753:. His proposed design would have involved doubling the piers of the first bridge by installing the new columns on the east side of each of the existing piers, while arched brickwork would have been used to join the old and new elements alike. On top of these foundations, a brick decking would be laid that was wide enough to carry two sets of girders as well as a double-track layout. Brunlees proposed that the permanent way should be laid on the upper booms of the girders. The addition of bowstring girders, positioned 20 feet (6.1 m) high over the fairway, was considered to have much less exposure to the wind and greater lateral stiffness than the girders of the first bridge. The girders would also have been doubled, to be capable of resisting 200 pounds (91 kg) to the square foot of wind pressure, while the piers as designed were to be capable of resisting a pressure of 900 lb per square foot. Overall, Brunlees' proposed structure would have possessed greater strength for resisting lateral pressure over the original. This proposal had an estimated total cost of £356,323. While it was carefully considered, the Board of Trade regarded the practice of connecting the old bridge to a new design to be dangerous. It rejected both the proposed design and the overall bill.
551:.... The fitting was all done by machines, which were specially designed for the purpose, and finished the work with mathematical accuracy The flanges of the column were all faced up and their edges turned, and every column was stepped into the one below it with a lip of about 5/8 of an inch in depth, the lip and socket for it being actually turned and bored. That portion of the column against which the cross girders rested was also turned. The whole of these operations were performed at one time, the column being centred in a hollow mandril-lathe. After being turned the columns passed on to a drilling machine, in which all the holes in each flange were drilled out of the solid simultaneously. And as this was done with them all in the same machine, the holes of course, perfectly coincided when the columns were placed one on the other in the progress of erection. Similar care was taken with the cross-girders, which were bored out at the ends by machines designed for that purpose. Thus, when the pieces of the viaduct had to be put together at the place of erection there was literally not a tool required, and neither chipping or filing to retard the progress of the work.
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746:; Lopes drew attention to the substantial pressure for safety factors to be considered in light of the loss of the earlier bridge, including the need to examine the suitability of the location. In response to this inquiry, Mr Walker, the general manager of the North British Railway, stated his opinion that there was no more suitable site than what had been chosen, emphasising the relatively large interchange of traffic in the area and the importance of making the line as direct as practically possible. Additionally, a number of local witnesses, who included several leading merchants from Dundee, spoke favourably of the proposed location.
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on lugs (Crumlin) or flanges (Belah) on the two sections. This 'spigot and faucet' configuration was used, apparently without machining, on some Tay Bridge pier columns, but on some the bolts were relied upon to ensure correct alignment. In the event, the joints were made using undersized bolts, of a smaller diameter than that which would just go through the hole. This made assembling the column easier, as the bolt holes would not need to align exactly before inserting the bolt. However, this allowed the two members, so joined, to move relative to each other under load, weakening the column.
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conditions that were far in excess of any ever likely to be encountered during the entirety of its service life. According to the reports submitted, the results from this testing were satisfying, clearing the way for operational use. On 11 June 1887, the first passenger-carrying trains passed along the second Tay Bridge. On 20 June 1887, which also happened to be the 50th anniversary of Queen
Victoria's accession, the bridge was opened for use by general traffic.
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people on board were killed. The disaster stunned the whole country and sent shock waves through the
Victorian engineering community. The ensuing enquiry revealed that the design of the bridge had not accommodated for high winds. At the time of the collapse, a gale estimated at force ten or eleven (Tropical Storm force winds: 55–72 mph (89–116 km/h) had been blowing down the Tay estuary at right angles to the bridge. The train engine (
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installation of the girders and parapets £268,000, while £90,000 was involved in producing the approaches and arches. Some additional costs of roughly £16,000 had been incurred to improve the approach to the bridge from
Newport; the branch line was reconstructed for a distance of half a mile eastward. When combined with the £350,000 cost of the first Tay Bridge, the North British Railway had spent roughly a million pounds to bridge the Tay.
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546:... It is a distinguishing feature in this viaduct that the cross, or distance girders of the piers encircle the columns, which are turned up at that point, the girders being bored out to fit the turned part with great accuracy. No cement of any kind was used in the whole structure, and the piers when completed, and the vertical and horizontal wrought-iron bracings keyed up, are nearly as rigid as though they were one solid piece...
