The bridge initially collapsed on August 29, 1907. When the federal authorities in Canada decided to expand the railway network in the country, the Quebec Bridge was a part of the plan. When skilled ironworkers observed the growing deflections, indicating a gradual collapse of the structure, a confident site supervisor might have realized the gravity of the situation and halted construction. Deflections were first noticed as early as mid-June, and were reported to Cooper by his on-site inspector, Norman McLure. During the winter, it filled with ice, and trade was completely cut off until the river iced over and travel was possible again across a dangerous ice bridge. So the next year the minister of railways and canals appointed a board of engineers that arranged for and supervised the design and construction of a new bridge. These butt splices were bolted to allow for movement. In addition, bends (deflections) were observed in some of the most heavily loaded compression members. When the workers tried to rivet the joints between these chords, the pre-drilled holes did not line up. Although at the time the repair was thought to be satisfactory, this member was later found to be the triggering cause of the collapse. This common practice made the fabrication of these members easier. Quebec bridge is a rail, road and pedestrian bridge situated on the St. Lawrence River, Quebec, Canada. All concerns were directed towards him, even though, due to illness, he was unable to travel to the job site. Bridge at Quebec. Theodore Cooper had been the consulting engineer for the Quebec Bridge project, and most of the blame for the disaster fell on his shoulders. In the late 19th century, the transportation needs of Quebec led to proposals for bridging the St. Lawrence River. The Phoenix Bridge Company offered to prepare plans for the bridge free of charge. Cooper accepted these heavier loads and stresses, in addition to the already high stresses set for the bridge, as being within acceptable limits. Ironically, he died only two days after the Prince of Wales officially dedicated the completed Quebec Bridge (Middleton, 2001). 1, 1919. These organizations advanced the field of engineering by providing the means to fund research, which had become too difficult and expensive for fabricating companies to conduct on their own (Roddis, 1993). The engineers on site argued among themselves as to the cause. In the late 19th century, the transportation needs of Quebec led to proposals for bridging the St. Lawrence River. Schreiber recommended that the governmental agency of Railways and Canals hire a consultant on their behalf. The Quebec Bridge was the longest cantilever structure attempted until that time. Only eleven workers on the span survived. The members under the highest compressive loads were gradually buckling. The Quebec Bridge was the longest cantilever structure attempted until that time. 70 � 72, Middleton, 2001). Each pier rested on a concrete filled caisson that was 14.9 m (49 ft) wide, 7.6 m (25 ft.) high, and 45.7 m (150 ft.) long, weighing 16.2 MN (1,600 tons) (pp. Cooper�s stresses are higher than those in use today by 3.3 to 8.7 % over a range of slenderness ratios from 10 to 100. Again, these were reported to Cooper on the same day that they were discovered. Great care had to be taken while working around these joints until they were riveted (pp. According to Middleton (p. 53, 2001), �While there remained a requirement to submit all plans for the approval of the chief engineer of Railways and Canals, it was treated as a perfunctory formality. In August 1907, the bridge collapsed suddenly. The cantilever arms would reach a distance of 171.5 m (562.5 ft.). There was growing concern about the deflections. An independent consultant may have not allowed the higher than normal design stresses. After a few meeting his design was approved with very few changes by Cooper. His health was poor and because of this, he never visited the site once construction began on the superstructure. Engineering Record (ER). As the bridge was erected, workers and supervisors found noticeable deflections in some of the chords. Cooper�s official eyes and ears on the construction site was Norman McLure, a young civil engineer who had been appointed by Cooper himself. The specifications called for a cantilever structure. It was at time of construction the longest cantilever bridge in the world with clear span of 1800 ft. With the financial support of the government in 1903, the project moved ahead with more speed than at any time since 1899. Listed below are some of the major findings (pp. They were found to be as much as 10 percent in excess of those previously