915:
628:
870:. The superstructure of the new bridge was to include two decks: a lower rail deck supported by steel arches and an upper deck constructed out of reinforced concrete, to carry a new road crossing over the strait. Concrete supports were built under the approach spans and steel archways constructed under the long spans on either side of the central Britannia Tower. The two long spans are supported by arches, which had not been an option for the original structure as a result of the clearance needed for tall-masted vessels; modern navigational requirements require much less headroom.
846:
the lack of an adequate water supply meant they were unable to control the fire, which spread all the way across from the mainland to the
Anglesey side. After the fire had burned itself out, the bridge was still standing. However, the structural integrity of the iron tubes had been critically compromised by the intense heat; they had visibly split open at the three towers and had begun to sag. It was recognised that there was still danger of the structure collapsing. As a consequence, the bridge was rendered unusable without the enactment of major restorative work.
606:" It became apparent from Fairbairn's experiments that- without special precautions - the failure mode for the tube under load would be buckling of the top plate in compression, the theoretical analysis of which gave Hodgkinson some difficulty. When Stephenson reported to the directors of the railway in February 1846, he attached reports by both Hodgkinson and Fairbairn. From his analysis of the resistance to buckling of tubes with single top plates, Hodgkinson believed that it would require an impracticably thick (and therefore heavy) top plate to make the tubes
702:; they were only raised by a few inches at a time, after which supports would be built underneath the section to keep it in place. This aspect of the bridge's construction was novel at the time. Reportedly, the innovative process had been responsible for costing Stephenson several nights of sleep at one stage of the project. The work did not go smoothly; at one point, one of the tubes allegedly came close to being swept out to sea before being recaptured and finally pushed back into place. The tubes were manoeuvred into place between June 1849 and February 1850.
659:
510:
37:
587:. Stephenson therefore intended to cross the strait at a high level, over 100 ft (30 m), by a bridge with two main spans of 460-foot-long (140 m), rectangular iron tubes, each weighing 1,500 long tons (1,500 tonnes; 1,700 short tons), supported by masonry piers, the centre one of which was to be built on the Britannia Rock. Two additional spans of 230 ft (70 m) length would complete the bridge, making a 1,511-foot-long (461 m) continuous girder. The trains were to run inside the tubes (inside the
706:
deflection. The tubes had a width of 15 feet (4.5 m) and differed between 23 feet (7 m) and 30 feet (9.1 m) in overall depth, while also having a 10 foot (3 m) gap between them; they were supported on a series of 15-foot-long (4.6 m) cast iron beams that were embedded in the stonework of the towers. To better protect the iron from the weather, an arched timber roof was constructed to cover both tubes; it was roughly 39 feet (12 m) wide, continuous over their whole length, and covered with
518:
532:
618:
determined what the optimum form of the tubular girder should be "I would venture to state that a
Tubular Bridge can be constructed of such powers and dimensions as will meet, with perfect security, the requirements of railway traffic across the Straits" although it might require more materials than originally envisaged and the utmost care would be needed in its construction. He believed it would be 'highly improper' to rely upon chains as the principal support of the bridge.
497:, carrying only rail traffic. Over the next eight years more of the structure was replaced, allowing for more trains to run and a second tier to be completed. The second tier was opened to accommodate road traffic in 1980. The bridge was subject to a £4 million four-month in-depth maintenance programme during 2011. Since the 1990s, there has been talk of increasing road capacity over the Menai Strait, either by extending the road deck of the existing bridge or via the
774:
641:, and used as a basis for the final design. Stephenson, who had not previously attended any of Fairbairn's experiments, was present at one involving this 'model tube', and consequently was persuaded that auxiliary chains were unnecessary. No chains were fitted. As the only purpose of the piers (above the level of the present road deck) was to support the chains, these piers have never had any practical use. Although Stephenson had pressed for the tubes to be
591:). Up until then, the longest wrought iron span had been 31 feet 6 inches (9.60 m), barely one fifteenth of the bridge's spans of 460 ft (140 m). As originally envisaged by Stephenson, the tubular construction would give a structure sufficiently stiff to support the heavy loading associated with trains, but the tubes would not be fully self-supporting, some of their weight having to be taken by suspension chains.