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the northern shore. Despite this, the majority of the bridge was erected simultaneously at both ends, continuing until the centre girders were connected and the junction was completed. Only some of the girders of the old bridge were reused for the new structure, and none were used without being subjected to considerable testing beforehand. It is believed that fourteen men died during the bridge's construction, most by drowning.
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completion, the lattice girder arrangement has become a commonplace feature, near-universally adopted for bridge construction. The configuration provides for a high levels of compression strain despite the girders being comparatively light. The decking is composed of steel and is surrounded both sides of the bridge by a closely knit latticework, which functions as a wind screen as well as somewhat protecting the workers.
542:, however, horizontal bracing was provided by substantial fitted cast-iron girders securely attached to the columns, with the diagonal braces then being attached to the girders. The Chairman of the Court of Inquiry quoted at length from a contemporary book praising the detailed engineering of the Belah viaduct piers, and describing the viaduct as one of the lightest and cheapest of the kind that had ever been erected.
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six, and the lifting of ten 245-foot spans. Five and seven respectively of the 145-foot spans had yet to go through the same process. Seven large and three small piers had yet to be built. The weight of iron which had to be put in its place was 2,700 long tons , and it seemed incredible that all this could be done in eight months. A good deal would depend on the weather but this was far from favourable.
1108:"..although cast-iron lugs are peculiarly liable to fail from shock, they have been used in precisely this way successfully in tens of thousands of yards of viaduct; therefore, Sir Thomas Bouch was only following precedent in using them here. Mr Barlow will know that on the Bombay and Baroda line they were used for a great many viaducts" Minutes of Evidence – evidence of B Baker, p. 507
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also used, while the cast iron elements of the piers weighs 2,500 tons, for a combined 25,000 tons of iron and steel having been used. Around 10 million bricks, possessing a combined weight of 37,500 tons, were used to build both the approaches to the bridge and the cylinders. The total weight of the concrete used is 70,000 tons. Additionally, the bridge contains around 3,000,000
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cement concrete and set on top of piers which are supported by pairs of columns. Wanting to avoid a repeat of the fate of the First Tay Bridge, a principal intention of the design is stability, followed in importance by measures to minimise the bridge's weight and the adoption of aesthetically pleasing shaping where possible without compromising on structural strength.
760:, of Barlow & Sons, London, was consulted on the matter. Following experiments upon the first bridge's remains, Barlow gave his opinion that the intact portions should be abandoned in favour of a new structure spanning between the two shores. Adopting this as the basis of their next submission, a new bill was raised and put before a select committee of the
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The second Tay Bridge is a straightforward pier-and-lattice girder bridge; aside from its considerable length, it lacks any distinguishing characteristics. It has an overall length of 10,780 feet (3,290 m), which is covered by a total of 85 spans. These spans are ordinary brick arches, backed by
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was driven through all three slots and secured. Two cotters, metal wedges, were then positioned to fill the rest of the slot overlap, and driven in hard to put the tie under tension. Horizontal bracing was provided by wrought iron channel iron. The various bolt heads were too close to each other, and
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The engineering details on the Tay Bridge were considerably simpler, lighter, and cheaper than on the earlier viaducts. The machined base of each column section docked securely into a machined enlarged section of the top of the section below. The joint was then secured by bolts through matching holes
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On 9 March 1882, the work on the second bridge commenced, located 18 metres (59 ft) upstream of, and parallel to, the original bridge. The first portions of the bridge to be erected were built upon the southern shore; work proceeded for some time before construction activities were initiated on
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The fallen girders had to be removed and new ones built. and the piers to be erected again; and this threatened seriously to interfere with the expectation of having the bridge finished for the passage of a train by
September. Only eight months were now available for the erection and floating out of
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The original design was for lattice girders supported by brick piers resting on the bedrock, shown by trial borings to lie at no great depth under the river. At either end of the bridge, the single track ran on top of the bridge girder, most of which lay below the pier tops. At the centre section of
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Large quantities of materials were used in the construction of the bridge. In terms of wrought iron, 16,300 tons were used for the piers and girders; if the 118 girders from the previous bridge are also included, the total weight is believed to amount to roughly 19,000 tons. 3,500 tons of steel was
