weaken the Minneapolis Bridge further.

In January, MNDOT decided to increase inspections on the Minneapolis Bridge.   Inspectors would look for signs of fatigue cracking, and emergency repairs would be done as needed.  MNDOT began inspection of 52 steel beams on the I-35 W Bridge in May, but those inspections were never finished.  MNDOT stopped the inspections so that resurfacing work could begin on the doomed I-35 W Bridge in June.   MNDOT had planned to reevaluate the inspection plan on August 20.  At that meeting, the agency would have decided if the Minneapolis Bridge should undergo the installation of steel plates that had been put off last December.

No cause for the I-35 W Bridge collapse has been determined at this time.  The National Transportation Safety Board (NTSB) has 19 investigators working on the case, but it could be a year or more before they issue findings.  Investigators are said to be casting a suspicious eye on construction that had been taking place on the Minneapolis Bridge prior to the collapse.   Reports also indicated that NTSB investigators might have found a design flaw in the steel gusset plates that were used to bind the bridge trusses together.

Meanwhile, recovery crews at the site of the Minneapolis Bridge collapse are searching for the last person known to be missing in the wake of the tragedy.  On Sunday, divers found another body in the wreckage of the I-35 W Bridge, bringing the confirmed death toll to 12.  The Hennepin County medical examiner said that the victim was Scott Sathers, 30.   Sathers was employed at nearby Capella University and was on his way home when the I-35 W Bridge collapsed.  Greg Jolstad, 55, is the only person remaining on the list of people missing following the collapse of the Minneapolis Bridge.  Jolstad was part of the construction team doing work on the bridge when it fell into the Mississippi River.  

The Minneapolis Bride collapsed into the Mississippi River at 6:05 p.m. on August 1.  It was the height of rush hour, and hundreds of cars were backed up across the span of the bridge, one of Minneapolis’ busiest.   Dozens of vehicles and hundreds of people fell sixty feet into the gorge below.

]]> http://www.yourlawyer.com/articles/read/13012 Wed, 15 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13012
According to the Minneapolis Star Tribune, the petition was filed by a Minneapolis law firm on behalf of three victims and the families of two people who died in the Minneapolis Bridge collapse.   The petition, which was filed in US District Court in Minneapolis, did not reveal the names of the parties involved, but it did request that the court grant investigators access to the site of the Minneapolis Bridge collapse no later than today.   The petition said that access to the site is needed before evidence is destroyed.

The I-35 W Bridge collapsed on August 1, at 6:05 p.m.  It was the height of Minneapolis’ evening rush hour, and cars were lined up bumper-to- bumper across the span.  At least 88 vehicles and hundreds of people fell 60 feet into the Mississippi River below.  Nine bodies have been recovered from the site of the disaster so far, but four people are still missing and presumed dead.  

Meanwhile, the Minnesota Department of Transportation (MNDOT) is moving quickly to replace the collapsed I-35 W Bridge.  Yesterday, MNDOT revealed preliminary designs for the replacement bridge, which the agency hopes to have in place by the end of 2008.  The new bridge would be twice as wide as the collapsed Minneapolis Bridge and would span 10 lanes instead of 8.  MNDOT said the bridge will be either a concrete box or steel structure.  Like its predecessor, its piers will not be set in the water in order to allow for the flow of traffic on the Mississippi River.

The preliminary design was presented at a meeting of the Minneapolis City Council yesterday.  According to the Minneapolis Star Tribune, some council members were unhappy that the new bridge would not include room for a light rail connection into the city.  But MNDOT said that federal money for the replacement bridge came with certain conditions, one being that the structure could not be an enhanced version of the Minneapolis Bridge.  Building a bridge for light rail transit would entail adding enhancements that could jeopardize federal funding of the project.  

MNDOT also tried to assure the City Council that the ambitious schedule for replacing the I-35 W Bridge would not hurt the quality of the new structure.  An MNDOT project manager told City Council that the new Minneapolis Bridge would “be built to last 100 years.”

]]> http://www.yourlawyer.com/articles/read/13007 Tue, 14 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13007 Minneapolis Bridge Collapse.  Heavy rains from storms last night elevated water levels in the Mississippi River and quickened currents that had already been posing a challenge to the Navy divers helping to recover victims from the I-35 W Bridge collapse.  Four people are still missing and presumed dead in the wake of the tragedy, which killed nine others and injured 100.

This was the third day in a row that heavy storms had hampered recovery efforts.  No one could say when the divers will be able to return to the wreckage of the Minneapolis Bridge.  The absence of the divers, however, means that contractors can use cranes to lift heavy debris from the Mississippi, something that is too risky with rescue workers in the water.  The Hennepin County Sherriff’s office said that crews were starting to pull away concrete and rebar.  When the divers finally return, they might be able to locate missing victims who had been trapped under such debris.