95:
906:
The programme included a detailed inspection of the internal chambers of the three towers and the construction of a special walkway to enable easier and safer access to the structure for future inspections of the masonry piers; special protective efforts adopted for the work included the use of special pollution-minimising paint and the decontamination of all equipment before being brought onsite.
673:, who had previously aided Stephenson in performing the complex structural stress calculations involved in its design process. The first major elements of the structure to be built were the side tubes, this work was performed in situ, using wooden platforms to support it. The construction method used for the iron tubes was derived from contemporary shipbuilding practices, being composed of
623:
fact, it should be a huge sheet-iron hollow girder, of sufficient strength and stiffness to sustain those weights; and, provided that the parts are well-proportioned and the plates properly riveted, you may strip off the chains and have it as a useful monument of the enterprise and energy of the age in which it was constructed.
865:
Further analysis showed that the wrought iron tubes had been too badly damaged to be retained. In light of this discovery, it was decided to dismantle the tubes in favour of replacing them with a new deck at the same level as the original tracks. With the exception of the original stone substructure,
563:
was invited to comment on this proposal but stated his concern about re-using a single carriageway of the suspension bridge, as bridges of this type were unsuited to locomotive use. By 1840, a
Treasury committee decided broadly in favour of Stephenson's proposals, however, final consent to the route,
492:
A fire in May 1970 caused extensive damage to the
Britannia Bridge. Subsequent investigation determined that the damage to the tubes was so extensive that they were not realistically repairable. The bridge was rebuilt in a quite different configuration, reusing the piers while employing new arches to
905:
undertook a £4 million joint programme to strengthen the 160-year-old structure and improve its reliability. The work involved the replacement of eroded steelwork, repairs to the drainage system, restoration of the parapets and stonework, and the painting of the steel approach portals of the bridge.
877:
was restored to the railway on 30 January 1972 by reusing one of the tubes. The next stage was to dismantle and remove the other tube and replace it with a concrete deck for the other rail track. Then the single-line working was transferred to the new track (on the west side); this allowed the other
845:
During the evening of 23 May 1970, the bridge was heavily damaged when boys playing inside the structure dropped a burning torch, setting alight the tar-coated wooden roof of the tubes. Despite the best efforts of the
Caernarfonshire and Anglesey fire brigades, the bridge's height, construction, and
705:
Once in place, the separate lengths of tube were joined to form parallel prestressed continuous structures, each one possessing a length of 1,511 feet (460.6 m) and weighing 5,270 long tons (5,350 tonnes). The pre-stressing process had increased the structure's loadbearing capacity and reduced
716:
On 5 March 1850, Stephenson himself fitted the last rivet of the structure, marking the bridge's official completion. Altogether, the bridge had taken over three years to complete. On 18 March 1850, a single tube was opened to rail traffic. By 21 October of that year, both tubes had been opened to
622:
Under every circumstance, I am of opinion that the tubes should be made sufficiently strong to sustain not only their own weight, but in addition to that load 2000 tons equally distributed over the surface of the platform, a load ten times greater than they will ever be called upon to support. In
697:
Working in parallel to the onsite construction process, the two central tube sections, which weighed 1,800 long tons (1,830 tonnes) apiece, were separately built on the nearby
Caernarfon shoreline. Once they had been fully assembled, each of the central tubes was floated, one at a time, into the
543:
in 1826, one mile (1.6 km) to the east of where
Britannia Bridge was later built, provided the first fixed road link between Anglesey and the mainland. The increasing popularity of rail travel shortly necessitated a second bridge to provide a direct rail link between London and the port of
617:
However, Fairbairn's experiments had moved on from those covered by
Hodgkinson's theory to include designs in which the top plate was stiffened by 'corrugation' (the incorporation of cylindrical tubes). The results of these later experiments he found very encouraging; whilst it was still to be
636:
Stephenson's report drew attention to the difference of opinion between his experts, but reassured the directors that the design of the masonry piers allowed for the tubes to be given suspension support, and no view need yet be taken as to the need for it, which would be resolved by further
724:, a professional rival and personal friend of Stephenson's, was claimed to have remarked to him: "If your bridge succeeds, then mine have all been magnificent failures". On 20 June 1849, Brunel and Stephenson had both looked on as the first of the bridge's tubes was floated out on its
467:. In order to meet the diverse requirements, Stephenson, the project's chief engineer, performed in-depth studies on the concept of tubular bridges. For the detailed design of the structure's girders, Stephenson gained the assistance of distinguished engineer
853:. Following an in-depth investigation of the site performed by the company, it was determined that the cast iron beams inside the towers had suffered substantial cracking and tilting, meaning that the tubes required immediate support at all three towers. The
878:
tube to be removed and replaced with a concrete deck (which is used only for service access) by 1974. Finally the upper road deck was installed and by July 1980, over 10 years after the fire, the new road crossing was completed, and formally opened by the
968:
alongside. Building a separate bridge would allow the existing bridge to be used as normal during construction. The bridge would require support pillar(s) in the Menai Strait, which is an environmental issue as the strait is a
598:, an old friend of his father and described by Stephenson as "well known for his thorough practical knowledge in such matters". Fairbairn began a series of practical experiments on various tube shapes and enlisted the help of
861:
units to fill the original jacking slots in the masonry towers. By the end of July 1970, a total of eight Bailey bridge steel towers had been erected, each being capable of bearing a vertical load of around 200 tonnes.
649:
section was adopted. Fairbairn was responsible both for the cellular construction of the top part of the tubes, and for developing the stiffening of the side panels. Each main span weighed roughly 1,830 tonnes.
1481:
450:
had been completed, but this structure carried a road rather than track; there was no rail connection to
Anglesey before its construction. After many years of deliberation and proposals, on 30 June 1845, a
1229:
631:
A view of the entrance to the
Britannia Bridge from the Bangor side, showing a steam train entering the bridge, people watching, two large stone lions and an inscription relating to the engineer, Robert
980:. This would eliminate the need for pillars in the Strait, but the bridge would have a large impact on the landscape due to the height of the cable support pillars. This is also the most costly option.
666:
On 10 April 1846, the foundation stone for the Britannia Bridge was laid, marking the official commencement of construction work at the site. The resident engineer for the structure's construction was
493:
support not one but two decks, as the new Britannia Bridge was to function as a combined road-and-rail bridge. The bridge was rebuilt in phases, initially reopening in 1972 as a single-tier steel
728:. The construction techniques employed on the Britannia Bridge had obviously influenced Brunel as he later made use of the same method of floating bridge sections during the construction of the
1035:
The Conwy railway bridge remains in use, and is the only remaining tubular bridge; however, intermediate piers have been added to strengthen it. The bridge can be seen at close quarters from
720:
For its time, the Britannia Bridge was a structure of "magnitude and singular novelty", far surpassing in length both contemporary cast beam or plate girder iron bridges. The noted engineer
1046:
The Victoria Bridge was the first bridge to cross the St. Lawrence River, and was the longest bridge in the world when it was completed in 1859. It was rebuilt as a truss bridge in 1898.
761:
years in operation owing to low passenger volumes. In the present day, little remains of this station, other than the remnants of the lower-level station building. A new station named
996:
Very few other tubular iron bridges were ever built since more economical bridge designs were soon developed. The most notable of the other tubular bridges were Stephenson's
914:
1485:
690:
inch (16 mm) thick, complete with sheeted sides and cellular roofs and bases. The same technique as used for the Britannia Bridge was also used on the smaller
849:
In light of events, the chief civil engineer of British Railways' London Midland region, W.F. Beatty, sought structural advice from consulting engineering company
1226:
793:, two at either end. Each was constructed from 11 pieces of limestone. They are 25 ft (7.6 m) long, 12 ft (3.7 m) tall, and weigh 30 tons.