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To reduce the weight that the ground underneath the caissons would have to support, the brick piers were replaced by open lattice iron skeleton piers. Each pier had multiple cast-iron columns taking the weight of the bridging girders, with wrought iron horizontal braces and diagonal tiebars linking
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Above the brickwork, two firmly braced octagonal columns continued upwards to meet the inner members in the form of an arch. Other members were used to provide a bed for the girders to provide for substantial pier that took much of its weight away from the basal area. Since the Second Tay Bridge's
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caisson up to the low-water mark, above which a brick exterior is used, which cannot be infiltrated by water. The submerged portions are cased with blue vitrified brick. Above the high-water mark, each pair of piers has a connecting masonry section, terminating at the superstructure's base. Due to
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Hutchinson did require some minor remedial work to be performed, and also issued a "recommendation" to impose a 25 mph (40 km/h) speed limit on traffic passing over the bridge. Subsequently, Hutchinson explained to the
Inquiry that he had suggested this speed limit because of the minimal
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of the
Railway Inspectorate, who measured the deflection of the 245 ft (75 m) bridge girders under a distributed load of 1.5 tons per foot (5 t/m) due to heavy locomotives, travelling at up to 40 mph (64 km/h), as less than 2 inches (51 mm). He reported that "these results
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On the night of 28 December 1879 at 7:15 p.m., the bridge collapsed after its central spans gave way 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
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On the Tay Bridge the diagonal bracing was by means of flat bars running from the top of one column-section diagonally down to the bottom of the adjacent column section. The top connection was to a lug that was an integral part of the column casting. The bottom connection was to two sling plates
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As the bridge extended out into the river, by
December 1873, it became clear that the bedrock lay much deeper, too deep to act as a foundation for the bridge piers. Bouch redesigned the bridge to reduce the number of piers and increase the span of the girders. The pier foundations were no longer
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Almost immediately following the Tay Bridge failure, the North
British Railway company began to develop plans for its reconstruction or replacement. During 1880, barely six months after the accident, the North British Railway (Tay Bridge) Bill for a construction of a new bridge was submitted to
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and also a director of Gilkes which made locomotives for the S&D. On his brother's death in
January 1876, Bouch as his sole executor effectively inherited his shares, and also his personal guarantee of the firm's borrowings. The firm was not in good enough shape for Bouch to dispose of his
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The estimated cost for the second bridge was £640,000 equivalent to £84,266,666.67 in 2023 ; while this figure was overrun, it did not prove to have been overly optimistic. When the construction work is broken down, the founding of the piers was calculated as having cost £282,000, the
890:, in consideration of the staggering scale and logistics involved. More than 1,000 metric tons (1,100 short tons) of bird droppings were scraped off the ironwork lattice of the bridge using hand tools, and bagged into 25-kilogram (55 lb) sacks. At the same time, hundreds of thousands of
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Prior to entering service, the completed structure was subjected to an extensive examination by inspectors working for the Board of Trade. Being keen to avoid a repeat of the disaster of the first Tay Bridge, the second bridge was subjected to stringent testing, which in some cases simulated
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company which had previously provided the ironwork for the Belah viaduct. Gilkes had originally intended to produce all the bridge ironwork on
Teesside, but in the event continued to use a foundry at Wormit to produce the cast-iron components, and to carry out limited post-casting machining
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to the column for easy tightening up with spanners; this coupled with lack of precision in the preparation of the channel iron braces led to various on site fitting expedients (one of them described by a witness to the enquiry as "about as slovenly a piece of work as ever I saw in my life".
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interest, and he lost a large amount of money when it went bankrupt during 1880. In principle, there was therefore a conflict of interest with Bouch's duty to advise the railway company on the acceptability of the contractor's work. (Minutes of Evidence – evidence of Sir T Bouch, p. 440)
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357:, but for the Tay Bridge, even with the largest practicable caissons, the pier dimensions were constrained by their size. Bouch's pier design set six columns in a hexagon maximising the pier width but not the number of diagonal braces directly resisting sideways forces.
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resting on bedrock; instead they were constructed by sinking brick-lined wrought-iron caissons onto the riverbed, removing sand until they rested on the consolidated gravel layer which had been misreported as rock, and then filling the caissons with concrete.
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in high winds while a train was crossing, killing everybody on board. The incident is one of the worst bridge-related engineering disasters in history. An enquiry determined that the bridge was insufficiently engineered to cope with high winds.