calculated (p. 65, Middleton, 2001). Buy Quebec Bridge 1907 Nview Of The Quebec Bridge Following Its Collapse On 29 August 1907 Poster Print by (24 x 36) online on Amazon.ae at best prices. This greatly reduced the number of workers on the project, and there was concern that a temporary stoppage would cause more workers to leave and delay the project. Sessional Paper No 154. However, the engineers on the site lacked the confidence and the authority to contradict Cooper�s judgments. Figure 5: The Built-up Compression Members (1 ft. = 305 mm, 1 in. In addition, the Quebec Bridge Company was in favor of the Phoenix Bridge Company to win the tender (Tarkov, 1986). Seventy five workers were killed in the accident, and there were only 11 survivors from the workers on the span. The Phoenix Company�s chief engineer had stated that the chord members were carrying �much less than maximum load.�. On October 2, 1900, the Prime Minister of Canada, Sir Wilfrid Laurier, placed the cornerstone of the Quebec Bridge. Construction finally began in October 1900. The specifications were accepted without protest by all interested.�, �A grave error was made in assuming the dead load for the calculations at too low a value and not afterwards revising this assumption. The second bridge was finally completed in 1917 and weighed two and a half times as much as the first one (Tarkov, 1986). wide at its narrowest section. These connection parts have, therefore, to perform the same function as the web of a girder or the web system of a truss� (Holgate et al., 1908). This development quickly established Montreal as Canada�s leading eastern port. Although there were sound engineering reasons for this change, it was also true that the lengthening of the span would also make Cooper the Chief Engineer for the longest cantilever bridge in the world (Petroski, 1995, p. 46, Middleton, 2001). The Phoenix Company had been in correspondence with Cooper throughout this process (Holgate et al., 1908). This caused many setbacks in the design and construction. The failure of these chords was due to their defective design.�, �We do not consider that the specifications for the work were satisfactory or sufficient, the unit stresses in particular being higher than any established by past practice. (1907d). Cooper, although the most experienced, seemed to be the most confused by the problem. Most of the poor engineering decisions were made by the prominent consulting engineer, Theodore Cooper. In his haste to get to his destination, he neglected to send the information. N. S. Parent is president and M. P. Davis, of Ottawa, was the leading contractor for the masonry and the Phoenix Bridge company for the steelwork [2]. The Quebec Bridge was the longest cantilever structure attempted until that time. Indiana University Press, Indiana, USA. It was repaired and placed into the structure. In 1903, the bond issue was increased to $6,000,000 and power to grant preference shares was authorised, along with a n… Engineering Record (ER). They were to support a suspended span with a length of 205.7 m (675 ft.). How one man's decisions caused the collapse of the Quebec Bridge. In the rush following the final financial arrangements of 1903, the necessity of revising the assumed weights was overlooked both by the engineers of the Phoenix Bridge Company and by those of the Quebec Bridge Company, with the result that the bridge members would have been considerably over-stressed after completion. 1. and Norbert Delatte, M.ASCE. His consulting services were based on the information that was reported to him by others in charge. The basic configuration of a cantilever bridge is shown in figure 1. Quebec City, QC Bridge Collapse, Sept 1916. In 1898, after years of debate, the Chaudiere site was selected from the three recommended sites to be the location of the Quebec Bridge. Engineering Record (ER). The chief designing engineer for the Phoenix Company, Peter Szlapka, was certain that the bend was put in the chord ribs at the shop. The eyebars formed major tension members in the top chords. The concept of the cantilever structure was first used in 1867. Schneider wrote in his report, which was published as an appendix to the Royal Commission Report, �If a column is made up of several shapes or parts, they have to be connected in such a manner that they will act as a unit. The immediate cause of failure was found to be the buckling of compression chords A9L and A9R. 72 � 73, Middleton, 2001). Once this error had been discovered and brought to Cooper�s attention, he immediately made an estimate of the new stresses that would occur. Erection of the superstructure portion of the bridge did not begin until July 22, 1905. A Tragic Attempt To Bridge The River: The First Bridge The bridge seen today is sometimes referred to as the "second bridge" or the "new bridge." The manufacturer guaranteed that all the members had been perfectly straight when they left the yard. In the calamity, which occurred on 29 August 1907, 74 of the 85 men working on the bridge at the time lost their lives. When later modifications to the specifications appeared desirable, Cooper made them without reference to the government engineers, and there was no evidence that Schreiber ever questioned a decision made by Cooper or interfered in any way with the work.