Crumbling Infrastructure and the 35W BridgeJacob ChristiansonMari Hunter Jory SchwachAugust 26, 2007PA55232/CE5212David LevinsonIntroductionSince the collapse of the 35W Bridge, much attention has been devoted to the network of infrastructure crisscrossing the nation and its fast approaching expiration. The roadways and bridges will deteriorate over time if it continues to be neglected. The lack of attention given to the infrastructure is hard to fix because of reactive policy making. Railroads were the first transnational infrastructure installed later followed by the development of the highway system which were made to support travel, as well as, invigorate the economic growth of the nation. The extensive transportation network created a situation requiring some form of transportation regulation. The Department of Transportation was formed in 1966 to perform this task and a primary goal was to keep the infrastructure safe. While it appeared that the DOT had devoted their attention and services completely to aviation safety after 9/11, August 1, 2007 quickly shed light on the failings of other transportation issues.This case study will examine the history of infrastructure, the development of the DOT, and dissect the collapse of the 35W Bridge exploring the how, why, and aftermath. Finally, the paper will discuss past policy revisions in response to similar catastrophes, who is involved and how their relationships and policy modifications may help eliminate this type of incident from occurring in the future.History of Infrastructure and PolicyPressure was building to construct superhighways in the 1930s during the Roosevelt administration. The project would not only provide employment to the tens of thousands unemployed during the great depression but also serve to connect developments across the nation. The Federal-Aid Highway Act of 1938 initiated a feasibility study to explore the possibility of a network of roads crisscrossing the nation. This study prompted the Federal Highway Act of 1944 and led to the development of transnational infrastructure by authorizing the 65,000 kilometers "National System of Interstate Highways." The construction was slow, but was stimulated in 1956 when President Eisenhower signed legislation creating the National System of Interstate and Defense Highways, which laid out 41,000 miles of road for mobilizing military equipment and personnel.1 A decade later on October 15, 1966 the Department of Transportation (DOT) was established. DOT's purpose is to support different modes of transportation with the following mission:…to develop and coordinate policies that will provide an efficient and economical national transportation system, with due regard for need, the environment, and the national defense. It is the primary agency in the federal government with the responsibility for shaping and administering policies and programs to protect and enhance the safety, adequacy, and efficiency of the transportation system and services.2Since its inception, DOT has been involved with a variety of related projects from affordable housing to urban development and has led to the development of various administrations to coordinate projects and policy. DOT is comprised of the Office of the Secretary and eleven operating administrations among which include the Federal Highway Administration, Federal Motor Carrier Safety Administration, the National Highway Traffic Safety Administration, the Federal Transit Administration, Research and Special Programs Administration, Bureau of Transportation Statistics and the Surface Transportation Board. Despite its ubiquitous role in DOT, the Federal Government's role in developing transportation infrastructure and policy has been confused leading to excess aid for some transportation needs and inadequate support for others. In 1970 the Highway Safety Act authorized the creation of the National Highway Traffic Safety Administration which took over some of the work of the Federal Highway Administration allowing it to focus on two primary functions: design, construction and maintenance, and highway and automobile safety. Ideally, the division of responsibility with greater transparency would provide a more focused purpose. With improved interaction among the department's administrations, DOT would be a as President Johnson envisioned, "one of the essential building blocks in our preparation for the future" and as Najeeb Halaby, administrator of the independent Federal Aviation Agency hoped, that the DOT would provide a "secure decisive transportation policy" (DOT Library). http://www.globalsecurity.org/military/facility/ndhs.htm2 http://dotlibrary.dot.gov/Historian/history.htmIn addition to encouraging the department to play a leading role in crisis management response, Samuel Skinner, Secretary of Transportation during the Bush Sr. administration, established a National Transportation Policy which formulated the following objectives: to maintain and expand America's national transportation system; to nurture a sturdy financial footing for transportation; to keep the nation's transportation industry vigorous and competitive; to guarantee that the transportation system enhances public safety and the national security; to maintain the environment and the quality of life; and to ready American transportation technology and expertise for the next century (DOT Library). With these objectives in mind, Bush Sr. signed into law the Intermodal Surface Transportation Efficiency Act in 1991 which would restructure the department's highway, highway safety, and transit programs. In response to an efficiency analysis of the Federal Government forged by the Clinton Administration, Secretary of Transportation Federico Pena announced the DOT Strategic Plan in 1994. Investing strategically in transportation infrastructure and putting people first were two of the seven goals outlined in the strategic plan.As new modes of transportation have entered the scene over time, policy and budgets have adapted but providing a safe environment and sound infrastructure has always been a primary goal and there are multiple committees within the department working to achieve that goal. While that is still true, after 9/11 it appears that most policy and budget considerations were in response to aviation safety which may explain why infrastructure that was built half a century ago has not received proper attention toward the end of its lifespan and
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