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bolted to the base of the equivalent section on an adjacent column. The bar and sling plates all had matching longitudinal slots in them. The tie bar was placed between the sling plates with all three slots aligned and overlapping. A
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the high proportion of masonry on the piers, they were extremely heavy, which meant that Messrs Barlow worked to minimise the structure's weight without the piers being weakened. As such, a graceful iron superstructure was adopted.
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taper on the piers. The inspection report added: "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".
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in Dundee. It focuses on three fictional women from very different backgrounds who lose men in the disaster. The musical has had several further productions, including three separate sold-out runs at Dundee Rep Theatre.
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This was not a requirement -the Railway Inspectorate had no formal powers on operational matters although their views on them carried considerable weight where they did not entail significant expenditure.
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of locomotives is restricted on trains that traverse the bridge; it has been stipulated that some combinations of consecutive locomotives must be separated by at least 60 feet (18 m) using
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The North British Railway, placing great importance on the connection between Fife and Forfarshire, was committed to developing a viable design. During August 1880, the noted railway engineer
1042:. Retrieved 22 January 2012 (the quoted height between joints/bracing is clearly inconsistent with the accompanying photo so the number of column sections is taken from another reference;)
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On 1 June 1878, the Tay Bridge was opened for passenger traffic, with formal opening ceremonies having taken place during the previous day, in the course of which Thomas Bouch was made a
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of Glasgow. For the new bridge's design, Messrs Barlow elected to refrain from using any untested engineering principles, instead choosing to strictly adhere to established methodology.
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Tay Bridge Disaster: Appendix to the Report Of The Court of Inquiry. Includes a large number of drawings of the bridge, and calculations of the result of wind pressure on the structure
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The change in design increased cost and necessitated delay, intensified after two of the high girders fell when being lifted into place during the night of Friday, 3 February 1877.
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Despite this the first engine crossed the bridge on 22 September 1877, and upon its completion in early 1878 the Tay Bridge was the longest in the world. While visiting the city,
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the bridge (the high girders), the railway ran inside the bridge girder, which was above the pier tops to give clearance for the passage of sailing ships. To accommodate
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on 10 May 1881. With little alteration or suggestions issued, this was soon passed. During November 1881, a contract for the new bridge's construction was awarded to
1099:"like the spigot and faucet of a domestic water pipe" was felt be a useful analogy at the Tay Bridge Court of Inquiry but would probably baffle modern householders
246:, parallel to the remains of the first bridge. Work commenced on 6 July 1883 and the bridge opened in 1887. The new bridge was subject to extensive testing by the
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Whilst Bouch was in the process of revising his design, the company which had been awarded the contract for the bridge's construction, Messrs De Bergue of
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Video showing view from northbound passenger train crossing bridge towards Dundee. Camera pointing primarily eastwards. (Contains some flickering).
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Proposals to build a bridge across the Tay date to 1854 but it was not until 15 July 1870 that the North British Railway Tay Bridge Act received
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Details of the bracing of the Crumlin viaduct are given in Maynard, see also a photograph of painters at work on a pier in 1914 to be found at
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service emerged in 1854, but the first Tay Bridge did not open until 1878. It was a lightweight lattice design of relatively low cost with a
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Over the Tay Bridge double heading is prohibited … if assistance is provided from the front … at least 60 feet must be provided between
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Maynard claims the loading on the Crumlin viaduct foundations to be 1/5th what they would have been had brick piers been used.
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Either, said the chairman, the Belah viaduct had been over-engineered, or the Tay Bridge had been under engineered.
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were removed and replaced, all of which was being done by workers who were in exposed conditions while high over a
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The second Tay Bridge has remained in use to the present day. To protect the structure from sustaining damage, the
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Junction Diagram showing the Tay Bridge and connecting lines, also the ferry connecting Tayport with Broughty Ferry
702:. Today, the stumps of the original bridge piers are still visible above the surface of the Tay even at high tide.
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the columns to give rigidity and stability. The basic concept was well known, having been used by Kennard in the
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Hutchinson's report of 5 March 1878 annexed to evidence of Major General Hutchinson Minutes of Evidence, p. 373.
