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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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