Revisiting the 1875 Northern Pacific Bridge Collapse at Brainerd, Minnesota
Vložit
- čas přidán 14. 07. 2024
- When the Northern Pacific Railroad bridge at Brainerd, Minnesota, collapsed on July 27, 1875, it left a huge gap in the transcontinental railroad line. Goods and other supplies quickly piled up on either side of the Mississippi River. To get the railroad line back up quickly, railroad officials built a temporary pile bridge to fill the gap in the line, and rebuilt a new bridge to replace the collapsed one. The temporary bridge took 15 days to build, while the replacement bridge took about eight months to complete. Take a closer look at the process involved in replacing the collapsed bridge. Learn about what may have been the cause of the initial failure. See the latest engineering features and hear about the individuals responsible for the reconstruction.
Check out my website: www.mnbricks.com/
Minnesota brick memorabilia: www.mnbricks.com/shop/
No music! Facts, substantiated by references! Clear concise speech. That's about 3 extra thumbs up. Thank you.
The size of timber used is amazing. Massive old growth trees are needed for lumber that size.
Very interesting !
Thanks for sharing it.
These two videos are incredibly interesting. I’ve seen the current bridge many times on my way to Brainerd International Raceway but I had had no idea the history of the bridge collapse or that there was a sawmill in town. I really love the Brainerd lakes area and the surrounding areas. I hope to work and live up there someday like some members of my family have done.
Great video thanks.
I would rather disappointed to find I was unsubscribed but only after being recommended you're Channel again. This channel deserves way more subscribers.
Thanks for both vids!
Would be interesting to see a video on the modern bridge.
Thank you!
I would imagine there might have been some diagonals between the bents on the replacement bridge but like you said, you can't tell without double checking everything. Wonderful video, enjoyed it much!
I enjoy your channel. Thanks for creating great content.
Two minor notes: The 'steel' components would have probably been wrought and cast iron. With the exception of the Eads bridge, wrought iron was the preferred material for another two decades in the US. The other note is that the remains of a two span combination Post truss still exist, in storage. The best parts of the two are to be used to make one restored pedestrian span in the near future.
Steel was more expensive and into the 1870's there was doubt as to whether it could be successfully formed into long beans. Cast iron does NOT handle bridge stresses well to put it mildly--wrought iron is what you use in bridges. Cast iron's weaknesses were found out the hard way--fortunately mostly in England in the 1840's and '50's.
Thomas, I think we generally agree on steel. Although it began in the the 1870s, the main transition from wrought iron to steel wasn't complete until the 1890s.
Use of structural cast iron this is something I have knowledge of. Full cast iron members were used into the 1870s (technically the early 1880s but that's a special case) for both road and rail bridges. A remaining rail bridge example is the Bollman Warren truss design used on the B&O, the last remaining example, from 1871, is still in use on the GAP hiking trail in PA. There are some cast iron road bridges still open to vehicular traffic in the US today.
However, in this case, the cast iron I was referring to were the smaller elements, such as connection blocks, which were used in bridges, notably on combination trusses and wrought iron columns (Phoenix Columns and Keystone Columns) through the 1890s. @@thomasrengel5577
Always a great video!!!
There was also a railroad bridge collapse in Winona, MN. It was the first bridge crossing in Winona and it collapsed the day after it was dedicated. I think that was in possible 1872. It was human error. Just a thought on a possible future video.
Excellent video! I cannot help but wonder what remnants of these times might be found today under the swirling waters of the Mississippi.
Simeon S. Post truss design for a latter structure. The photos suggest that the replacement structure appeared to be of the Post design. Two similar structures exist in Lancaster, Massachusetts, the closed Ponakin and Atherton bridges are of this design. The Ponakin bridge was closed in 1971, very likely because of the breakage of a primary wrought-iron tension truss member, one of two holding up the structure.
(It took me a while to find the actual problem. Had the other tension member ever broke this structure will go crashing down! No doubt about it, especially when it is under any load!)
We lived on the north side of Brainerd near Gregory Park. One day in 1969, for whatever stupid reason, I rode my bike across that bridge on my way to Riverside Elementary School. I didn't do it again.
Thank you. I suppose you are familiar with the 1882 photo of the NP Mandan bridge with eight locomotives on one span. And for an incredible view of end-to-end locomotives, google "Prosperity Special Crossing Pecos River" in the collections of the Library Congress.
Great production value.
Those X's weren't reinforced with 2 inch rod bolts to strengthen each section by the looks.
Amazing how they could block navagation that way. What was the clearance left? Who built the dams and any word why they did not have locks?
The old dams were mainly made of wood. I don't think they had the expertise yet to build locks. I would guess the clearance under the new bridge was about 40 feet, as the old one was 60 feet.
@@MNBricks They built locks on the Erie canal in the early 1800s. It was the expense compared with the envisioned diminishing return from reduce boat traffic I think.
Remember, this is Minnesota and half the year that river is frozen. Lots of shallow rivers ceased to be considered navigable. River traffic loses out.