Editing Forensic engineering (section)

==Historic examples==
[[Image:Dee bridge disaster.jpg|thumb|right|350px|[[Dee bridge disaster]].]]
There are many examples of forensic methods used to investigate accidents and disasters, one of the earliest in the modern period being the fall of the [[Dee bridge]] at [[Chester]], [[England]]. It was built using [[cast iron]] [[girder]]s, each of which was made of three very large castings dovetailed together. Each girder was strengthened by [[wrought iron]] bars along the length. It was finished in September 1846, and opened for local traffic after approval by the first Railway Inspector, General Charles Pasley. However, on 24 May 1847, a local train to [[Ruabon]] fell through the bridge. The accident resulted in five deaths (three passengers, the train guard, and the locomotive fireman) and nine serious injuries. The bridge had been designed by [[Robert Stephenson]], and he was accused of negligence by a local [[inquest]].

Although strong in compression, cast iron was known to be brittle in tension or bending. On the day of the accident, the bridge deck was covered with track ballast to prevent the oak beams supporting the track from catching fire, imposing a heavy extra load on the girders supporting the bridge and probably exacerbating the accident. Stephenson took this precaution because of a recent fire on the Great Western Railway at Uxbridge, London, where Isambard Kingdom Brunel's bridge caught fire and collapsed.

One of the first major inquiries conducted by the newly formed [[Railway Inspectorate]] was conducted by Captain Simmons of the [[Royal Engineers]], and his report suggested that repeated flexing of the girder weakened it substantially. He examined the broken parts of the main girder, and confirmed that the girder had broken in two places, the first break occurring at the center. He tested the remaining girders by driving a locomotive across them, and found that they deflected by several inches under the moving load. He concluded that the design was flawed, and that the wrought iron trusses fixed to the girders did not reinforce the girders at all, which was a conclusion also reached by the jury at the inquest. Stephenson's design had depended on the wrought iron trusses to strengthen the final structures, but they were anchored on the cast iron girders themselves, and so deformed with any load on the bridge. Others (especially Stephenson) argued that the train had derailed and hit the girder, the [[impact force]] causing it to [[fracture]]. However, [[Witness|eyewitnesses]] maintained that the girder broke first and the fact that the [[locomotive]] remained on the track showed otherwise.