the tay bridge disaster
[114] The calculations assumed the bridge to be largely as designed, with all components in their intended position, and the ties reasonably evenly loaded. The bridge was opened for passenger services on 1 June 1878. The gradient onto the bridge at the northern end prevented similar high speeds on south-bound locals. 50 psf (2.4 kPa) with a safety factor of 4); " in important structures, I think that the greatest possible margin should be taken. Despite well over a century of subsequent train travel, the Tay Bridge disaster remains one of Britain’s worst ever railway accidents. [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. [27] A fourth said he had seen a girder fall into the river at the north end of the high girders, then a light had briefly appeared in the southern high girders, disappearing when another girder fell; he made no mention of fire or flashes. A flash is seen-the Bridge is broke- [158], The locomotive, NBR no. How the disaster happen’d on the last Sabbath day of 1879. It must have been an awful sight,To witness in the dusky moonlight,While the Storm Fiend did laugh, and angry did bray,Along the Railway Bridge of the Silv’ry Tay,Oh! He was referring to advice given by the Astronomer Royal, Sir George Biddell Airy in 1873 when consulted about Bouch's design for a suspension bridge across the Firth of Forth; that wind pressures as high as 40 psf (1.9 kPa) might be encountered very locally, but averaged over a 1,600 ft (490 m) span 10 psf (0.48 kPa) would be a reasonable allowance. ", "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. The Board of Trade set up a 5-man commission (Barlow, Yolland, Sir John Hawkshaw, Sir William Armstrong and Stokes) to consider what wind loading should be assumed when designing railway bridges. see review. The bridge had cost £670,000, or about £62 10s. Pour commémorer l'événement, le poète écossais William McGonagall écrivit son poème épique Perth and Kinross Council leader Murray Lyle said: “This leisure-led development has the potential to make an exciting contribution to the local economy. First rail bridge. It was suspected that the construction had not been adequately supervised: foundation piles had not been driven deeply or firmly enough. At some piers, base column sections were still standing; at others, base sections had fallen to the west. The Tay Bridge Disaster Dundee.1879. The locomotive was dropped during retrieval, but eventually recovered and returned to service. Coordinates: .mw-parser-output .geo-default,.mw-parser-output .geo-dms,.mw-parser-output .geo-dec{display:inline}.mw-parser-output .geo-nondefault,.mw-parser-output .geo-multi-punct{display:none}.mw-parser-output .longitude,.mw-parser-output .latitude{white-space:nowrap}56°26′14.4″N 2°59′18.4″W / 56.437333°N 2.988444°W / 56.437333; -2.988444, For William McGonagall's poem on this subject, see, Salvage operations underway in the Firth of Tay and dockside, How the bridge was used – speed of trains and oscillation of bridge, How the bridge was maintained – chattering ties and cracked columns, How the bridge was built – the Wormit foundry, How the bridge was built – management and inspection, Modelling of bridge failure and conclusions drawn, Law: causes were windloading, poor design and poor quality control, Pole: causes were windloading and impact of derailed carriages, Presentational differences between reports, Wind Pressure (Railway Structures) Commission. 101–103 (Alexander Stewart), Mins of Ev pp. (To give a subsequent, well documented example, in 1903 a stationary train was overturned on the Levens viaduct but this was by a 'terrific gale' measured at Barrow in Furness to have an average velocity of 100 miles per hour (160 km/h), estimated to be gusting up to 120 miles per hour (190 km/h). "[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. 'Ex-Provost' Robertson[note 6] had a good view of most of the bridge from his house in Newport-on-Tay,[31] but other buildings blocked his view of the southern high girders. When it came to be known a whale was seen in the Tay,Some men began to talk and to say,We must try and catch this monster of a whale,So come on, brave boys, and never say fail. [45] Noble, who was a bricklayer, not an engineer, had worked for Bouch on the construction of the bridge.[46]. When it came to be known a whale was seen in the Tay. "The Tay Bridge Disaster" is a poem written in 1880 by the Scottish poet William McGonagall, who has been recognized as the worst poet in history. The Tay Bridge disaster was one of the great engineering disasters of the 19th century. It carried a single rail track. [note 17]. [15] During the inquiry, John Black testified that the wind was pushing the wheel flanges into contact with the running rail. 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. [97], Baker argued that the wind pressure on the high girders had been no more than 15 psf (0.72 kPa), from the absence of damage to vulnerable features on buildings in Dundee and the signal cabins at the south end of the bridge. … Sir John Fowler and Sir Benjamin Baker designed the Forth Rail Bridge, built (also by Arrols) between 1883 and 1890. [134], According to Yolland and Barlow "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 1879 ... the bridge had been previously strained by other gales". If the second-class carriage body had hit anything at speed, it would have been 'knocked all to spunks' without affecting the underframe. 