Four people are still missing and presumed dead in the collapse of the I-35 W Bridge.  Those individuals are Christine Sacorafas, 45; Vera Peck, 50; Scott Sathers, 29; and Greg Jolstad, 45.  

The Minneapolis Bride collapsed into the Mississippi River at 6:05 p.m. on August 1.  It was the height of rush hour, and hundreds of cars were backed up across the span of the bridge, one of Minneapolis’ busiest.   Dozens of vehicles and hundreds of people fell sixty feet into the gorge below.

No cause for the I-35 W Bridge collapse has been determined at this time.  The National Transportation Safety Board (NTSB) has 19 investigators working on the case, but it could be a year or more before they issue findings.  Investigators are said to be casting a suspicious eye on construction that had been taking place on the Minneapolis Bridge prior to the collapse.   Reports also indicated that NTSB investigators might have found a design flaw in the steel gusset plates that were used to bind the bridge trusses together.

The Minnesota Department of Transportation (MNDOT) is scheduled to release preliminary designs of a replacement for the I-35 W Bridge sometime today.  MNDOT has said that it wants to “fast track” the new bridge so that it can be operational by the end of 2008.    MNDOT has scheduled two hearings this week regarding the new bridge.  The first on Wednesday will be before a joint hearing of the state House and Senate transportation committees.  The second on Thursday will take public comments on the new design.  

]]> http://www.yourlawyer.com/articles/read/13000 Mon, 13 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/13000
On Sunday, the Hennepin County Medical Examiner identified the latest victim of the Minneapolis Bridge collapse to be pulled from the river as Richard Chit, 20.  Chit had Downs Syndrome and was traveling with his mother, Vera Peck, 50.  Peck is still missing.   

On Saturday, two other victims if the collapse,  Sadiya Sahal and her 2-year-old daughter, Hana Mohamed, were buried.   Sahal was taking her daughter to pick up friends when the I-35 W Bridge plummeted more than 60 feet into the Mississippi River.  More than 100 people attended the traditional Muslim funeral.

Four people remain unaccounted for as a result of the Minneapolis Bridge collapse.  The Hennepin County Medical Examiners office had requested dental records and DNA samples from the families of the missing to aid in identification of remains.  Navy divers are expected to return to the site of the Minneapolis Bridge collapse today to continue to search for victims.   Recovery efforts were delayed somewhat over the weekend, after heavy rains on Friday evening caused the level of the Mississippi River to rise.  

Of the 100 people injured in the collapse of the Minneapolis Bridge, seven are still hospitalized.  Four are listed in serious condition and three are still critical. One patient was released from the hospital over the weekend.

Work crews have removed 44 cars from the Mississippi River so far.  Over the weekend, a school bus that had been partially hanging from the collapsed I-35 W Bridge was removed as well.  That bus had carried 52 children, all of whom survived the collapse.  At least 100 vehicles had been on the Minneapolis Bridge at the time of the collapse.

The NTSB, which has been investigating the catastrophe, had no comments on the I-35 W Bridge collapse probe.  Last week, reports said that the investigation had found a possible design flaw in the steel gusset plates which bound the bridge’s trusses together.   Investigators were also taking a hard look at the construction that  was being done on the Minneapolis Bridge when it collapsed.  Last week, Secretary of Transportation Mary Peters issued a statement to all other state transportation authorities cautioning them to carefully consider the extra weight placed on bridges similar to the I-35 W Bridge when they are undergoing repair or construction.  Several heavy vehicles and large piles of sand and gravel had been placed on the bridge when it fell into the Mississippi.

Meanwhile, the Minnesota Department of Transportation (MNDOT) was forging ahead with plans to replace the fallen Minneapolis Bridge.  On Monday, MNDOT said that it had already decided on a preliminary design for the new bridge, which they hope to have in place by the end of 2008.  While it  has given no details on the design,  MNDOT said it would begin taking public comments on the new 10-lane bridge this week.

]]> http://www.yourlawyer.com/articles/read/12996 Fri, 10 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12996 Minneapolis Bridge collapse were recovered from the Mississippi River today.  Prior to the recovery, eight people had been listed as missing and presumed dead in the collapse  The recoveries bring the known death toll of the Minneapolis Bridge collapse to at least seven.  About 100 others were injured during the catastrophe.

