The current day Tay bridge. Build a crossing over the river Tay to move people, vehicles or locomotives. It carries pedestrian and road traffic. Difference the crossings have made All the bridges cut journey times to get people and goods around the area more easily, helping boost the local economy.
How the work was done The Tay rail bridge had a new double-track design and was intended to be more robust than the original Tay bridge. There were 14 deaths during construction, mostly from drowning. Fascinating facts Tay road bridge designer William Fairhurst was also an international chess grand master.
Perth bridge : designed and built by engineer John Smeaton. More about this project Tay rail bridge: engineering-timelines. Explore more civil engineering projects. Tower Bridge. Kishore Ramdeen Civil Engineer.
Dominic Cronin Civil Engineer. Andy Mitchell Civil Engineer. Anusha Shah Civil Engineer. John Smeaton Civil Engineer. Sakthy Selvakumaran Civil Engineer. Bryn Noble Civil Engineer. Bianca Wheeler Civil Engineer. Emma Watkins Civil Engineer.
Aaron Matthew Civil Engineer. See how your studies lead to a civil engineering career The job you end up with in civil engineering is likely to link back to what you studied at school, college or university. Studying at school Up to 16 years. Change career Any age. 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.
The disaster stunned the whole country and sent shock waves through the Victorian engineering community. The engine itself was salvaged from the river and restored to the railways for service. The collapse of the bridge, opened only nineteen months earlier and passed as safe by the Board of Trade , is still the most famous bridge disaster in the British Isles.
The inquiry held that the fall of the bridge was occasioned by the insufficiency of the cross-bracings and fastenings to sustain the force of the gale on the night of December 28th and that the bridge had been previously strained by other gales. However, this is not a finding that the bridge as designed would have failed. The engineer appointed to carry out detailed investigations testified:.
The section in the middle of the bridge, where the rail ran inside high girders, was potentially top-heavy and very vulnerable to high winds. Neither Bouch nor the contractor appeared to have regularly visited the on-site foundry where iron from the previous half-built bridge was recycled. The cylindrical cast iron columns supporting the 13 longest spans of the bridge, each ft 75 m long, were of poor quality.
Many had been cast horizontally, with the result that the walls were not of even thickness, and there was some evidence that imperfect castings were disguised from the very inadequate quality control inspections. In particular, some of the lugs used as attachment points for the wrought iron bracing bars had been "burnt on" rather than cast with the columns.
Even the normal lugs were very weak. They were tested for the Inquiry, and proved to break at only about 20 long tons 20 t rather than the expected load of 60 long tons 61 t. These lugs failed and destabilised the entire centre of the bridge during the storm. Put into simple words, the bridge failed because of defects in its manufacture. This meant it did not reach the standards of wind resistance intended by the designer. A new double-track bridge was designed by William Henry Barlow.
The foundation stone laid on 6 July This image has been produced from a damaged negative. View of the Tay Bridge, taken from the north west, adjacent the Olympia leisure centre. Detailed view of the Tay Railway Bridge, Dundee, from SE of the steel piers and girders forming the south end of the bridge, with the foundations of the earlier bridge visible right.
Oblique view from SSE of E side of bridge, with brick viaduct arches in foreground, and main part of bridge in the background. The foundations of the piers of the earlier bridge are also visible right. It is the longest bridge in Britain and consists of a series of wrought-iron trusses on riveted plate piers with brick foundations. The structure incorporates some of the trusses of the first bridge completed and partly blown down 28 December , and the stumps of the piers of the old bridge can be seen downstream.
NO42NW Location cited as NO to NO The longest bridge in Britain. Consists of a series of wrought-iron trusses on riveted plate piers with brick foundations.
The structure incorporates some of the trusses of the first bridge completed and partly blown down 28 December ; the stumps of the piers of the old bridge can be seen downstream. The new bridge was built by Tancred and Arrol of Glasgow and opened to traffic on 20 June , being the last of the great wrought iron railway bridges; it remains in use.
Since opening, the bridge has needed little other than routine maintenance, the expansion bearings being replaced between and , and sections of the deck subsequently. The location assigned to this record defines the midpoint of its length.
The available map evidence indicates that it extends from NO c. It was an ambitious project to build a bridge over 3. Few of the problems associated with the construction of long bridges in exposed sites had been considered at that time. Bouch took advice on wind forces but was given a ridiculously low figure. Similarly the rolling-stock in use at that time was not tested for stability in exposed situations. The bridge carried a single railway track for 3,m across the Firth.
Work was started in and the bridge was opened in It is not certain what caused the bridge to collapse but the slender nature of the design, the poor quality of the workmanship and the possibility that the train may have been exceeding the speed limit of twenty-five miles per hour or may have been derailed by the force of the wind may all have contributed to its failure.
The bridge collapsed within nineteen months of its opening and Bouch was apportioned most of the blame. There are a great many books and articles on the subject and with hindsight Bouch appears to have been badly judged. The brick column bases used to support the cast-Iron columns of the first bridge may still be seen on the east side of the second bridge. In the North British Railway Company commenced work on the second bridge. The second bridge was sited 18m upstream from the original.
Since the regulations in force at that time did not allow the use of steel for bridge construction, many of the wrought-iron girders from the Bouch design were re-used by Barlow. The new bridge was nearly 3. The bridge was started in and made use of girders of identical design to those used on the Tay Bridge.
The Tay is a shallow estuary, nearly two miles wide at Dundee, with many sandbanks and a depth of water rarely exceeding 50 ft. The present railway bridge is the second at the same site, the first having collapsed barely 18 months after its opening. The first Tay Bridge was designed in the s for the North British Railway by its Engineer Thomas Bouch and carried a single line of railway on 89 spans.
Thirteen of these spans were navigation spans higher and longer than the others. The spans were originally to have been carried on tall piers of brickwork founded on solid rock but, owing to faulty site investigation and difficulties with the foundations, the majority of the piers had to be lightened and were made of poorly constructed ironwork which was insufficiently anchored at its base.
In a gale on 28 December all the navigation spans fell while a train was crossing and 75 lives were lost. Although the bridge had stood for only 18 months it had more than demonstrated its usefulness, and the North British Railway determined to rebuild it. The present bridge 10 ft in length and double track was engineered by W.
Barlow from , assisted by his son and partner Crawford Barlow. Although structural steel was coming into use, no substantial bridges in Britain had been completed using it, and it was decided to use 21 tons of wrought-iron girders capable of bearing 22 tons sq. The contractor was William Arrol, who designed innovative temporary works, including pontoon jack-upplatforms see illustration.
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