� This opinion is supported by a statement in a letter from Deans to Cooper. 2 di Inquiry, Canada Royal Commission: spedizione gratuita per i clienti Prime e per ordini a partire da 29€ spediti da Amazon. Source: Quebec Bridge Report of the Government Board of Engineers, Vol. It was ignored in the absence of the chief engineer. The bridge is immense, not only in length and weight but in width. The official report attributed the collapse to a number of reasons. 9 � 10, Holgate et al., 1908): The fall of this massive bridge can be traced back to several technical factors. Through the story of the 1907 Quebec Bridge disaster, in which seventy-six men died, author Dan Levert teaches a powerful object lesson in what can happen when that Obligation is forgotten. Collapse of the Quebec Bridge, 1907. �This error was sufficient to have condemned the bridge had it not fallen owing to other causes.� (p. 37, Holgate et al., 1908). 55, January 26, pgs. The erection foreman that had ordered the work to stop changed his mind, and with reassurance from Edward Hoare, the chief engineer of the Quebec Bridge Company, work began again that day. When the miscalculation of the dead load was identified, the measures taken to re-analyze the structure were not adequate. He was one of the foremost American bridge builders of his day. However, it also suffered a partial collapse when the middle span fell into the river. Neither of the men was aware that construction had resumed on the bridge. After another routine inspection, chord A9L was placed under observation when its initial deflection of 19 mm (��) had increased to 57 mm (2 ��) in less than two weeks. 56, Sept. 14, pg. The second bridge was substantially heavier than the first. The Quebec Bridge Company lacked funding to adequately perform testing. The collapse was initiated by the buckling failure of Chord A9L, on the anchor arm near the pier, immediately followed by Chord A9R. This engineer would, in a sense, be double-checking Cooper�s work and ultimately have the final authority. The Collapse of the Quebec Bridge- A Mistake Made Twice Facts The Quebec Bridge was Theodore Cooper had been the consulting engineer for the Quebec Bridge project, and most of the blame for the disaster fell on his shoulders. The bridge collapsed during construction on August 29, 1907, killing eighty-six workers. Several ethical concerns can be pointed out in this case. Cooper met with Schreiber personally. and Theodore Cooper, the most reputed engineer of that time became the main consulting The Phoenix Bridge Company agreed to have the structure completed by the last day of the year in 1908. A cantilever bridge was proposed as the most feasible design to bridge the harsh, icy waters of the St. Lawrence River. It took three tries and cost 89 lives, but the city of Quebec was determined to compete with provincial rival Montreal for commercial rail traffic in the late 19th century. 119(5), 1539-1555. Over 100,000 people gathered in Quebec City to celebrate the big day. How… The collapse was initiated by the buckling failure of Chord A9L, on the anchor arm near the pier, immediately followed by Chord A9R. Royal Commission Quebec Bridge Inquiry Report. View The Collapse of the Quebec Bridge.edited.docx from CE MISC at Business Management & Finance High School. After a brief discussion between the two men on August 29, Cooper wired the Phoenixville office saying, �Add no more load to the bridge until after due consideration of facts. However, Norman McLure wrote, �One thing I am reasonably sure of, and that is that the bend has occurred since the chord has been under stress, and was not present when the chords were placed.