According to the Minneapolis Star Tribune, divers searching the Mississippi River recovered the first body sometime after noon on Thursday. Authorities identified the victim as Peter Joseph Hausmann, 47.   More remains were brought out of the river at 2:00 p.m.  Rescue officials said that those remains could belong to more than one person.  The victims were the first recovered from the site of the Minneapolis Bridge Collapse since last week.  Twisted wreckage, as well as the Mississippi River’s strong current and poor visibility, had been hampering recovery efforts since the Minneapolis Bridge collapsed last Wednesday night.  So far, Navy and FBI dive teams have searched 25,000 square feet in the river. Because of the equipment they use, the Navy and FBI divers have been able to go deeper under the water than the local dive teams could.  Still, a spokesman for the Navy told the Minneapolis Star Tribune that he expects progress to be slow.

The recovery of the two victims was announced at a briefing this afternoon.  Officials said that a total of 88 vehicles have been located at the crash site.  Many of those are in the river.  Officials also said that they did not believe any homeless people, who where known to live under the Minneapolis Bridge, were trapped beneath the structure when it collapsed.  They said that a homeless man who had come to the site to pick up his belongings had given them information that ruled out the chance that any homeless people were caught in the collapse.

On Wednesday, the National Transportation Safety Board (NTSB) said that investigators had found a design flaw on the I-35W Bridge’s gusset plates.  The plates help to tie steel beams together.  This afternoon the NTSB clarified that the plates were only one of many areas they are looking at.   They said they have not discovered anything specific yet that might have caused the collapse of the Minneapolis Bridge.

The collapse of the Minneapolis Bridge had raised awareness across the nation regarding the country’s aging infrastructure.  A large number of bridges in the U.S. are rated “structurally deficient” as was the Minneapolis Bridge.  Most states do not have the financial resources to repair them all.  At a news conference today, President Bush said that he did not favor raising the federal gasoline tax to pay for road repairs, even though it has not been raised since 1993.  President Bush said that Congress should first change the way it spends highway funds and allocate more money to repairs.

]]> http://www.yourlawyer.com/articles/read/12999 Fri, 10 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12999 warned states to carefully consider the loads they placed on similar bridges that are under construction or repair.  The Minneapolis Bridge was being resurfaced and had several heavy construction vehicles parked on its span when it collapsed.

Deck truss bridges, like the Minneapolis Bridge that collapsed, are especially vulnerable if gusset plates fail.  That type of bridge design has no back up features to prevent a collapse if one component of the structure fails.  For that reason, bridges like the 40-year-old Minneapolis Bridge are rarely built today.  Gusset plates act like braces to hold bridge joints together, but these structures can be troublesome.  Water, dirt and salt can collect in them, and they can corrode and rust.  Over time, this can cause the plates to weaken, and suffer fatigue cracks from excessive weight.  That is what happened to an Ohio interstate bridge in 1996.

According to an article in the Cleveland Plain Dealer, a similar bridge on I-90 in Ohio failed in 1996 because of problems with its gusset plates.  The bridge in Perry Township, Ohio, sank 3 inches after some of its gusset plates had corroded and buckled.  The Ohio bridge had striking similarities to the Minneapolis Bridge.  For one thing, they were both Warren truss bridges that used gusset plates.  And according to the Cleveland Plain Dealer, both bridges were redundant, meaning that if one part fractures, the whole bridge can fall.  And both the Minneapolis Bridge and the Ohio bridge were undergoing construction when they failed.

In the case of the Ohio bridge, several of the gusset plates had been corroding unbeknownst to bridge engineers before the construction started.  According to the Plain Dealer article, the gussets were too thin.  Construction on the bridge had also weakened the plates further, because crews had used steel shot to blast the bridge in preparation of repainting.  That process and the added weight of the construction vehicles caused some gusset plates to buckle in May 1996.  Reports said that the bridge began to “bounce”, and it sunk three inches.  Unlike the I-35 W Bridge collapse, no one was injured in Ohio.

Reports from around the country indicate that other states are taking Secretary Peter’s warning to heart.  In Pennsylvania, where the state owns 28 truss bridges similar to the Minneapolis Bridge, bridge inspectors have been asked to pay special attention to gussets.  The state’s transportation agency started to inspect all Pennsylvania bridges that have a design similar to the collapsed I-35 W Bridge last week.

Yet even as attention turned to the gusset plates as a possible culprit in the Minneapolis Bridge collapse, the NTSB was trying to downplay such reports.  The agency said that gusset plates are only one area being looked at, and  no single cause for the I-35 W Bridge collapse had been determined.

]]> http://www.yourlawyer.com/articles/read/12992 Thu, 09 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12992 Minneapolis Bridge collapse that killed five people and left eight missing.  This finding caused Secretary of Transportation Mary Peters, to issue a national alert to bridge engineers to “carefully consider the additional weight placed on bridges during construction or repair projects.”

