How could 40 mph winds cause such damage? They were able to test scale models and sections of the new bridge design up to 100 ft long in this special wind tunnel. Next, a series of eight 18-inch (460 mm) deep I-beam "stringers" were installed (positioned longitudinally).
Significant because the bridge had been paid off – the accrued revenue stood at $19 million (US$202 million in present terms[1]) - $5 million (US$53.1 million in present terms[1]) more than the construction bond's cost and accrued interest. In July 1941, the Washington Toll Bridge Authority appointed Charles E. Andrew (who had been involved in Gertie's design and construction as a consultant) as principal engineer and chairman of the consulting board in charge of designing a new span across the Narrows. Maintenance crews often perform replacement of steel parts, and inspect the steel cables and towers at night or at low traffic hours. The towers of the 1940 span in their short service time experienced corrosion from salt water spray at their bases, so engineers constructed new tops to the pedestals, at the same time the anchorages were being built, to allow for tower construction to begin in near unison. This was the final steelwork step involved, and the deck was soon raised 1 foot 6 inches (0.46 m) on each corner to attach the suspender cables and their "jewels"[clarification needed] to the vertical stiffening truss members. Thank goodness the attempted rescuer was safe. It was also historic, because the tolls were removed 13 years ahead of schedule.
The portion of the bridge that fell into the water now serves as an artificial reef. After a series of protests and court battles, construction began on the second span in 2002.
Terms In early 1965, a bill passed the state legislature removing the tolls, and on May 14, 1965, in a ceremony at the toll plaza, Governor Dan Evans signed the legislation that removed the tolls. Poor dog perhaps….but then again, silly dog for not being aware of what was going on! (No doubt it went over really well when he told her he’d left the dog in the car when he abandoned it on the doomed bridge!).
Work also progressed at the west end of the bridge, where workers modified the 450-foot (140 m) long approach viaduct that once had been a part of the 1940 span for use in the 1950 bridge. as a result of 40-mile-per-hour (64 km/h) wind conditions on the The resulting impact sank the barge, taking a compressor and numerous other tools with it. Work went ahead of schedule and by April 1949, the 21-short-ton (19 t) steel cable saddles were prepared for lifting. Construction of the main cables began by erecting their 10-foot (3.0 m) wide catwalks in July.
meters.). Members of the new design board included Dr. Theodore von Kármán, Glenn Woodruff, and the firm of Sverdrup and Parcel of Chica… Then, a design was tested with motion damping devices located on the deck at three locations: one at each tower (one at each end of the main span, and one on each side span at the tower), and a set of damping devices at mid-span on each main cable. The Tacoma Narrows Bridge was built in Washington during the 1930s and opened to traffic on July 1, 1940.
In contrast, the second Tacoma Narrows bridge built in 2007 cost $735 million for the bridge itself (about $800 million today, so about 10 times what the original cost, even accounting for inflation).
Furthermore, the proposed design needed new testing. The earthquake caused the towers to sway 6 feet (1.8 m) from vertical, causing the cable saddle to shear its bolts and fall off the tower [1][2][3]. It takes an average of about 10 years to re-paint the entire Tacoma Narrows bridge from end to end, although repainting only happens in the summer months. After the earthquake's aftershocks subsided, work resumed, and by July 17 both towers were announced as being completed. These backups continued to get worse, and by 2000, the average daily count of traffic on the Tacoma Narrows Bridge was 88,000. How Did WWI Pilots Shoot Through Their Aircraft Propeller? The color of the bridge is officially known as "Narrows Green", a grayish-green hue that was the original color of the ill-fated 1940 span (called Chrome Green in a 1940 newspaper report on the final stages of Gertie's construction).
Constructing the replacement Tacoma Narrows Bridge was delayed for nearly a decade primarily due to the demand on steel created by World War II, and the fact that the state had trouble arranging insurance for the new span.
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