The practical maximum span for a structural steel truss is limited by transport logistics rather than structural engineering. Single-span steel trusses can be designed for 90m+ clear span — aircraft hangars and large sports arenas routinely achieve this. For transport, very long trusses are fabricated in sections (typically ≤12m per section) and site-spliced with bolted end-plate connections. Most industrial applications are in the 18m–60m single-span range, which covers the large majority of factory, warehouse and workshop requirements in India.

In a Pratt truss, vertical members carry compression and diagonal members carry tension. Diagonals lean inward from each support toward midspan. This is the most economical form for uniform distributed loads because the tension diagonals can be lighter than equivalent compression diagonals. A Warren truss has alternating diagonal members with no verticals. All diagonals carry both tension and compression depending on load position. Warren trusses have fewer members and joints, reducing fabrication cost for medium spans, but are slightly less efficient under heavy point loads.

Yes — trusses are frequently used as transfer structures to carry EOT crane runway beams across wide spans between support columns. The crane runway beam is attached to the bottom chord of the truss at panel points. The crane point load, dynamic impact factor, crane braking load and fatigue loading category are all input into the truss structural analysis. For crane-supporting trusses, the bottom chord and its connections are designed for combined axial force plus local bending from the concentrated crane wheel reaction.

All our structural trusses receive shot-blast surface preparation to Sa 2.5 (near-white metal) per ISO 8501-1. This is followed by one coat of high-build epoxy primer (75–100 microns) and one coat of alkyd or polyurethane finish paint (50–75 microns). Total DFT is typically 125–175 microns. For corrosive environments, a two-pack epoxy system or hot-dip galvanising of smaller sections can be specified. Surface treatment specification is confirmed at the design stage based on your operating environment.

No — all our truss connections are designed as bolted connections using Class 8.8 high-strength structural bolts. Gusset plates are shop-welded to chord members in the factory; web members bolt to these gussets on site. For transport sections longer than ~12m, field splices are bolted end-plate connections. This means erection crews do not need certified welders on site, weld inspection is not required during erection, and there is no risk of weld distortion affecting the as-designed geometry.

Yes — this is one of our key advantages over standalone truss fabricators. When a truss is part of a PEB building, we design the truss and the primary PEB frame as an integrated structural system. The bearing point at the top of the PEB column, the truss end-bearing detail, wind bracing between trusses, and wall-girt connections are all designed together by the same structural team. This eliminates the coordination errors and responsibility gaps that occur when the PEB supplier and the truss fabricator are different companies.

All our structural trusses are designed in accordance with IS:800 (Code of Practice for General Construction in Steel), IS:875 Part 1–5 (Loading standards including wind and earthquake), IS:1893 (Seismic design — all zones covered), and the American Institute of Steel Construction (AISC) Specification for Structural Steel Buildings. Weld procedures follow IS:9595. Structural calculations, material test certificates and dimensional inspection records are provided with every truss order. Drawings are prepared to IS:696 conventions.