There is a document that nails the reponsables to their mistakes. A document that bears the date of the first of February 2018 and that could now shed light on the truth behind the dramatic collapse of Morandi Bridge. While the inspection committee of the Ministry of Infrastructure, chaired by Roberto Ferrazza, search for traces, indications and technical details to shed light on what happened last Tuesday morning, espresso publishes the report of a summit meeting of the Ministry of Infrastructure, the Directorate-General for the supervision of motorway concessionaires in Rome, the Provveditorato for public works in Piedmont-Valle d & # 39; Aosta-Liguria in Genoa and Autostrade for Italy. It is clear from the report of that meeting "at least seven technicians, five from the state and two from the management company, knew that the corrosion of batteries had reduced 9 (the collapsed) and 10 to 20 percent of the metal cables in the stables"ie the crossbars in reinforced concrete and the reinforcement project of Autostrade presented some defects. Yet no one has ever thought of closing the line or at least reducing traffic.
Tomorrow the work of the attorney that investigates the terrible tragedy that caused 43 deaths. In the field, at present, two large teams of experts: the researchers, the judicial police and its advisers and the committee appointed by the Ministry of Infrastructure. In an interview with Sky Tg24, Says Ferrazza "different causes" they may have contributed to the to collapse from the Morandi Bridge: "He did not come down as he was, but he bowed and fell". According to him, the dynamics of subsidence do not matter "empty" what is the element that first broke by triggering the tragedy. Yet six and a half months ago, when the Ministry of Infrastructure was the Piddy Graziano Delriomany knew something was wrong with that flyover. And among them was the same Ferrazza who sat at the table last February with the ministry and with Autostrade. Not only that. Even among those present Antonio Brencich who is now on the government's inquiry committee "carry out technical checks and analyzes during the collapse".
At the February meeting, Paolo Strazzullo, the sole person responsible for the Autostrade procedure, and Massimiliano Giacobbi, the intervention designer on behalf of Spea Engineering, illustrated the results of the reflectometric tests "have a slow tendency of degradation of the cables from which the stay" that varies between 10 and 20 percent. A worrying reduction that forced dealership "start a design aimed at strengthening the stays of the 9 and 10 stacks". As was done twenty years ago to strengthen the viaduct 11, the project proposed to renew the external cables. To read the observations of public technicians, reported by the site ofespressoit seems that everyone at the table agreed: "All in all, the research project examined seems well-designed and complete in every detail, which is studied in a methodologically flawless way". Yet something does not come back. Because on that occasion Brencich had the methods used by Autostrade by l & # 39; Italia check up on the bridge. "The Sonreb-Win method is now considered scientifically misleading – he stated – the margin of error is plus-minus 80 percent (a resistance concrete 40 is detected with resistance of 8 to 72), while the Windsor probe defines a penetration in concrete independent of the resistance of the same: it is observed that the Windsor technique was abandoned by the scientific context ".