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for the lower-chord and center-vertical elements, rigid beams for the rest of the structure, and heavy lateral bracing at the top point of the "A". The goal of this layout was to ease construction and minimize material costs, while still providing high rigidity and strength through foolproof
176:(HAER), "beyond its role in the growth of railroad transportation, the "A" truss is perhaps most historically significant when viewed within the context of Waddell's career and the emergence of the American bridge fabrication industry into international marketing."
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between 1882-1886. It was during this time in Japan that
Waddell made many critical observations of the small-span bridges commonly in use on Japanese railroads at that point– almost all of which were designed by British engineers utilizing a riveted
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to "design some bridges." After the initial plans of
Waddell's 100 ft (30.5 m) span were reviewed by the railroad, Waddell quickly secured an initial order for construction of four examples. The design was also frequently built along the
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Although
Waddell began a private engineering consulting firm in 1887, it would not be until 1893 that he was given a chance to put his ideas to the test. In April of that year he was contracted by the General Manager of the
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Only two known examples of
Waddell's "A" truss still exist. Due to the design's significance with respect to both the progress of American civil engineering and the legacy of J.A.L. Waddell, each has been designated a
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For a number of years the author was dissatisfied with all railroad bridges for spans between the superior limit of the plate-girder and a length of about one hundred and fifty feet, ordinary pin-connected
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To solve inadequate top-chord lateral bracing of less-rigid truss styles, Waddell's solution called for a 4-panel, triangular steel truss employing
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Although the exact year and location of its original construction is apparently unknown, this structure was reportedly first built across the
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before its abandonment in 1939. It later served as a state highway before being surveyed, disassembled, and stored by the
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until the line's abandonment in the 1980s. It currently sits abandoned with the original trackage still installed.
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being too light and vibratory, and the riveted bridges as then built being clumsy, unscientific, and uneconomical.
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As a young civil engineer, J.A.L. Waddell spent the first decade after his graduation from
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Design plan of the
Waddell "A" Truss - reconstructed by HAER &
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Dr. J.A.L. Waddell's
Contributions to Vertical Lift Bridge Design
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on its original site. It was restored in 1987 and relocated to
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for short spans of around 100 ft (30.5 m). According to the
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design. As he would later recall in his 1898 publication
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382:. Washington, D.C.: Library of Congress. p. 1
325:Kansas City Southern Railroad Bridge, Cross Bayou
319:Kansas City Southern Railroad Bridge, Cross Bayou
270:Kansas City Southern Railroad Bridge, Cross Bayou
458:De Pontibus: A Pocket-Book for Bridge Engineers
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291:Waddell "A" Truss Bridge (Parkville, Missouri)
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299:in 1898, this bridge originally carried the
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109:Learn how and when to remove this message
242:Kansas City, Pittsburg and Gulf Railroad
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371:"Waddell 'A' Truss Bridge"
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58:"Waddell "A" Truss Bridge"
412:Heavy Moveable Structures
455:Waddell, J.A.L. (1908).
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146:Waddell "A" Truss Bridge
279:National Historic Place
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386:February 2,
295:Built near
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203:De Pontibus
180:Development
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488:Categories
349:References
199:pony truss
190:alma mater
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335:Oklahoma
261:Examples
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