Earlier this week, construction crews who had been working on the I-35W Minneapolis Bridge reported that they had felt the structure “wobble” in the days leading up to the disaster.  Now, the NTSB is taking a close look at the design of steel connecting plates called gusset plates that were used on the Minneapolis Bridge.  Gusset plates are usually fabricated from lower quality steel.  When the Minneapolis Bridge was built in the mid 1960s, such plates were usually welded to trusses.  This type of welding makes the plates more prone to fatigue.  Standard bridge design today calls for gusset plates to be bolted to trusses.

The Minneapolis Bridge was being resurfaced prior to the collapse.  Traffic on the 8-lane bridge had been reduced to four and several large trucks were parked on the structure during the construction.  At a news conference yesterday, Minnesota Department of Transportation (MNDOT) construction engineer Liz Benjamin said that workers had dumped large sand and gravel piles on the I-35 W Bridge at 2:00 p.m., just hours before the disaster.  The sand and gravel piles could have weighed as much as 100 tons.  Even so, they still would have been lighter than the trucks parked on the Minneapolis Bridge.

The NTSB would not say exactly what type of design flaw investigators were looking at, only that it involved the gusset plates.  An unidentified source told the Minneapolis Star Tribune that the NTSB is looking at the thickness of those plates.  Despite Wednesday’s alert, the NTSB has said that the gusset plates are just one area that the agency is investigating, and has not ruled out other causes of the Minneapolis Bridge collapse.

Meanwhile, Navy and FBI divers continued to search the Mississippi River for victims.  Eight people are still missing in the Minneapolis Bridge Collapse, and they are presumed dead.  Four empty cars were removed from the water yesterday, but no more victims were found.  Rescue officials said that the divers were doing a hand –over-hand search, and they delayed the removal of heavy debris in order to give the divers more time.  The FBI had to stop using an unmanned submarine to search the river.  It was too big to maneuver among the twisted wreckage of the I-35 W Bridge.  The FBI is planning to try a smaller sub, although that vehicle might have problems with the swift currents of the Mississippi.  Officials at the site said they expected to start removing the heavy debris sometime this week.  

]]> http://www.yourlawyer.com/articles/read/12984 Wed, 08 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12984
In the days since the Minneapolis Bridge collapse, attention has focused on evaluations of the bridge done since 2006 that found it to be “structurally deficient”.  But an investigation by the Minneapolis Star Tribune has found that the Minneapolis Bridge was in trouble long before those reports were written.  In 1996, Minnesota Department of Transportation (MNDOT) inspectors wrote that a pier supporting steel spans had tilted.  In 1998, they wrote that “numerous fatigue cracks were found” on the approaches to the Minneapolis bridge.  These cracks were called “severe” and “extensive”.  The reports also noted missing or damaged bolts on the bridge. Though the reports are vague as to the significance of these problems, by 2000 inspectors were calling for the eventual replacement of the Minneapolis Bridge.  If replacement needed to be delayed, they recommended that the bridge at the very least be re-decked.  According to the Minneapolis Star Tribune, those recommendations were repeated in every subsequent inspection report.

In a written statement, MNDOT spokesman Kevin Gutknecht said that the fatigue cracks found in the 1990s had been addressed by repairs.  He also said that replacement of the I-35 W Minneapolis Bridge was not considered because inspectors had not found fatigue cracks in the main truss spans.  At a news conference on Tuesday, Minnesota Governor Tim Pawlenty said that the earliest date recommended for replacement of the Minneapolis Bridge had been 2020.  He maintained that if anyone had recommended that the I-35W Bridge should be closed or that it was in danger of imminent failure, appropriate steps would have been taken.

Five people are confirmed dead in the Minneapolis Bridge collapse that occurred during last Wednesday’s evening rush hour.  Five people remain hospitalized, with four in serious condition and one listed as critical.   Eight people are still missing.  About 100 others were hurt in the disaster. Last night, Minneapolis observed a moment of silence for the victims of the bridge collapse.  Many gathered along the banks of the Mississippi River to toss flowers into its murky water as a memorial to victims.

Cranes have been brought to the site of the I-35 Bridge collapse to remove large piece of wreckage, and Navy dive teams have joined the search for victims.  It is hoped that these additions will speed up the recovery.  Navy divers are among the best in the world, and have access to technology that other dive crews lack.  For instance, Navy divers are tethered to above ground oxygen tanks, allowing them to stay under water much longer.  Most dive crews use SCUBA tanks.  Navy divers also have experience with salvage operations, and know how to maneuver in dangerous waters like those of the Mississippi River.  Recovery officials believe that victims are trapped beneath the debris of the Minneapolis Bridge collapse.

