stiffening truss

The deck stiffening truss is believed to be from the same period.

On June 1, the steel stiffening truss of the road deck was declared complete.

The stiffening truss is open to reduce wind resistance.

It was Gale's first day on the job building the stiffening truss work, and had noticed a weld that didn't look right.

First stiffening truss replacement on a loaded, fully operational suspension bridge.

The span is unique in that stiffening trusses were intentionally constructed on top of, not below, the deck.

The bridge has a suspension system, a diagonal stay system, and a stiffening truss.

All of the new designs would feature a deep open stiffening truss instead of a solid plate girder.

Unlike other suspension bridges, the Whitestone Bridge did not have a stiffening truss system.

Painting began that week, as eleven men worked the paint crew sandblasting and painting the stiffening truss.

A design with bottom lateral bracing on the stiffening truss was also tested to test the resistance against lateral movement.

Construction of the new road deck and stiffening truss of the 1950 span was conducted differently than had been done in Gertie's case.

It carries two levels of roadway to accommodate more cars and has a stiffening truss to prevent swinging in the city's harsh winds.

Workers keep increasing the size and strength of the bridge's "stiffening trusses," the steel supports that create a box around the roadway and tracks.

In 2003, the stiffening trusses were removed and aerodynamic fiberglass fairings were installed along both sides of the road deck.

However, Steinman did further work on the bridge in the 1940s, putting new braces on the towers, new stiffening trusses, and replacing the wood-based roadway.

He believed that the weight per foot of the span and the cables would provide enough stiffness so that the bridge would not need any stiffening trusses.

The cables were imported, the steel and ironwork in stiffening trusses etc. manufactured by Clyde Engineering Company, and the timber supplied by various firms.

The stiffening trusses are of steel, hinged at the towers and also at the centre, to allow for the rise and fall of the cables due to temperature changes.

On the new bridge, the stiffening truss featured a series of outer members called "chords" that formed the top and bottom of the stiffening truss.

In 2003, the Metropolitan Transit Authority restored the classic lines of the bridge by removing the stiffening trusses and installing fiberglass fairing along both sides of the road deck.

For example, Robinson and Steinman changed the original plans for the Florianopolis bridge, using eyebar chains as the upper chord of the stiffening truss instead of the conventional wire-cable.

Three years after that disaster, Steinman had published a theoretical analysis of suspension-bridge stability problems, which recommended that future bridge designs include deep stiffening trusses to support the bridge deck and an open-grid roadway to reduce its wind resistance.

The bridge originally included six vehicular lanes and two streetcar tracks on the main deck, with provision for a rapid transit track in each direction outboard of the deck's stiffening trusses, which rise above the deck rather than lie beneath it.

Unlike Gertie, whose preassembled deck sections were first raised into place at the center of the main span and the ends of the sidespans, on the new bridge the stiffening truss was erected first at each tower, and then progressed outwards.