On anniversary of Sunshine Skyway collapse, let’s focus on bridge safety

On May 9, 1980, the freighter Summit Venture struck the Sunshine Skyway Bridge, which connected Pinellas and Manatee counties. The Skyway was actually two bridges, one carrying northbound traffic and the other southbound. One of those spans was built in 1954; the other in 1971.

The 608-foot ship hit one of the unprotected anchor piers supporting the southbound span causing more than 1,300 feet of the center superstructure to collapse. A Greyhound bus and seven vehicles plunged more than 150 feet into Tampa Bay, killing 35 people.

Most people blamed the collision on Capt. John Lerro, the harbor pilot who was transiting at the helm of the large bulk freighter into Tampa Bay. Shortly after the tragedy, I was aboard a helicopter and traveling to the crippled ship to begin the legal representation of Capt. Lerro.

Rumors spread that Lerro was drunk and incompetent. In fact, he didn’t drink and was extremely qualified. Additionally, we established evidence that an unexpected storm, packing hurricane-force winds, blew the large freighter off course and into the bridge’s main anchor pier. As a result, I asserted “An Act of God” defense — meaning that nothing humanly possible would have changed the course of events.

I’m proud to say I successfully defended John Lerro. Virtually everyone believed we would lose the trial. We did not. Instead, we proved the tragedy was caused by the unpredicted and severe weather. Capt. Lerro was fully exonerated.

I’ve never forgotten that incident, nor have I forgotten the lessons learned, or those that should have been learned, about bridge safety.

Compare that disaster to what happened in Baltimore, when the Dali, a huge 985-foot container ship, likely suffered a mechanical/electrical failure, losing both power and steerage as it approached the Key Bridge. Disabled, the ship left the channel and crashed into the unprotected support pier of the bridge, causing its collapse.

These two disasters share much in common. The fall of the Skyway should have sparked an intense examination of aging and unprotected bridge infrastructure across the country, and the world. Many listened and learned, but those in Baltimore did not. Even though the risk was acknowledged in 1980 by those in charge of the Key Bridge, no safeguards or bridge protection were put into place over the next 44 years. As a result, this catastrophe caused the loss of six innocent lives and inflicted hundreds of millions of dollars in damages.

Structures called dolphins and fender systems designed to protect bridge superstructures came into play in the 1970s and were made an industry standard by the 1990s. For a variety of reasons — storms, human error, engine failure — ships can go astray. Bridges must be protected, or more disastrous collisions will happen and more lives will be lost.

The cost of retrofitting hundreds or even thousands of bridges across the country is a substantial challenge, but the consequences of not taking these measures are massive. Safety comes at a cost, but the protection of human life is worthy of a reasonable price. Just ask the families of those left behind.

The Key bridge was struck at 1:30 in the morning. Imagine what would have happened if the collision occurred during rush hour. More than 30,000 vehicles a day crossed that bridge.

Both the Skyway and Key bridge were built in the 1970s (one of the Skyway’s two spans was built earlier, in the 1950s). Both incorporated similar bridge construction methods, materials and designs. Without adequate bridge protection those bridges were simply tragedies waiting to happen.

The Francis Scott Key Bridge was a “fractured critical steel truss” bridge. If impacted in one spot, the entire one-piece bridge would likely collapse. The old Skyway Bridge was a steel cantilever design. The critical deficiency shared by both bridges was unprotected anchor piers.

Today, cable-stay bridges have largely replaced both of those older designs. The new Skyway Bridge, completed in 1987, is a cable-stay concrete bridge, believed to be the safest and one of the best designed of its kind in the world.

Thousands of bridges in America are in poor condition and are, on average, 70 years old. Many carry daily traffic loads that far exceed their design capabilities. More important, too many have anchor piers that remain unprotected and vulnerable to vessel strikes.

The potential danger these bridges represent has long been obvious. While new bridge construction is simply not realistic in every case, proper and enhanced pier protection is not only economically feasible, it is a necessary undertaking.

What can help stop these tragedies from happening?

First, make sure existing bridges adhere to modern safety protocols. Installation of upgraded fenders and advanced dolphins would be a good place to start. Careful inspections and maintenance schedules are also necessary.

Bridge construction techniques have made great strides since the 1970s, driven by technological innovations, available safety measures, material advancements, and evolving design standards. Modern safety measures need to be implemented now, before others are made to pay the ultimate price.

Steve Yerrid is a Tampa attorney who took the lead in the State of Florida’s case against Big Tobacco, successfully defended John Lerro, the harbor pilot on the freighter that struck the Sunshine Skyway, and has handled more than 250 cases that resulted in settlements of more than $1 million.