]]> http://www.yourlawyer.com/articles/read/12978 Tue, 07 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12978 Minneapolis Bridge collapse is set to start soon.  Removal of the wreckage will not only further the investigation into the cause of the I-35 W Bridge collapse, but it will help recovery workers locate bodies that might be trapped in cars under the wreckage.  No additional victims of the collapse have been pulled from the Mississippi River since last week, however eight people who were believed to be on the Minneapolis Bridge when it collapsed are still missing.

At a news conference yesterday, Hennepin County Sheriff Richard Stanek said that conditions in the Mississippi were dangerous.  The current is strong, and divers are only able to see ahead for about six inches.  Crews are working 16-hour shifts, and the divers are literally feeling their way around the wreckage of the I-35 W Bridge. FBI and Navy dive teams and salvage experts have joined the recovery effort.  The crews are using a small, unmanned submarine with a robotic arm to search the river.

The National Transportation Safety Board (NTSB) is scheduled to run a computer analysis to try to determine how the I-35W Bridge fell into the river.  NTSB Chairman Mark Rosenker said that investigators will be looking at the entire area of the Minneapolis Bridge that was under construction.  Construction crews said that they had felt the bridge “wobble” in the days prior to the collapse.  The NTSB will use computer analysis to look at the loads the bridge carried during the construction.

Meanwhile, the Minnesota Department of Transportation (MNDOT) began to plan for the rebuilding of the I35-W Bridge.  MNDOT’s goal is to have a new bridge completed by the end of 2008.  That is an ambitious goal, as the construction of a structure like the Minneapolis Bridge generally takes about three years.  MNDOT plans to start awarding construction contracts in September, but even that might be difficult.  Before they can start submitting bids, contractors will need to know what the bridge should look like and how much traffic it will carry.  And there is sure to be debate over whether or not to repeat the design of the collapsed I-35 W Bridge. Minnesota’s harsh winters could also slow down construction.

MNDOT said that it plans to offer contractors financial incentives to have the bridge completed by the goal date.  They could base such a program on one used by Florida to replace the Escambia Bay Bridge in Pensacola that was destroyed by Hurricane Ivan.  In any case, contractors already have a deadline of Wednesday morning to prove to MNDOT that they are qualified to bid on the project.  

The 2008 deadline could cause other highway projects in the state to be delayed, MNDOT warned, as meeting the deadline will tie up construction resources.  MNDOT also said that it expects the I-35 W Bridge replacement project to cost between $300 and $350 million.  However, the final cost will not be known until the design of the new Minneapolis Bridge is chosen.

]]> http://www.yourlawyer.com/articles/read/12971 Mon, 06 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12971 Minneapolis bridge collapse, amid reports that construction crews working on the Interstate 35W Bridge had felt the structure “wobble” for several days before the collapse.

According to the Minneapolis Star Tribune, construction workers have said that in the days prior to the disaster, the Minneapolis Bridge had “wobbled” with every layer of concrete they moved.  The Minnesota Department of Transportation (MNDOT) would not comment on the reports, saying that they would be part of the NTSB investigation into the Minneapolis bridge collapse.  A spokesperson for MNDOT also said that the NTSB was seeking information on the number of lanes that the I-35W Bridge had when it opened in 1967, as well as the number of vehicles the bridge carried at that time.

The NTSB said over the weekend that investigation of the Minneapolis Bridge collapse could take as long as 18 months.  The agency, which has 19 investigators assigned to the Minneapolis bridge collapse disaster, has concluded that the collapse did not originate on the south end of the I-35W Bridge, and they will look at the north side today.   An NTSB investigator told the Minneapolis Star Tribune that investigators are being extremely cautious because the collapsed Minneapolis Bridge is continuing to weaken.  

Those same conditions were making recovery efforts difficult at the site.  Divers were expected to return to the river today to search for the missing, and the state has requested help from FBI and Navy dive teams.  Last week, the Army Corps of Engineers lowered the level of the Mississippi River by two feet in an attempt to lessen the current.  Today, crews will begin removing debris from the river.  MNDOT has hired a contractor from St. Paul, Minnesota to handle debris removal.  The cleanup is expected to cost at least $15 million.

Five people have been confirmed dead as a result of the Minneapolis Bridge collapse, and eight are still missing.  On Saturday, families of the missing were brought to the site of the collapse for the first time.  Sunday was a day of prayer and grieving in the Twin Cities, where about 1400 people attended an interfaith memorial service at St. Marks Episcopal Cathedral.  

