Difference between revisions of "Tay Bridge"
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As the bridge extended out into the river, it shortly became clear that the original survey of the estuary had not been competent. The bedrock, at a shallow depth near the banks, was found to descend deeper and deeper, until it was too deep to act as a foundation for the bridge piers. Bouch had to redesign the piers, and to set them very deep in the estuary bed to compensate for having no support underneath. He also reduced the number of piers by making the spans of the superstructure girders longer than he had originally planned. | As the bridge extended out into the river, it shortly became clear that the original survey of the estuary had not been competent. The bedrock, at a shallow depth near the banks, was found to descend deeper and deeper, until it was too deep to act as a foundation for the bridge piers. Bouch had to redesign the piers, and to set them very deep in the estuary bed to compensate for having no support underneath. He also reduced the number of piers by making the spans of the superstructure girders longer than he had originally planned. | ||
1873 After Charles de Bergue was taken ill, [[Hopkins, Gilkes and Co]] took over the foundry that had been constructed and completed the contract for the bridge. | 1873 After Charles de Bergue was taken ill, [[Hopkins, Gilkes and Co]] took over the foundry at Wormit that had been constructed, and completed the contract for the bridge. | ||
1877 September 22nd. The first locomotive crossed the bridge. | 1877 September 22nd. The first locomotive crossed the bridge. | ||
Revision as of 09:16, 7 November 2021
The Tay Bridge (sometimes unofficially the Tay Rail Bridge) is a railway bridge approximately 2.25 miles long that spans the Firth of Tay in Scotland, between the city of Dundee and the suburb of Wormit in Fife.
The original Tay Bridge was designed by Thomas Bouch. Wrought iron lattice girders were supported byn cast iron columns on masonry piers.
Proposals for constructing a bridge across the River Tay date back to at least 1854.
1870 July 15th. The North British Railway (Tay Bridge) Act received the Royal Assent
1871 Contractors for the ironwork were De Bergue and Co; the contractor's engineers were Albert Grothe and Edward Robert Austin.
1871 July 22nd The foundation stone was laid.
As the bridge extended out into the river, it shortly became clear that the original survey of the estuary had not been competent. The bedrock, at a shallow depth near the banks, was found to descend deeper and deeper, until it was too deep to act as a foundation for the bridge piers. Bouch had to redesign the piers, and to set them very deep in the estuary bed to compensate for having no support underneath. He also reduced the number of piers by making the spans of the superstructure girders longer than he had originally planned.
1873 After Charles de Bergue was taken ill, Hopkins, Gilkes and Co took over the foundry at Wormit that had been constructed, and completed the contract for the bridge.
1877 September 22nd. The first locomotive crossed the bridge.
1878 June 1st. The bridge was opened. It was the longest in the world at that time. When completed it was 10,395 feet long, was carried on eighty-five piers, with spans ranging from 29ft to 245ft, and accommodated a single line of rails.[1]
Bouch received a knighthood following the bridge's completion.
1879 December 28th. At 7.15pm, the bridge collapsed during high winter gales. A train with six carriages carrying seventy-five passengers and crew, crossing at the time of the collapse, plunged into the icy waters of the Tay. All seventy-five were lost, including Sir Thomas's son-in-law.
The disaster stunned the whole country and sent shock waves through the Victorian engineering community. The ensuing enquiry revealed that the bridge did not adequately allow for high winds. At the time a gale estimated at force ten or eleven had been blowing down the Tay estuary at right angles to the bridge. The engine itself was salvaged from the river and restored to the railways for service.
A Select Committee inquired, during 1880, into the question of replacing the structure that failed in December, 1879, and reported that the bridge should, in the interests of the public and the railway company, be reconstructed. It was also recommended that the North British Railway should obtain approval of its plans by two or three independent engineers of unquestionable standing and experience.
A new double-track bridge was designed by William Henry Barlow and his son [[Crawford Barlow]. It was to be 60 ft upstream of, and parallel to, the original bridge.
William Arrol and Co were the contractors.[2]
After taking extensive soundings and carrying out tests to determine the nature of the ground for the numerous piers, the Barlows deposited their plans towards the end of 1880.
The bridge proposal was formally incorporated in July 1881.
1883 July 6th. The foundation stone was laid.
Fourteen men lost their lives during its construction, most by drowning.
1887 June 20th. The second bridge opened. The structure, 10,527ft long, carries a double line of railways, and its straight portion of 7,397ft lies parallel to the straight portion of the earlier bridge but 60ft away from it.[3]
The stumps of many of the original bridge piers are still visible above the surface of the Tay even at high tide.
See Also
Sources of Information
- ↑ The Engineer 1924/12/05
- ↑ The Engineer 1924/12/05
- ↑ The Engineer 1924/12/12
- [1] Wikipedia