427–429 (Sir Thomas Bouch), Mins of Ev pp. A train had been passing over it at the time, and 75 people were killed as it plunged into the river’s icy waters. Evidence was then given of flange marks on tie bars in the fifth girder (north of the two rearmost carriages), the 'collision with girders' theory being duly modified to everything behind the tender having derailed. [125] The tender coupling (which clearly could not have hit a girder) had also been found in the bottom boom of the eastern girder. While the monster of the deep did sport and play. A Section 7 judicial enquiry was felt necessary to give the required degree of independence. The Tay Bridge Disaster. [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). With their friends at home they lov’d most dear. The wind pressures reported at Bidston were probably anomalously high because of peculiarities of the site (one of the highest points on the Wirral. Oh! the Tay Bridge is blown down, And a passenger train from Edinburgh, Which fill'd all the people's hearts with sorrow, And made them all for to turn pale, Because none … The bolt holes for the lugs were cast with a taper; consequently the bolt-lug contact was by the bolt thread bearing against a knife edge at the outer end of the hole. So small boats were launched on the silvery Tay. Which will be remember’d for a very long time. Resolved to capture the whale and to have some fun! It’s maintained by Network Rail. Thomas Bouch: Architect of the Tay Bridge disaster. The bridge collapsed during a violent storm on … At either end of the bridge, the bridge girders were deck trusses, the tops of which were level with the pier tops, with the single-track railway running on top. The signalman turned away to log this and then tended the cabin fire, but a friend present in the cabin watched the train: when it got about 200 yards (180 m) from the cabin he saw sparks flying from the wheels on the east side. A paste made of beeswax, fiddler's rosin, fine iron filings and lampblack, melted together, poured into the hole and allowed to set. And down went the train and passengers into the Tay! The basic concept was well known, but for the Tay Bridge, the pier dimensions were constrained by the caisson. The Tay Bridge disaster of 1879 shocked the world and led to important changes in bridge design, construction, and inspection. The original foundry manager left before most of the high girders pier column sections were cast. 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. The Tay Bridge disaster occurred during a violent storm on Sunday 28 December 1879 when the first Tay Rail Bridge collapsed while a train was passing over it from Wormit to Dundee, killing all aboard. Yolland and Barlow noted "there is no requirement issued by the Board of Trade respecting wind pressure, and there does not appear to be any understood rule in the engineering profession regarding wind pressure in railway structures; and we therefore recommend the Board of Trade should take such steps as may be necessary for the establishment of rules for that purpose. 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. 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. On Sunday 28 December 1879, a 1,060 yard stretch of the Tay Bridge, the longest railway bridge in the world, collapsed killing 75 men, women and children. [23] By then railway, contractor and designer had separate legal representation, and the North British Railway (NBR) had sought independent advice (from James Brunlees and John Cochrane,[24] both engineers with extensive experience of major cast-iron structures). [4] Bouch's brother had been a director of Gilkes, and all three had been colleagues on the Stockton and Darlington 30 years previously; on Gilkes's death in January 1876, Bouch had inherited shares valued at £35,000 but also owed for a guarantee of £100,000 of Gilkes borrowings and been unable to extricate himself.[5]. The Tay Bridge after its collapse on December 28, 1879. J'ai déjà téléchargé Qobuz pour Mac OS Ouvrir Je n'ai pas encore téléchargé Qobuz pour Mac OS Télécharger l'app Copier le lien pour partager la page. Work started 6 July 1883 and the bridge opened on 13 July 1887. Moulds were damped with salt water,[50] cores were inadequately fastened, and moved, giving uneven column wall thickness. An analysis of the collapse leads to the conclusion that the combined wind loading on the train and the High Girders was sufficient to make the latticework columns fail in shear. While they fired at him their sharp harpoons: But when struck with the harpoons he dived below. The bracing had failed by the lugs giving way; in nearly every case, the fracture ran through the hole. The original foundry foreman, who had been dismissed for drunkenness, vouched for Gilkes personally testing for unevenness in the early castings: "Mr. Gilkes, sometimes once a fortnight and sometimes once a month, would tap a column with a hammer, first on one side and then on the other, and he used to go over most of them in that way sounding them. Noble had found cracks in four column sections – one under the high girders, three to the north of them – which had then been bound with wrought iron hoops. A column from the bridge is on display at the Dundee Museum of Transport. The foundations and bases were redesigned, the original brick piers replaced with braced cast iron columns and the number of spans was reduced which made each significantly wider. [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). On his last check in December 1879, only two ties had needed attention, both on piers north of the high girders. While the Storm Fiend did laugh, and angry did bray. The inspection report noted: When again visiting the spot I should wish, if possible, to have an opportunity of observing the effects of high wind when a train of carriages is running over the bridge.