This morning, Minneapolis commuters attempted to make it into work without one of the city’s main corridors.  The I-35W Bridge had carried 140,000 cars everyday.  Commuters were encouraged to car pool and offered free bus rides.  Meanwhile, MNDOT officials mulled over plans for replacing the collapsed Minneapolis Bridge.  It is expected that replacement will cost in excess of $200 million.  Late last week, Congress approved $250 million in emergency funds to help Minnesota with the cost of cleanup and bridge replacement.  But MNDOT said that even with that money, the agency still faces a cash shortfall.

The I-35 W Bridge collapsed last Wednesday at the height of Minneapolis’ rush hour.  Between 50 and 100 vehicles were on the bridge when it fell into the Mississippi River.  Recent inspections of the Minneapolis Bridge had found it to be “structurally deficient”.  The Minneapolis Bridge collapse is only the second time in 25 years that a highway bridge in the US collapsed without a cause like an earthquake or collision.

]]> http://www.yourlawyer.com/articles/read/12963 Fri, 03 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12963 Minneapolis bridge collapse is still unknown.

Last winter, MNDOT considered a plan to bolt steel plates to the supports of the 40-year-old I-35W bridge to prevent fatigued areas from cracking.  The department even consulted with contractors about such a project.  According to an article in the Minneapolis Star Tribune, a fierce debate waged for months at MNDOT over repairing the bridge or subjecting it to inspections.  In the end, the agency opted for inspections.  Though there was enough money in the state’s transportation budget, MNDOT chose to go the inspection route because the repair would require that thousands of small bolt-holes be drilled into the bridge.  Some of the department’s engineers feared that doing so would weaken the I-35W bridge even further.

The I-35W bridge was last inspected in June 2006. That report noted fatigue cracks in the sections leading to the river, one of which was 4 feet long. That crack was eventually reinforced with a steel plate.  An inspection did begin earlier this year, but was put on hold when construction began to repair the I-35W bridge’s surface.

Minnesota’s Gov. Tim Pawlenty said that he expects the state to face serious questions about its bridge maintenance programs.  Yesterday, he ordered inspections of all similar bridges in Minnesota.  MNDOT said yesterday that about 8-percent of the states bridges, including the I-35W bridge, had been listed by the federal government as “structurally deficient”.  Nationwide, the number is around 13-percent.  MNDOT maintains that such a designation does not mean a bridge is unsafe.

Meanwhile, at the site of the disaster, rescue crews continued the grim task of searching for the dead.   Casualty figures were revised down from those released yesterday morning.  According to the Hennepin County Sherriff’s Department, five bodies have been pulled from the Mississippi River, and a sixth woman died from her injuries last night.  The number of missing has dropped from nearly 30 to 8.  Many of those who had initially been reported as missing were accounted for by last night.  The Mississippi River’s strong current and low visibility were making recovery efforts difficult.   Rescue workers said that it could take several days before they are able to locate all of the missing.

The I-35W Bridge collapsed Wednesday evening at the height of the Minneapolis rush hour.  The entire bridge collapsed in less than 4 seconds, and sent dozens of vehicles into the Mississippi.  In addition to the dead and missing, 79 people were injured in the bridge collapse, some of them critically. Prior to the collapse, the I-35W bridge had been one of Minneapolis’ most heavily-traveled bridges, carrying more than 140,000 vehicles every day.

]]> http://www.yourlawyer.com/articles/read/12966 Fri, 03 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12966 Minneapolis bridge collapse that killed at least 6 people Wednesday night could be a warning of more tragedy to come if something is not done to fix the aging US highway system.  According to the national transportation research group TRIP, a third of all major roads are in “poor or mediocre” condition, and more than a quarter of the bridges on the interstate highway system are “structurally deficient or functionally obsolete”.   And what’s worse, there is no money available to fix them.

The national highway system is over 50 years old.  In 1955, it carried a paltry 65 million vehicles.  According to the American Association of State Highway and Transportation Officials, 246 million cars and trucks use the system today.   That’s a lot of wear-and-tear on roads and bridges, and many of them are crumbling.  Unfortunately, as traffic on roads has increased, federal and state funding to fix them has not kept up.  Last year, the Federal Highway Administration asked Congress for $375 billion for highway repair projects.  Some of that money would have gone to fix bridges that, like the I-35 W bridge that collapsed, were deemed “structurally deficient”.  Unfortunately, Congress only authorized $286 billion.

What’s worse, the Federal Highway Trust Fund is slated to go broke by 2009.  That fund is supported by gasoline taxes, which haven’t risen from 18.4 cents a gallon since 1993.  Congress did propose raising the tax by 4 cents a gallon last year, but backed off when President Bush assured that he would veto any attempt to raise taxes.

