BFI Reuben Library. Marks on the south end of the southernmost high girder indicated that it had moved bodily eastwards for about 20 inches (510 mm) across the pier before falling to the north. [20] There were no survivors; only 46 bodies were recovered[21] but there were 59 known victims. [37], Painters who had worked on the bridge in mid-1879 said that it shook when a train was on it. Here is a flaw which extends through the thickness of the metal. According to Benjamin Baker "all the difficulty is in the foundations. Train from Edinburgh to Dundee on 28th Dec, Photographs of the damaged piers and of recovered wreckage are accessible at, Mins of Ev p. 19 (William Abercrombie Clark), Mins of Ev p. 373 (Major-General Hutchinson), Mins of Ev (pp. [95] Pole had ignored it because no reference was given; he did not believe any engineer paid any attention to it when designing bridges;[96] he thought 20 psf (0.96 kPa) a reasonable allowance; this was what Robert Stephenson had assumed for the Britannia Bridge. However he had never checked speed through the high girders. [142] Rothery said that his colleagues had declined to join him in allocating blame, on the grounds that this was outside their terms of reference. Hatter’s Castle centres around James Brodie, played by Robert Newton who attempts to control his family and dominate his town. Two witnesses, viewing the high girders from the north almost end-on, had seen the lights of the train as far as the 3rd–4th high girder, when they disappeared; this was followed by three flashes from the high girders north of the train. On his last check in December 1879, only two ties had needed attention, both on piers north of the high girders. Social History /Science: Research the Tay Bridge disaster - what happened and why? [85], Bouch had designed the bridge, assisted in his calculations by Allan Stewart. Ex-provost Robertson had bought a season ticket between Dundee and Newport at the start of November, and became concerned about the speed of north-bound local trains through the high girders, which had been causing perceptible vibration, both vertical and lateral. Les tableaux sont le meilleur endroit pour sauvegarder des images et des vidéos. 398–408 (Sir Thomas Bouch), Mins of Ev p. 392 (Robert Henry Scott, MA FRS, Secretary to the Meteorological Council), Drawing "Correct Arrangement of 4.15 P.M. Offbeat Film WWE TV Gaming Comics Music Quizzes Write For Us Careers More Search User menu. [110] It was the cast iron lugs which had failed; cast iron was vulnerable to shock loadings, and the obvious reason for a shock loading on the lugs was one of the carriages being blown over and into a bridge girder. 101–103 (Alexander Stewart), Mins of Ev pp. [141], Rothery's minority report is more detailed in its analysis, more willing to blame named individuals, and more quotable, but the official report of the court is a relatively short one signed by Yolland and Barlow. A corruption of. Funding and industry. Cast-on lugs tended to make unsound castings (Cochrane said he had seen examples in the bridge ruins. However, it proved lacking in stability against wind loadings. What's On Tay Bridge disaster play claims top honours in Scottish theatre Oscars A solo show about the signalman on duty on the night of the Tay Bridge disaster, a … Forming a mould around the defective lug, heating that end of the column, and adding molten metal to fill the mould and – hopefully – adequately fuse with the rest of the column. A court of Inquiry (a judicial enquiry under Section 7 of the Regulation of Railways Act 1871 "into the causes of, and circumstances attending" the accident) was immediately set up: Henry Cadogan Rothery, Commissioner of Wrecks, presided, supported by Colonel Yolland (Inspector of Railways) and William Henry Barlow, President of the Institution of Civil Engineers. When observing from the shore, he had measured 80 seconds for trains travelling through the girders, but not on any train he had travelled on. [118] The physical evidence put to them for derailment and subsequent impact of one or more carriage with the girders was limited. Sir John Fowler and Sir Benjamin Baker designed the Forth Rail Bridge, built (also by Arrols) between 1883 and 1890. There are sufficient pieces here to show that these flaws were very extensive. Examined closely after the Tay bridge collapse, the viaduct as built did not match the design, and many of the piers were noticeably out of the perpendicular. [110] Baker agreed, but held the wind pressure was not sufficient to blow over a carriage; derailment was either wind-assisted by a different mechanism or coincidental. ", "Courier article to blame for Tay Bridge Disaster death toll confusion, says researcher", "William Robertson – Engineer – (13 August 1825 – 11 July 1899)", "Don't Look Down – the story of Belah viaduct", "Iron Founding—Uniting Cast Iron by 'Burning-On, "On the evolution in design and calculation of steel structures over the 19th century in Belgium, France and England", "Tay Bridge Disaster: Report of the Court of Inquiry and Report of Mr Rothery", "An Experimental Enquiry concerning the Natural Powers of Water and Wind to Turn Mills, and Other Machines, Depending on a Circular Motion", "The main text of the Commission's report can be found at", "Natural Areas and Greenspaces: Bidston Hill", "The Wirral Hundred/The Wirral Peninsula", "Railway Viaducts over South Esk River  (Category B Listed Building) (LB49864)", "Discussion: Wind-Pressures, and Stresses Caused by the Wind on Bridges", "BBC, Memorials for those killed in Tay Bridge disaster", "Anniversary walk to commemorate Tay Bridge Disaster taking place this weekend", "OU on the BBC: Forensic Engineering – The Tay Bridge Disaster", "Forensic engineering: