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2 Static ice pressure (US Army Corps of Engineers): In 1995, Haynes suggested a minimum thermal expansion force of 50 kips/ft
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3172 Malfunction of Bearings/Thermal Stresses
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1 For continuous spans a thermal analysis is required Due to dirt accumulation, expansion bearings may malfunction, generating thermal forces that increase with the length of the span 2 Piers are usually not designed for bending moments caused by the daily recurring longitudinal thermal force
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3173 Examples of Unexpected Failures and Suggested Preventive Actions
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1 Repairing the re damaged Notre Dame Bridge: Thomas A French of Manchester, New Hampshire describes that onApril 12, 2003 a re ignited underneath an important bridge in the City of Manchester, New Hampshire In the year and a half since the re, the investigation has determined the of cial cause to be arson
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2 Cracks in the I-95 bridge: A signi cant crack was discovered on an I-95 bridge over the Brandywine River in Delaware The steel girder bridge carriessix lanes of traf c just north of downtown Wilmington The crack was located on the fascia girder at midspan of the bridge s main span The entire bottom ange was found to be fractured, with the crack extending upwards to within 03 meters of the upper ange The circumstances leading up to the crack, the cause of the crack, review of the repair strategy, and the results of load tests performed prior to and during the repair are described in a paper by Michael Chajes, Dennis Mertz, Spencer Quiel, Harry Roecker, and John Milius of the University of Delaware and DMJM Harris 3 Failure of I-35W Highway bridge over the Mississippi River in Minneapolis, Minnesota: The following is the summary of recommendation of the National Transportation Safety Board dated January 15, 2008: On August 1, 2007 there was a failure in the superstructure of the 1000-foot-long deck truss portion of the 1900-foot-long bridge (Figure 314) Approximately 110 vehicles were on the portion of the bridge that collapsed, and 17 vehicles fell into the water As a result of the bridge collapse, 13 people died, and 145 people were injured The bridge was originally opened to traf c in 1967 The steel deck truss portion of the bridge consisted of two parallel main trusses connected through transverse oor trusses supporting the reinforced concrete deck It was considered to be fracture-critical because the load paths in the structure were non-redundant, meaning that a failure of any one of a number of structural elements in the bridge would cause a complete collapse of the entire bridge This type is also referred to as a non-load-path-redundant bridge 4 The National Transportation Safety Board had a concern regarding certain elements of the bridge (gusset plates), which has prompted issuance of the following safety recommendation: The ends of the beams in the main trusses were connected by riveted gusset plates at 112 nodes (joints) along the deck truss portion Additional load: As part of renovations, the average thickness of the concrete deck was increased from 65 inches to 85 inches, and the center median barrier and outside barrier walls were increased in size These changes added signi cantly to the overall weight of the structure
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Figure 314 An aerial view of the failure of the I-35W bridge over the Mississippi River in Minneapolis, Minnesota
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Roadway construction was being conducted on the deck truss portion of the bridge when the bridge collapsed Machinery and paving materials were being parked and stockpiled on the center span 5 The Safety Board is concerned that, for at least the I-35W bridge: The bridge was designed with gusset plates that were undersized The design error was not detected when plans were created Because of this design error, the riveted gusset plates became the weakest member of this fracture-critical bridge Normally due to low cost, gusset plates are expected to be stronger than the beams they connect The methods used in calculating load ratings and the inspections conducted through the National Bridge Inspection Standards (NBIS) program are not expected to uncover original mistakes in gusset plate designs or calculations 6 Because of this accident, the Safety Board cannot dismiss the possibility that other steel truss bridges with non-redundant load paths may have similar undetected design errors Consequently, before any future major modi cations or operational changes are contemplated, owners should ensure that the original design calculations for this type of bridge have been made correctly 7 The National Transportation Safety Board makes the following recommendation to the Federal Highway Administration: All non-load-path-redundant steel truss bridges within the national bridge inventory require that owners conduct load capacity calculations to verify that the stress levels in all structural elements, including gusset plates, remain within applicable requirements whenever planned modi cations or operational changes may signi cantly increase stresses
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