And an “all taxes are bad” attitude has held down road funding at the state level as well.  Traditionally, states made up shortfalls in federal highway funding with things like gasoline taxes and user fees.  The anti-tax sentiment that has gripped the country for the last several decades has led many state lawmakers to oppose increases in these taxes and fees. Many states faced with highway funding shortfalls have looked to privatization as a way to deal with expensive road repairs.  Indiana and Illinois both signed contracts with private firms to take over several state roads, and New Jersey is considering selling a 49-percent stake in the New Jersey Turnpike and Garden State Parkways.  But private companies expect to make a profit from these roads, so it really isn’t known whether they will do a better job of making expensive repairs.

In the case of the I -35W bridge, the Minnesota Department of Transportation knew years ago that the collapsed bridge was structurally deficient.  It is not known if financial pressures played a part in MNDOT’s decision to forgo repairs on the I-35W bridge in favor of inspections.   However, department officials have said there was enough money in Minnesota’s transportation budget to fix the bridge.  But in far too many states, the money for road and bridge repair just is not there.  That sad fact is leading many to ask not if, but when there will be another tragedy like the I-35W bridge collapse.

]]> http://www.yourlawyer.com/articles/read/12958 Thu, 02 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12958
The collapse of the four-lane West I-35 Bridge occurred at 6:05 p.m., the height of rush hour in the Twin Cities.  Witnesses said that there were between 50 and 100 cars on the bridge at the time of collapse.   A section of the Minneapolis bridge was lying in the middle of the Mississippi River, and dazed and injured commuters were stranded on the section that was not submerged.  At least 50 vehicles were in the water, and several were on fire.  The area was strewn with chunks of concrete and torn metal.  Boats were used to bring victims ashore, and divers were searching the area.  By late Wednesday night, no other victims had been pulled from the Mississippi alive.   The search and recovery mission was also called off late Wednesday when the river was deemed too dangerous for divers.  Teams began what they were calling a “recovery” mission this morning.

The I-35 Bridge was one of the most heavily traveled corridors in the Twin Cities.  It is near the University of Minnesota campus, as well as the Hubert H. Humphrey Metrodome.  In fact, many of those on the bridge were on their way to the Metrodome for a baseball game that was scheduled to start shortly after 7 p.m.   

Witnesses who saw the bridge collapse said that it happened suddenly.  Tapes from a security camera were obtained by one television network showed the north end of the bridge falling first, followed by the southern end.  The center of the bridge was in the water in less than four seconds.  

A team from the National Transportation Safety Board (NTSB) was expected to arrive in the Twin Cities today to begin their investigation.  A former NTSB official told the Minneapolis Star Tribune that investigators will look first at fatigue cracking or vibration as the cause of the bridge collapse.   He said that investigators will spend a great deal of time examining wreckage and looking through maintenance and inspection records.

At a news conference last evening, Minnesota transportation officials said that the deck of the 40-year-old bridge was scheduled to be replaced in 2020.  No structural problems turned up in an inspection of the bridge in 2005, although an evaluation in 2001 did show some fatigue problems on the ramp leading to the bridge.  The bridge had been under repair, and crews were actually working on it when it collapsed, but officials said those repairs were “cosmetic”.  The work involved concrete repair and replacement of guardrails and lights.  

Officials said that of the 62 people taken to area hospitals, some were in critical condition.  Many of them had suffered multiple traumas.  With anywhere from 20 to 30 people missing, rescue officials said that they expected the death toll to rise today.

]]> http://www.yourlawyer.com/articles/read/12960 Thu, 02 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/articles/read/12960 Minnesota bridge collapse, and the state’s governor ordered inspections for other Minnesota bridges.

After the bridge in Minnesota collapsed a spokesperson for the Minnesota Department of Transportation (MNDOT) told the Minneapolis Star Tribune that the agency was aware of the 2005 evaluation of the bridge, but would not make further comment.  The 40-year-old I-35 W Bridge received a score of 50 in the evaluation, which means that a bridge might need to be replaced.  The evaluation also gave the bridge’s structural components a grade of 4 out of 9. That grade included evaluations of the I-35 Bridge’s deck, piers, abutments and footings.  A 2001 report by the Minnesota University Center for Transportation Studies that evaluated the bridge’s trusses found evidence of many “poor fatigue details”.  At that time, the 2001 report concluded that the I-35 W Bridge was not in danger of fatigue cracking, but it did recommend that the trusses be inspected every two years.  The 2001 report also said that certain high stress areas should be inspected every six months.    Minnesota Gov. Tim Pawlenty said on Wednesday night that the I-35 W Bridge had been inspected in 2005 and 2006, but that no structural deficiencies were found.