a reappraisal of the Tay Bridge disaster", "Broadside ballad entitled 'In Memory of the Tay Bridge Disaster, Tay Bridge Disaster: Report Of The Court of Inquiry, and Report Of Mr. Rothery, Upon the Circumstances Attending the Fall of a Portion of the Tay Bridge on the 28th December 1879, Tom Martin's engineering analysis of the bridge disaster, Dundee local history centre page on the disaster, Find a grave memorial of Tay River victims, Firth of Tay Bridge Disaster 1879: Worst Structural Disaster in British History, Tay Bridge Disaster: Appendix to the Report Of The Court of Inquiry. [89] Both Pole and Law had used a treatment from a book by Rankine. The bolt-maker had gone bankrupt and various disgruntled workmen had alleged that the iron was bad, the bolt-maker’s buyer bribed, and the bolts untested. The Tay Bridge Disaster of 1879 is something that has stuck with me from my childhood holidays in Dundee staying with my grandparents. By fitting an additional packing piece between loose cotters and driving the cotters in, Noble had re-tightened loose ties and stopped them chattering. He doubted Rankine's pressures because he was not an experimentalist; told that the data were observations by the Regius Professor of Astronomy at Glasgow University [note 28]he doubted that the Professor had the equipment to take the readings. A further passenger witness spoke of a 'prancing motion' like that felt descending from, They had never worked on a lattice girder bridge before; from disinterested recollections of the viaducts on the Stainmore line, "any of these tie-bars formed by two flat bars of iron are naturally a little out of line because they cross each other, and if they were loose and if there was any vibration it would make one bar strike against another, consequently you would have the noise of one piece of iron hitting against the other". At some piers, base column sections were still standing; at others, base sections had fallen to the west. McKean ("Battle for the North" p. 142) says the cotters were cast iron, but as will be obvious from the above they were wrought iron. For the higher portion of the bridge, there were thirteen girder spans. Bouch's design for the Forth Bridge was not used. © 2021 Getty Images. 30 psf or 1.4 kPa with the usual margin of safety). One witness said these advanced to the north end of the high girders with about 15 seconds between first and last;[25][note 4] the other that they were all at the north end, with less time between. [35][note 9] The Dundee stationmaster had passed Robertson's complaint about speed (he had been unaware of any concern about oscillation) on to the drivers, and then checked times from cabin to cabin (at either end of the bridge the train was travelling slowly to pick up or hand over the baton). [148]), A new double-track Tay Bridge was built by the NBR, designed by Barlow and built by William Arrol & Co. of Glasgow 18 metres (59 ft) upstream of, and parallel to, the original bridge. What I do know about him is that he knows what he is doing with comics and puts out regular original and well crafted books. I am very sorry to say That ninety lives have been taken away On the last Sabbath day of 1879, Which will be remember’d for a very long time. Select from premium Tay Bridge Disaster of the highest quality. The gradient onto the bridge at the northern end prevented similar high speeds on south-bound locals. Sir George Stokes agreed with Airy that 'catspaws', ripples on the water produced by gusts, could have a width of several hundred yards. They had had to be broken up with dynamite before they could be recovered from the bed of the Tay (but only after an unsuccessful attempt to lift the crucial girder in one piece which had broken many girder ties). [26] A third witness had seen "a mass of fire fall from the bridge" at the north end of the high girders. There were therefore three divisions of linked high girder spans, the spans in each division being structurally connected to each other, but not to neighbouring spans in other divisions. Here’s a recreation of McGonagall reciting his most famous poem, The Tay Bridge Disaster of 1879, by the wonderfully named Eugene Cheese. Pole held that the calculation was valid; the defects were self-correcting or had little effect, and some other reason for the failure should be sought. [43] One of the painters' foremen, however, said the only motion he had seen had been north–south, and that this had been less than one-half inch (13 mm). Gilkes' managers could not vouch for any inspection of castings by Bouch's inspectors. This led to difficulties (culminating in clashes) during the Westminster sessions and when the court reported their findings at the end of June, there was both an Inquiry Report signed by Barlow and Yolland and a minority report by Rothery. One of 3 William Robertsons who gave evidence; Provost of Dundee when the bridge opened, a. [84][note 20] However, both ties and sound lugs failed at loadings of about 20 tons, well below what had been expected. Le design Getty Images est une marque de Getty Images. [note 3] When the train failed to appear on the line off the bridge into Dundee he tried to talk to the signal cabin at the north end of the bridge, but found that all communication with it had been lost.