873:
The bridge was rebuilt in stages. The first stage was to erect the new steel arches under the two original wrought-iron tubes. The arches were completed, and
953:
Widen existing bridge. To do this, the towers would have to be removed to make room for the extra lanes. This is an issue as the bridge is a Grade 2
1778:
1838:
926:
In November 2007, a public consultation exercise into the ‘A55 Britannia Bridge Improvement’ commenced. The perceived problems stated include:
54:
1843:
1788:
478:
tubes was derived from contemporary shipbuilding practices; the same technique as used for the Britannia Bridge was also used on the smaller
1346:
1798:
1098:
The Britannia and Conway tubular bridges With general inquires on beams and on the properties of materials used in construction, Vol. 2
1833:
867:
1366:
961:. The extra lanes would have to be of reduced width as the existing structure is not capable of supporting four full-width lanes.
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1215:
1858:
1508:
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Respondents were overwhelmingly in favour of seeing some improvements, with 70 per cent favouring the solution of building
713:. A 12 foot (3.7 m) wide central walkway was present above the roof for the purpose of producing maintenance access.
743:
There was originally a railway station located on the east side of the bridge at the entrance to the tunnel, run by the
482:. On 5 March 1850, Stephenson himself fitted the last rivet of the structure, marking the bridge's official completion.
463:'s insistence, the bridge elements were required to be relatively high in order to permit the passage of a fully rigged
1763:
1464:
1808:
1654:
1612:
1579:
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471:. On 10 April 1846, the foundation stone for the Britannia Bridge was laid. The construction method used for the
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causeway and directly below the structure. The in-place sections were gradually raised into place using powerful
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These were immortalised in the following Welsh rhyme by the bard John Evans (1826–1888), who was born in nearby
627:
1848:
1813:
1627:
1594:
1823:
1745:
A community project and museum celebrating the two bridges over the Menai Strait and the town of Menai Bridge
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1724:
In 1969 the BBC show Bird's Eye View captured an aerial view of a train crossing the bridge in the episode
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rectangular box-section spans for carrying rail traffic. Its importance was to form a critical link of the
47:
1853:
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below. The idea of raising them to road level has been suggested by local campaigners from time to time.
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company, which served local rail traffic in both directions. However, this station was closed after only
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including Britannia Bridge, would not be granted until 30 June 1845, the date on which the corresponding
594:
For the detailed design of the girders, Stephenson secured the assistance of the distinguished engineer
1021:
973:. Visual impact would be low as the pillars and road surface would be aligned with the current bridge.
1803:
898:
1313:
1112:
Dreicer, Gregory K. (2010). "Building Bridges and Boundaries: The Lattice and the Tube, 1820–1860".
1773:
1719:
General description of the Britannia and Conway tubular bridges on the Chester and Holyhead Railway
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879:
98:
1622:. Monograph series / Society for the History of Technology, no. 10. Cambridge, Mass.: MIT Press.
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883:
833:, which crosses the modern bridge on the same site, although they can be seen from trains on the
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1343:
1328:
1728:. Available in the online BBC Archives, the Britannia Bridge segment appears at the 25:47 mark.
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89:
1818:
603:
344:
1216:
https://cadwpublic-api.azurewebsites.net/reports/listedbuilding/FullReport?lang=&id=3674
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Baughan, P.E., 'Chester and Holyhead Railway: vol. 1' (1972), pub. David & Charles plc.
1025:
997:
985:
691:
565:
498:
479:
452:
1725:
1482:"A55 Britannia Bridge – Release of the Results of the recent Public Consultation Exercise"
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A section of the original wrought-iron tubular bridge standing beside the modern crossing.
8:
1793:
1533:
Crossing the Menai: an illustrated history of the ferries and bridges of the Menai Strait
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977:
874:
729:
1718:
1284:
658:
637:
experiments. A 75-foot (23 m) span model was constructed and tested at Fairbairn's
1139:
1131:
699:
694:, which was built around the same time. On 10 August 1847, the first rivet was driven.
638:
583:'s insistence, any bridge would have to permit passage of the strait by a fully rigged
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218:
1367:"Petition calls for Britannia Bridge lions to be raised so people can see them."
946:
In the document, four options are presented, each with their own pros and cons:
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1036:
922:(seated centre) with the engineers who designed and built the Britannia Bridge.
850:
710:
667:
556:
420:
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158:
137:
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858:
531:
69:
56:
1403:
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Traffic is expected to significantly increase over the next ten years or so
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797:
777:
One of four Monumental lions that stand at each corner of Britannia Bridge.
