On Feb 10, 2006 and again on Aug 16, 2006 the Zetas predicted that bridges on the Mississippi would be collapsing as a result of Earth changes such as New Madrid adjustments.
- This creates a diagonal stress on the N American continent where New England is pulled to the east while Mexico is pulled to the West, so the New Madrid is put under slip-slide stress where one half, east of the Mississippi, will move toward the NE while the other, west of the Mississippi, moves toward the SW. A widening seaway also does not affect just those land masses bordering the seaway, as buckling occurs inland and afar. What does man assume caused the Black Hills to be so rumpled, with the appearance of a recent buckling and heaving? This is the center of a land plate! The tearing of the seaway does not end at Duluth, Minnesota, it travels underground to S Dakota!
- ZetaTalk: N American Rip, written Feb 10, 2006
- What does this do to the N. American plate? It pulls it at a diagonal, ripping the rock fingers along the New Madrid fault such that the land to the East of the Mississippi moves up and to the East, toward New England, and the land to the West of the Mississippi moves down and to the West. This does more than tear most of the bridges along the Mississippi.
- ZetaTalk: Water Tree, written Aug 16, 2006
On Aug 2, 2007 a bridge crossing the Mississippi at Minneapolis, MN suddenly and dramatically collapsed, even though it was considered structurally sound upon inspection in 2005 and 2006, needing only superficial repairs such as paving.
- 7 Dead, Dozens Injured In I-35W Bridge Collapse
Aug 2, 2007
- Mangled concrete sitting in a river, smashed cars and thousands of pounds of twisted metal don't even begin to tell the story of what happened when the Interstate 35W bridge spanning the Mississippi River in Minneapolis collapsed, sending cars, people and debris into the river below. The collapse was likely structural in nature and said it was not an act of terrorism. The bridge was undergoing repair work when it collapsed. Of the eight lanes on the roadway, four were closed for repair to the 40-year-old bridge's deck, joints, guardrails and lights. None of it would be related to the structure. The bridge was inspected by the Minnesota Department of Transportation in 2005 and 2006 and that no structural problems were noted. "There were some minor things that needed attention," he said.
The Zetas gave an explanation published on the GLP message board on Aug 2, 2007, early in the day.
- We have predicted that bridges crossing the Mississippi will be affected when the New Madrid and related fault lines adjust, going into the pole shift. Was this bridge collapse which crossed the Mississippi in Minnesota caused by such an adjustment, the footings on one side of the bridge moving in an opposite direction from the footings on the other side, or perhaps the bridge being pulled apart? The Mississippi River is born in Minnesota, tumbling out of the headwaters in the highlands of Minnesota over a series of natural falls. This is a clue that adjustments in the rock strata could be involved. The highlands of Minnesota come to a point at Minneapolis, with lower land lying to the East along this point. What caused the land to the East to drop, unless this land was stretched in the past? We have stated that the ripping apart of the St. Lawrence Seaway ends in the rumpled Black Hills of SD. Run a line from Montreal, at the mouth of the seaway, to Rapid City, SD and the line runs through Minneapolis. Why would an adjustment be made in the middle of this stretch zone while the seaway itself did not part? When we described the diagonal pull the N American continent is enduring, and just how this will snap when adjustments are made, we did not intend that this process would occur smoothly, all at once as described. Weak points along the rip lines give way one by one, each such adjustment placing stress on other points in a domino manner. The I35W bridge, being the larger of the bridges crossing the Mississippi at this point, was less able to adapt to a change in position vs-a-vs its footings on either side of the river, as it was an interstate bridge supporting several lanes, and thus had massive and thus rigid supports. Smaller bridges have more flexibility as they are built to withstand uneven loads on either end, thus are more springy by design. Will there be more such disasters along the Mississippi and in the cities that will be affected by the New Madrid and seaway rip? This is just the start, and when the pace picks up, there will be no question that something other than Global Warming is the cause.
- ZetaTalk posted on GLP Message Board Aug 2, 2007
The Zetas stated the land east of the Mississippi at Minneapolis was being pulled east, a fact confirmed by the Army Corp of Engineers the next day, Aug 3, 2007.
- Bridge collapse probe focuses on unexplained shift
Aug 3, 2007
- Investigators trying to figure out what caused Wednesday's massive bridge collapse are focusing on the southern end of the span, which "behaved differently" as it fell, the National Transportation Safety Board said Friday. The NTSB says one part of the bridge shifted 50 feet as it fell, while other sections collapsed in place. What's getting investigators' attention is the way the southern part of the bridge fell in a video they've already examined -- recorded by a security camera near the bridge's north end -- and the way the section settled after the collapse. It appears that it has shifted approximately 50 feet to the east and when we compare that to what we've seen in the rest of the bridge -- the rest of the bridge appears to have collapsed in place.
In early 2008 an official explanation of the collapse was issued, explaining that the weight of the bridge must have been too much for repaving and other improvements done. However, a structural engineer points out the holes in this explanation.
The posting today on the Minneapolis Bridge collapse does not make sense. How can gusset plates 1/2 the proper thickness and designed for a factor of safety of 1.3 not collapse before now. The bridge or "dead weight" is always the same and the "live rolling loads" (cars and trucks) can't weigh any more than a traffic jam that has the cars lined up bumper to bumper on the bridge. Surely if the gusset plates were under sized by a factor of 2 there would have been a failure before now. I am a Structural Engineer that's how I know something is up with the official explanation.