[18]. The measured time through the girders (3,149 ft (960 m)) was normally 65 or 60 seconds,[note 8] but twice it had been 50 seconds. He appointed Henry Noble as his bridge inspector. [41] The shaking was worse when trains were going faster, which they did: "when the Fife boat was nearly over and the train had only got to the south end of the bridge it was a hard drive". Offbeat Film WWE TV Gaming Comics Music Quizzes Write For Us Careers More Search User menu. Back to Login. https://en.wikipedia.org/w/index.php?title=Tay_Bridge_disaster&oldid=1022123434, Creative Commons Attribution-ShareAlike License, The column bodies were of uneven wall thickness, as much as. It will be found that all the upper side of this column is of that description, perfectly full of air-holes and cinders. C. Horne's ballad In Memory of the Tay Bridge Disaster was published as a broadside in May 1880. The Tay Bridge disaster, Scotland, 28th December 1879 (1951). The original foundry manager left before most of the high girders pier column sections were cast. Activities. [153][156][157] Bouch's Redheugh Bridge built 1871 was condemned in 1896, the structural engineer doing so saying later that the bridge would have blown over if it had ever seen windloadings of 19 psf (0.91 kPa). [48], The workers at the Wormit foundry complained that the columns had been cast using 'Cleveland iron', which always had scum on it—it was less easy to cast than 'good Scotch metal'[49][note 13] and more likely to give defective castings. 50 psf (2.4 kPa) with a safety factor of 4); " in important structures, I think that the greatest possible margin should be taken. It describes the moment of the disaster as:[170]. "[143], No further judicial enquiries under Section 7 of the Regulation of Railways Act 1871 were held until the Hixon rail crash in 1968 brought into question both the policy of the Railway Inspectorate towards automated level crossings and the management by the Ministry of Transport (the Inspectorate's parent government department) of the movement of abnormal loads. Get funding to progress my creative career. The lug holes should have been drilled and the tiebars secured by pins filling the holes (rather than bolts). Both the wrought and cast iron had good strength, while the bolts "were of sufficient strength and proper iron". [130], The three members of the court failed to agree a report although there was much common ground:[131], Rothery added that, given the importance to the bridge design of the test borings showing shallow bedrock, Bouch should have taken greater pains, and looked at the cores himself. Posted by; Date October 10, 2020; Comments 0 comment; 241–271(H Law); the bridge design process in Minutes of Evidence pp. A Board of Trade inspection was conducted over three days of good weather in February 1878; the bridge was passed for use by passenger traffic, subject to a 25 mph (40 km/h) speed limit. [64] Bouch told the court that Paterson's age was 'very much mine' but, in fact, Paterson was 12 years older[note 16] and, by the time of the Inquiry, paralysed and unable to give evidence. Notes This material may be protected by copyright law (Title 17 U.S. Code). If the bridge had failed at lower wind loadings, this was evidence that the defects in design and workmanship he had objected to had given uneven loadings, significantly reduced the bridge strength and invalidated the calculation. [149][150]): a wind pressure of 30–40 psf (1.4–1.9 kPa) would overturn railway carriages and such events were a rarity. 409–410 (Sir Thomas Bouch), Mins of Ev pp. Some column top lugs outlasted the wrought iron, but the bottom lugs were significantly weaker. A collection of genealogical profiles related to Tay Bridge Disaster - 28 Dec. 1879, Dundee, Scotland. Rothery agreed, asking "Can there be any doubt that what caused the overthrow of the bridge was the pressure of the wind acting upon a structure badly built and badly maintained? he should have measured 85 or 90 seconds if the 25 mph (40 km/h) limit was being observed, 60 seconds is almost 36 mph (58 km/h), 50 seconds almost 42 mph (68 km/h); the bridge had been tested at up to 40 mph (64 km/h). [165][166], The disaster inspired several songs and poems, most famously William McGonagall's "The Tay Bridge Disaster", widely considered to be of such a low quality as to be comical. Law had seen no evidence of burnt-on lugs. Here (producing a specimen) is a nodule of cold metal which has been formed. Huge collection, amazing choice, 100+ million high quality, affordable RF and RM images. There were other flaws in detailed design, in maintenance, and in quality control of castings, all of which were, at least in part, Bouch's responsibility. [115] (Bouch's own view that collision damage to the girder was the sole cause of bridge collapse[116] found little support). The bedrock lay much deeper than the trial borings had shown, and Bouch had to redesign the bridge, with fewer piers and correspondingly longer span girders. [note 25] Bouch also mentioned advice given by Yolland in 1869 – that the Board of Trade did not require any special allowance for wind loading for spans less than 200 feet (61 m), whilst noting this was for the design of girders not piers. [90][note 26]. [56] According to his predecessor, burning-on had only been carried out on temporary 'lifting columns', which were used to allow the girders to be lifted into place and were not part of the permanent bridge structure. [67] The completed bridge had been inspected on Bouch's behalf for quality of assembly, but that was after the bridge had been painted (though still before the bridge opened, and before the painter witnesses were on it in the summer of 1879), which hid any cracks or signs of burning-on (though the inspector said that, in any case, he would not know those signs on sight). [93] Pole referred to Smeaton's work, where high winds were said to give 10 psf (0.48 kPa), with higher values being quoted for winds of 50 mph (80 km/h) or above, with the caveat that these were less certain. Superstructure of the bridge memorials have been damaged by their fall regardless of its cause bottom lugs were significantly sheltered! 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