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569:
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424:
404:
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108:
1556:
An Account of the Construction of the Britannia and Conway Tubular Bridges
1286:
An account of the construction of the Britannia and Conway tubular bridges
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enough to support their own weight, and advised auxiliary suspension from
1620:
The Britannia Bridge: the generation and diffusion of technical knowledge
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122:
1135:
1127:
773:
1712:
1683:
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were quickly brought in to save the bridge, rapidly deploying vertical
611:
588:
584:
464:
1001:
786:
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607:
415:. It was originally designed and built by the noted railway engineer
1013:
555:
Other railway schemes were proposed, including one in 1838 to cross
1029:
887:
830:
545:
436:
167:
118:
1742:
1565:
Bridging the Years – a short history of British Civil Engineering
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Do nothing. Congestion will increase as traffic levels increase.
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432:
1005:
674:
472:
400:
163:
1314:
Details of Britannia Bridge railway station (with pictures)
782:
455:
covering the construction of the Britannia Bridge received
1736:
1479:
930:
It is the only non-dual-carriageway section along the A55
707:
446:
Decades before the building of the Britannia Bridge, the
1702:
1693:
1329:"Britannia Bridge campaign to raise the "hidden" lions."
936:
Congestion from seasonal and ferry traffic from Holyhead
602:"distinguished as the first scientific authority on the
485:
On 3 March 1966, the Britannia Bridge received Grade II
1589:(new revised ed.). Llanrwst: Gwasg Carreg Gwalch.
1509:"70% public backing for third bridge over Menai Strait"
1699:
Britannia Bridge, Bangor entrance showing lion (1905)
431:'s route, enabling trains to directly travel between
1605:
George and Robert Stephenson: The Railway Revolution
933:
Congestion during morning and afternoon peak periods
186:
221.25 ft (67.44 m) to top of centre tower
893:During 2011, national railway infrastructure owner
576:, was appointed as chief engineer for the project.
1617:
1750:
1618:Rosenberg, Nathan; Vincenti, Walter G. (1978).
1278:
1276:
1274:
1272:
1270:
1268:
882:, carrying a single-carriageway section of the
1214:CADW Summary Description of a Listed Building
1063:, museum about the Menai and Britannia bridges
909:
535:Postcard picture of the bridge from circa 1902
223:103 ft (31 m) to bottom of rail deck
1649:. West Sussex: Middleton Press. figs. 18–25.
1644:
1101:. Day & Son. pp. 540, 545, 585, 587.
1480:Welsh Assembly Government (12 August 2008).
1265:
1245:
1243:
1241:
1185:
1183:
1181:
1179:
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521:The original box section Britannia Bridge,
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868:Cleveland Bridge & Engineering Company
840:
572:. Around the same time, Stephenson's son,
559:'s existing Menai Bridge. Railway pioneer
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1282:
1238:
1090:
1088:
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1084:
1082:
1584:
1465:"Rail Improvement for Britannia Bridge."
913:
866:the structure was completely rebuilt by
772:
657:
626:
530:
516:
508:
1779:Road-rail bridges in the United Kingdom
1572:The Britannia and other Tubular Bridges
1455:
1383:"Britannia Bridge Official Fire Report"
1150:
1111:
1020:bridge, which was the prototype of the
781:The bridge was decorated by four large
653:
1751:
1435:
1079:
939:Queuing at the junctions at either end
16:Road-rail bridge over the Menai Strait
1839:Grade II listed buildings in Anglesey
1530:
1433:
1431:
1429:
1427:
1425:
1423:
1421:
1419:
1417:
1415:
1094:
1844:Grade II listed buildings in Gwynedd
1789:1970 disasters in the United Kingdom
1645:Mitchell, Vic; Smith, Keith (2011).
1507:Live, North Wales (13 August 2008).
1506:
1404:"The Night the Bridge Caught Fire."