� While this dispute of how the bend occurred in chords, 7L and 8L was going on, McLure reported to Cooper another occurrence of a similar bend in chords 8L and 9L (pp. Table 3, based on the Royal Commission Report, compares the actual and assumed dead loads. In its final design, the clear span was 548.6 m (1,800 ft) long. The Quebec Bridge was the longest cantilever structure ever to be attempted during its day. Meanwhile, back at the construction site, at about the same time the decision-makers in Phoenixville were ending their meeting, the Quebec Bridge collapsed at 5:30 p.m. Theodore Cooper had been the consulting engineer for the Quebec Bridge project, and most of the blame for the disaster fell on his shoulders. The 50 MN (5,000 ton) span sank to the bottom of the river to rest beside the wreckage of the first bridge, which still remains there today. Ideas over building a bridge that connected the north part of the St. Lawrence River to the south part were popular in the mid to late 1800’s to allow ease of transport. Due to the unprecedented size of this structure, innovative construction methods proved necessary (ER, 1907c). The result was to be a rigid joint that transferred loads uniformly across its area to ensure only axial loading. Montreal already had the Grand Trunk railway system, which passes through it from the west connecting it to Toronto. On this project, virtually every conflict between safety and economy was resolved in favor of economy. In the few occasions where some decision had been reached, there was hesitation in carrying it out. In an ideal column each part would take its share of the load and no connection would be required. They were then reviewed by Mr. Cooper. The bridge project was … Weights were then recalculated from the new information. Another concern during the erection of the bridge was the joints. The Quebec Bridge was included in the National Transcontinental Railway project, undertaken by the federal government. This error was of sufficient magnitude to have required the condemnation of the bridge, even if the details of the lower chords had been of sufficient strength, because, if the bridge had been completed as designed, the actual stresses would have been considerably greater than those permitted by the specifications. On June 19, 1903, a final contract was entered into between the two companies, and the name of the Quebec Bridge Company was changed to the Quebec Bridge and Railway Company (pp. The project suffered a second collapse in 1916, when a casting in the lifting apparatus broke, causing the center span to fall into the water. The collapse was initiated by the buckling failure of Chord A9L, on the anchor arm near the pier, immediately followed by Chord A9R. A disturbing pattern was emerging. He found that they would be approximately 7 percent more. Later, Cooper would state the reason for this as being, �There is no machine or method existing by which any such test could be made� (p. 56, Middleton, 2001). The project failed twice, at the cost of 88 lives, and took over 30 years to complete. The new amended order-in-council to the Railways and Canals gave an unclear definition of just how much authority Cooper would have over the project. The bridge project was financially troubled from the beginning. Some of the major chords with their corresponding deflections, with the dates of measurement, are presented in table 2. The weight of the suspended span and the cantilever arms is counterbalanced by that of the anchor arms and an anchorage embedded in the anchor pier.� (p. 175, Middleton, 2001). This resulted in a loose and inefficient supervision of all parts of the work on the part of the Quebec Bridge and Railway Company.�, �The work done by the Phoenix Bridge Company in making the detail drawings and in planning and carrying out the erection, and by the Phoenix Iron Company in fabricating the material was good, and the steel used was of good quality. McLure had assured Cooper that he would wire the information to the site on his way to the Phoenixville office. Key Individuals in the Design and Construction of the Quebec Bridge. Only eleven of the workers on the span were recovered alive, and some bodies were never found. The stresses that caused the failure were not due to abnormal weather conditions or accident, but were such as might be expected in the regular course of erection. The only reason given for this decision was in a note from Hoare to Cooper stating, �the moral effect of holding up the work would be very bad on all concerned and might also stop the work for this season on account of losing the men.� Two days later, news of the matter reached the Phoenixville office and the project superiors there met and discussed the problem. The compression chord members for the Quebec Bridge consisted of four multi-layered ribs (figure 5). The Quebec Bridge was the longest cantilever structure attempted until that time. (1907b). Examine if you cannot find evidence of the blow, and make inquiries of the men in charge.