[6]. Although the Tay Bridge disaster is prominently featured in this book, the reader is also treated to a history of meteorology in Great Britain, an account of the engineering failures that led to the Challenger Space Shuttle Disaster, the histories of Perth and Dundee, the art of bridge construction, and so forth. Tests in 1880 over a period of 36 hours using both dead and rolling loads led to the structure becoming seriously distorted and eight of the piers were declared unsafe. Which wet their trousers and also their coats; But it only made them the more determined to catch the whale. [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. It does not do to speculate upon whether it is a fair estimate or not". The thread would easily crush and allow play to develop, and the off-centre loading would fail the lugs at much lower loads than if the hole was cylindrical. Bouch said if he had known the holes were cast conical he would have had them bored or reamed. By 5.15 pm a gale was moving in from the west and the river, in the words of the Captain, "was getting up very fast". [90] nonetheless Noble should have reported the loose ties. Among the innocent little fishes in the beautiful Tay. We must try and catch this monster of a whale. Such is the impact of the incident that it is intriguing the minds of experts and common people alike till date. [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. He thought the piers should have been wider (both to counteract toppling and to increase the horizontal component forces the tiebars could withstand) and rectangular (to increase the number of tiebars directly resisting lateral forces); at the very least there should have been lateral bracing between the outermost columns of the piers. The first engine crossed the bridge in September, 1877. Railway accidents and incidents in the United Kingdom, 1815–1899, List of atmospheric pressure records in Europe, Dundee, Broughty Ferry and District Tramways, List of Sites of Special Scientific Interest in Angus and Dundee, Duncan of Jordanstone College of Art and Design, https://en.wikipedia.org/w/index.php?title=Tay_Bridge_disaster&oldid=999169286, Railway accidents and incidents in Scotland, Bridge disasters caused by engineering error, Bridge disasters caused by construction error, Accidents and incidents involving North British Railway, Articles with dead external links from October 2020, Articles with permanently dead external links, Articles with incomplete citations from October 2019, Creative Commons Attribution-ShareAlike License, The column bodies were of uneven wall thickness, as much as. Then the whale began to puff and to blow. So Mr John Wood has bought it for two hundred and twenty-six pound,And has brought it to Dundee all safe and all sound;Which measures 40 feet in length from the snout to the tail,So I advise the people far and near to see it without fail. So the new Tay Bridge was passed, with honours, and the triumph of the Barlows and of William Arrol, the contractor, with all their assistant engineers and workmen, was complete. "[134], Yolland and Barlow also noted the possibility that failure was by fracture of a leeward column. The Tay Bridge Disaster. [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". So Mr John Wood has bought it for two hundred and twenty-six pound. Fifty-six tickets for Dundee had been collected from passengers on the train before crossing the bridge; allowing for season ticket holders, tickets for other destinations, and for railway employees, 74 or 75 people were believed to have been on the train. It was opened for public passenger traffic on June 20,1887. 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. That your central girders would not have given way. [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. And they resolved to catch him without delay. The Tay Bridge Disaster is a poem by the Scottish poet William Topaz McGonagall and recounts the events of the evening of 28 December 1879, when, during a severe gale, the Tay Rail Bridge near Dundee, Scotland collapsed as a train was passing over it with the loss of all on board. Bouch had sought expert advice on wind loading when designing a proposed rail bridge over the Firth of Forth; as a result of that advice he had made no explicit allowance for wind loading in the design of the Tay Bridge. The sudden collapse of Scotland's Tay Bridge in 1879 killed more than 70 rail passengers and shocked the population. The TAY BRIDGE disaster of 1879 shocked the world and led to important changes in bridge design, construction, and inspection. 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. Nov 05, 2014 Richard Thomas rated it it was amazing. 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. I am very sorry to sayThat ninety lives have been taken awayOn the last Sabbath day of 1879,Which will be remember’d for a very long time. [note 29]. [note 23] On the authority of Stewart they had assumed that the bridge was designed against a wind loading of twenty pounds per square foot (0.96 kPa) 'with the usual margin of safety'. The Story and the Conclusions in to the cause of the Tay Rail Bridge Disaster. Good Heavens! ’Twas in the month of December, and in the year 1883,That a monster whale came to Dundee,Resolved for a few days to sport and play,And devour the small fishes in the silvery Tay. The Tay bridge was two miles long, had 85 spans and was the longest bridge in the world. The bridge, opened in 1887, is a listed building. 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