13:
1638:
1412:
991:
829:The lions cannot be seen from the
645:in section, Fairbairn's preferred
439:, thus facilitating a sea link to
14:
1870:
1799:1970s fires in the United Kingdom
1672:
1061:Menai Heritage Bridges Exhibition
1834:Grade II listed bridges in Wales
1733:The Night the Bridge Caught Fire
1567:, Edward Arnold (Publishers) Ltd
178:1,510.25 ft (460.32 m)
93:
35:
1721:, 1849, from Google Book Search
1563:Norrie, Charles Matthew (1956)
1523:
1500:
1473:
1397:
1375:
1359:
1337:
1322:
802:
765:was opened shortly afterwards.
1302:
1293:
1220:
1208:
499:construction of a third bridge
199:
1:
1784:Train and rapid transit fires
1344:"The Britannia Bridge Lions."
1067:
1531:Jones, Reg Chambers (2011).
971:Special Area of Conservation
745:Chester and Holyhead Railway
550:Chester and Holyhead Railway
429:Chester and Holyhead Railway
312:; 174 years ago
280:; 174 years ago
248:; 178 years ago
41:The modern Britannia Bridge.
7:
1859:Cross-sea bridges in Europe
1443:. engineering-timelines.com
1283:Fairbairn, William (1849).
1049:
910:Proposed bridge improvement
364:; 50 years ago
325:; 50 years ago
293:; 44 years ago
261:; 52 years ago
10:
1875:
1703:Grandad's Photograph Album
1694:Grandad's Photograph Album
918:An 1868 engraving showing
336:1980 (road, second bridge)
1764:Bridges completed in 1850
1535:. Wrexham: Bridge Books.
1441:"Britannia Bridge (1974)"
1356:, Retrieved: 24 May 2018.
1318:Disused Stations' website
1232:27 September 2007 at the
1191:"Britannia Bridge (1850)"
899:Welsh Assembly Government
513:Britannia Bridge entrance
504:
382:
377:
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133:
128:
114:
104:
85:
46:
34:
23:
1809:Railway bridges in Wales
1585:Richards, Robin (2004).
1227:Special.st-andrews.ac.uk
1072:
1056:List of bridges in Wales
768:
194:460 ft (140 m)
1708:Britannia Bridge (1971)
1690:Britannia Bridge (1905)
1679:Britannia Bridge (1850)
1603:Rolt, L. T. C. (1960).
1041:Conwy Suspension Bridge
1010:Sainte-Anne-de-Bellevue
903:English Highways Agency
841:Fire and reconstruction
722:Isambard Kingdom Brunel
448:Menai Suspension Bridge
1587:Two Bridges over Menai
1251:"Menai Strait Bridges"
1115:Technology and Culture
923:
835:North Wales Coast Line
827:
814:
778:
663:
633:
625:
604:strength of iron beams
536:
528:
514:
396:
345:May 23, 1970
90:North Wales Coast Line
1849:Double-decker bridges
1814:Road bridges in Wales
1570:Rapley, John (2003).
1559:. London: John Weale.
1289:. London: John Weale.
1195:Engineering Timelines
1095:Clark, Edwin (1850).
917:
815:
776:
661:
630:
620:
534:
520:
512:
334:(rail, second bridge)
1824:Llanfairpwllgwyngyll
1026:Saint Lawrence River
998:Conwy railway bridge
692:Conwy Railway Bridge
654:Construction and use
480:Conwy Railway Bridge
321:(rail, first bridge)
70:53.21639°N 4.18583°W
1759:Bridges in Anglesey
1607:, Penguin, Ch. 15,
1372:, 26 November 2016.
1354:raisethelions.co.uk
1349:24 May 2018 at the
1334:, 25 November 2016.
1128:10.1353/tech.0.0406
1018:Grand Trunk Railway
978:cable-stayed bridge
966:concrete box bridge
875:single-line working
824:And two over there
730:Royal Albert Bridge
700:hydraulic cylinders
539:The opening of the
66: /
1854:Bridges in Gwynedd
1769:Truss arch bridges
1647:Bangor to Holyhead
1551:Fairbairn, William
1470:, 10 January 2011.
1409:, 25 August 2011 .