� McLure did as he was instructed, and reported back to Cooper that there was no evidence of such an incident (p. 74, Middleton, 2001). The chief engineer of the Quebec Bridge Company, Edward Hoare, had never before worked on a bridge longer than about 90 meters (300 feet). After a Royal Commission of Inquiry into the collapse [of the Quebec Bridge in August 1907], construction started on a second bridge.Three engineers were appointed: H. E. Vautelet, a former engineer for the Canadian Pacific Railways, Maurice FitzMaurice from Britain, who worked on the construction of the Forth Bridge, and Ralph Modjeski from Chicago. Whenever the need arose, the authorities on site would confer with each other before making any decision. 78 � 79, Middleton, 2001). Theodore Cooper had been the consulting engineer for the Quebec Bridge project, and most of the blame for the disaster fell on his shoulders. However, the Phoenix Bridge Company refused to sign a contract with the Quebec Bridge Company due to the financial provisions, which left the bridge company open to considerable risk. Quebec was left even farther behind when Montreal began construction in 1854 of the Victoria Bridge, which was completed in 1859, connecting it to western ports. The piers were the only part of the structure that survived. A second attempt to bridge the St. Lawrence River was made. In return, the Quebec Bridge Company would then be obligated to give the tender for construction of the bridge to the Phoenix Bridge Company. He mandated unusually high allowable stresses, and failed to require recalculation of the bridge dead load when the span was lengthened. The floor system was designed to carry a live load of well over 2.79 MN (280 tons) (ER, 1907d). Compression members had been cambered, so that under load the joints would line up and could be riveted together. In its final design, the clear span was 548.6 m (1,800 ft) long. In its final design, the clear span was 548.6 m (1,800 ft) long. • In 1882 Quebec Bridge Company was granted the contract for the bridge • Due to short finance , nothing was done until 1887 when Quebec Bridge was incorporated with the Railway Company • Now the new management demanded to get the project rolling a.s.a.p. The initial design length clear span was 487.7 m (1,600 ft). Table 3. The top and bottom chords for the anchor and cantilever arms of a bridge were typically designed as straight members. �Structural failures and engineering ethics.� Journal of Structural Engineering. Engineers of Dreams: Great Bridge Builders and the Spanning of America, Knopf, New York. Quebec bridge is a rail, road and pedestrian bridge situated on the St. Lawrence River, Quebec, Canada. We will write a custom Essay on Quebec Bridge Collapse specifically for you for only $16.05 $11/page. Graduate Student, Dept. 73 � 74, Middleton, 2001). A simple span suspended between the two cantilever arms completes the structure. Episode 18 - Quebec Bridge Collapse. Follow the podcast on twitter @BradyHeywoodPod. Associate Professor, Dept. The rail bridge was designed to link the two shores and provide easier transit for the 11 railroad companies in particular between the railways in Québec and the United States. The devastating collapse of the Québec bridge in 1907 was followed quickly by a decision of the federal government that the project must proceed. Petroski (1995) notes Cooper�s strong qualifications for this project. The piers were tapered 1 in 12 (1 in. Vol. The completed piers would stand approximately 8 m (26.5 ft.) above the highest water level. The bridge collapsed during construction on August 29, 1907, killing eighty-six workers. The second attempt to bridge the St. Lawrence was not without problems. Human toll: 200 deaths (estimated) of which 79 (Collpase of August 29, 1907) and 13 (Collapse of September 11, 1916) The Quebec Bridge is a cantilever bridge (See eduMedia animation on the different types of bridges) This technology for bridges has since been abandoned due to … After review, Theodore Cooper stated, �I hereby conclude and report that the cantilever superstructure plan of the Phoenix Bridge Company is the �best and cheapest� plan and proposal submitted to me for examination and report.� (p. 15, Holgate et al., 1908, p. 34, Middleton, 2001). 32 � 33, Middleton, 2001). However, when McLure and Cooper disagreed on the cause of the deflections, McLure did not have the confidence to contradict Cooper. Cooper�s formula is compared to contemporary allowable stresses from the American Institute of Steel Construction (AISC, 1989) as well as the 96.5 MPa (14 ksi) allowable stress adopted for the second bridge (p. 107, Middleton, 2001) in figure 4. (1986). 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