Earlier today, the Governor ordered inspections of all Minnesota bridges with the same design structure as the I-35 W Bridge.  According to the Minneapolis Riverfront District Web site, the I-35 W Bridge was a steel arch bridge. Its longest span stretched 458 feet over the river, and it was constructed with no mid-river piers to facilitate river traffic.

Recovery efforts were continuing today, and rescue officials said that they expected that the effort would take at least five days.   The twisted metal and concrete debris in the river made for slow-going, officials said, especially because so many victims had been pinned under debris.  The Mississippi River’s strong current was also making conditions difficult for drivers. At today’s news briefing, they confirmed that more bodies had been recovered, but would not say how many.   Between 20 and 30 people were reported missing, and relatives of the missing were gathered in a hotel awaiting word of their loved ones.

The National Transportation Safety Board (NTSB) began its investigation today.   NTSB Chairman Mark Rosenker vowed that his agency would get to the bottom of the bridge collapse, but warned that it could be a year before the NTSB reached any definitive conclusion.  Investigators said that they planned to reconstruct the bridge in a warehouse or hanger, and were trying to preserve as many pieces as possible.

The Federal government also announced that it would provide $5 million in aid to the state of Minnesota for cleanup and recovery.    It could take as long as two years to replace the I-35 W Bridge.  The bridge was one of the main corridors in the Minneapolis/St. Paul area and carried as many as 140,000 cars each day.

]]> http://www.yourlawyer.com/topics/overview/minneapolis_bridge_collapse Thu, 02 Aug 2007 00:00:00 -0700 http://www.yourlawyer.com/topics/overview/minneapolis_bridge_collapse Minneapolis Interstate 35 Bridge Collapse A bridge collapsed on August 1, 2007 in Minneapolis.  The eight-lane Interstate 35W bridge, a major Minneapolis artery, was in the midst of being repaired and had several lanes closed when it crumbled.  The Minneapolis bridge collapse sent dozens of cars and possibly hundreds of people into the Mississippi River.  The bridge collapse took place at 6:05 pm, during evening rush hour.  Many of those on the bridge were heading to the Hubert H. Humphrey Metrodome for a Minnesota Twins baseball game. While it was not immediately clear how many people might be involved in the disaster, witnesses reported that there were between 50 and 100 vehicles on the Minneapolis bridge when it collapsed.

Television video reports showed a portion of the Minneapolis bridge in the middle of the river, with dazed commuters stranded on the section of Interstate 35 West bridge that was not submerged.  Rescue workers were using boats to bring people ashore, and divers were searching the water for victims.  At least one truck was on fire, and the scene was strewn with blocks of concrete and torn metal.

Commuters on the Minneapolis bridge had absolutely no warning prior to its collapse.  Tapes from a security camera were obtained by one television network and showed the north end of the bridge falling first, followed by the southern end.  The center of the bridge was in the water in less than four seconds.  

Minneapolis Bridge was found “Structurally Deficient” in 2005, Under Construction when it Collapsed
The Minneapolis bridge was built in 1967, and had last been inspected by the Minnesota Department of Transportation (MNDOT) in 2005.  According to the US Department of Transportation’s Bridge Inventory database, that inspection found the bridge “structurally deficient”, and the report recommended that it be scheduled for replacement. The Minneapolis Interstate 35W Bridge received a score of 50 in the evaluation, which means that a bridge might need to be replaced.  A 2001 report by the Minnesota University Center for Transportation Studies that evaluated the bridge’s trusses found evidence of many “poor fatigue details”.  At that time, the 2001 report concluded that the Interstate 35W Bridge in Minneapolis was not in danger of fatigue cracking, but it did recommend that the trusses be inspected every two years.  The 2001 report also said that certain high stress areas should be inspected every six months.   During a news conference the night of the collapse, Minnesota Gov. Tim Pawlenty had said that the Interstate 35W Bridge had been inspected in 2005 and 2006, but that no structural deficiencies were found.

The Interstate 35W bridge that collapsed was under construction and had an MNDOT crew working on it at the time of the collapse. MNDOT maintained that the construction was “cosmetic” and consisted of resurfacing, and lighting and guardrail replacement.  At the time of the collapse, only two lanes were open on the bridge with bumper to bumper traffic jammed on the span.  Witnesses said they herd jackhammers in operation just before the Minneapolis bridge collapsed into a twisted pile of metal and concrete into the Mississippi River seriously injuring many people and possibly killing dozens more.

Legal Help for People Injured by the Bridge Collapse
If you or a loved one suffered injuries from the Minneapolis Interstate 35 Bridge Collapse, contact Parker & Waichman, LLP for a free case evaluation. Call 1-800-LAW-INFO (1-800-529-4636) or fill out the short form to the right.]]>