1253:. Anglesey History
1002:Llandudno Junction
924:
779:
664:
634:
566:Parliamentary Bill
537:
529:
515:
453:Parliamentary Bill
243:Construction start
75:53.21639; -4.18583
1039:'s adjacent 1826
920:Robert Stephenson
811:A dau 'ochr drew
639:Millwall shipyard
596:William Fairbairn
574:Robert Stephenson
561:George Stephenson
495:truss arch bridge
469:William Fairbairn
417:Robert Stephenson
403:that crosses the
399:) is a bridge in
386:
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237:Robert Stephenson
144:truss arch bridge
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1804:Fires in England
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957:and is owned by
955:listed structure
851:Husband & Co
822:Two on this side
820:Without any hair
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600:Eaton Hodgkinson
435:and the port of
409:Isle of Anglesey
389:Britannia Bridge
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1774:Tubular bridges
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1726:Man on the Move
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1639:Further reading
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992:Similar bridges
964:New multi-span
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880:Prince of Wales
855:Royal Engineers
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397:Pont Britannia
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1524:Bibliography
1512:
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1490:. Retrieved
1486:the original
1475:
1468:Network Rail
1467:
1445:. Retrieved
1406:
1399:
1387:. Retrieved
1385:. 2d53.co.uk
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1008:, the first
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959:Network Rail
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798:Menai Bridge
795:
785:sculpted in
780:
763:Menai Bridge
742:
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715:
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696:
678:wrought iron
665:
635:
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570:royal assent
554:
541:Menai Bridge
538:
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491:
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476:wrought iron
457:royal assent
445:
425:wrought iron
411:and city of
407:between the
405:Menai Strait
388:
387:
191:Longest span
175:Total length
155:Wrought iron
109:Menai Strait
18:
1447:18 November
1024:across the
791:John Thomas
734:River Tamar
732:across the
671:Edwin Clark
647:rectangular
612:link chains
589:box girders
443:, Ireland.
123:North Wales
73: /
48:Coordinates
1794:1970 fires
1753:Categories
1713:Structurae
1684:Structurae
1629:0262180871
1596:1845241304
1574:, Tempus,
1389:24 January
1370:Daily Post
1257:24 January
1200:28 October
1068:References
643:elliptical
632:Stephenson
585:man-of-war
465:man-of-war
349:1970-05-23
58:53°12′59″N
1665:795179106
1492:13 August
1144:110334486
886:(now the
787:limestone
717:traffic.
581:Admiralty
568:received
461:Admiralty
459:. At the
341:Destroyed
142:Two-tier
1553:(1849).
1347:Archived
1332:BBC News
1230:Archived
1136:40646995
1050:See also
1030:Montreal
1000:between
901:and the
726:pontoons
546:Holyhead
437:Holyhead
378:Location
233:Designer
202:of spans
168:concrete
151:Material
119:Anglesey
61:4°11′9″W
884:A5 road
756:⁄
738:Saltash
711:hessian
685:⁄
680:plates
675:riveted
579:At the
473:riveted
367: (
347: (
328: (
315: (
296: (
283: (
264: (
251: (
228:History
105:Crossed
86:Carried
1829:Pentir
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1134:
1014:Québec
897:, the
708:tarred
548:, the
505:Design
441:Dublin
433:London
413:Bangor
359:Closed
307:Opened
183:Height
134:Design
115:Locale
1140:S2CID
1132:JSTOR
1073:Notes
1006:Conwy
783:lions
769:Lions
608:stiff
527:1852.
524:circa
419:as a
401:Wales
393:Welsh
164:Steel
159:stone
1661:OCLC
1651:ISBN
1624:ISBN
1609:ISBN
1591:ISBN
1576:ISBN
1537:ISBN
1494:2008
1449:2016
1391:2013
1259:2013
1202:2017
1004:and
369:1974
362:1974
330:1974
323:1974
317:1850
310:1850
298:1980
291:1980
285:1850
278:1850
266:1972
259:1972
253:1846
246:1846
205:Four
166:and
157:and
1737:BBC
1710:at
1701:at
1692:at
1681:at
1407:BBC
1124:doi
1028:at
890:).
888:A55
831:A55
789:by
736:at
423:of
213:One
200:No.
99:A55
1755::
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