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Northern segment of the second Tay Bridge, showing stumps of the original bridge's piers poking above the Tay
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Maynard, H. M. "Handbook to the Crumlin Viaduct." J M Wilson: London, 1862. retrievable via Google Books
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of Dundee "in respect of his meritorious services as engineer of the bridge. ..." On 20 June 1879,
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The collapse of the bridge, despite opening only nineteen months earlier after being found safe by the
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inspection before it could carry passenger trains. The inspection was conducted 25–27 February 1878 by
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305:. The Crystal Palace was not as heavily loaded as a railway bridge. An earlier cast-iron design, the
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when the engines ran over at speed, was slight and the structure overall showed great stiffness".
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During 2003, a £20.85 million strengthening and refurbishment project on the bridge won the
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652:; Bouch was presented to her before she did so. On 26 June 1879, he was knighted by the Queen at
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In 2005, Scottish playwright Mike Gibb and composer Mairi Paton premiered their musical titled
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1352:"The Queen has been graciously pleased to confer the honour of knighthood upon Thomas Bouch".
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Beautiful Railway Bridge of the Silvery Tay: Reinvestigating the Tay Bridge Disaster of 1879
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Millar, A. H. 'Roll of Eminent Burgesses of Dundee 1513–1886.' Dundee, 1887. Retrievable at
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At dusk. One of the stumps of the original bridge is silhouetted against the sunlit Firth.
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by which time ballast trains had been running over the bridge for 2 months – evidence of
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223:. Its span is 2.75 miles (4.43 kilometres). It is the second bridge to occupy the site.
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following the bridge's completion. The bridge was a lattice-grid design, combining
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Battle for the North: The Tay and Forth bridges and the 19th century railway wars
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in South Wales in 1858. Bouch had used the technique for viaducts, including the
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The piers, which are primarily built from brick and concrete, are enclosed by a
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Complete Treatise on Cast and Wrought Iron Bridge Construction &c Volume 1
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to have ever occurred in the British Isles. The disaster was commemorated in "
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The current Tay Rail Bridge as seen across the Tay Estuary from Newport-on-Tay
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collapsed in 1847, having failed because of poor use of cast-iron girders.
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1430:"Fife Pictorial & Historical: Vol. II, A H Millar, 1895: pp. 287–295."
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Rothery in Court of Inquiry report pp 43–44 quoting Humber op cit p 224-5
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It was replaced by a second bridge constructed of iron and steel, with a
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made of cast iron Minutes of Evidence – evidence of Sir T Bouch, p. 430
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1294:"Tay Bridge Disaster: Appendix to the Report Of The Court of Inquiry."
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Parliament. The bill was reviewed by a special committee, chaired by
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Plans for the reconstructed bridge were submitted by civil engineer
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The second (current) Tay Rail Bridge from Wormit on the south bank
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Bridging the Years: A Short History of British Civil Engineering
271:. On 22 July 1871, the foundation stone of the bridge was laid.
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This article is about the rail bridge. For the road bridge, see
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are in my opinion to be regarded as satisfactory. The lateral
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used a similar design to create several large viaducts in the
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Bouch’s brother William was Locomotive Superintendent of the
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Video showing train approaching the Dundee end of the bridge.
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crossed the bridge during her return south from staying at
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23:. For other bridges across the Tay and all other uses, see
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Reportedly, the company's owner, Mr De Bergue, had gone
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Like all UK rail lines, the Tay Bridge was subject to a
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which will probably be found of considerable assistance
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commented that it was "a big bridge for a small city".
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Minutes of Evidence p. 402. – evidence of Sir T Bouch.
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in South Wales in 1858, after the use of cast iron in
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Minutes of Evidence – evidence of Sir T Bouch, p. 406
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British Construction Industry Civil Engineering Award
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History of Bridge Engineering HG Tyrell Chicago 1911
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Tay Bridge Disaster: Report Of The Court of Inquiry
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One of the fallen girders was recovered and reused.
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gives detailed accounts by those actually involved:
1480:. English Welsh and Scottish Railway. p. 29.
1051:all data from Annexe to Report of Court of Inquiry
475:Diagonal tiebars giving lateral bracing (per pier)
1537:Thomas Bouch : the builder of the Tay Bridge
254:to mark the scale and difficulty of the project.
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604:The original Tay Bridge before the 1879 collapse
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16:Railway bridge across the River Tay, Scotland
1205:and then died – Minutes of Court of Inquiry.
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698:", one of the best-known verse efforts of
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933:List of structural failures and collapses
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48:Tay Bridge at Dundee, Scotland, from the
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428:19 ft 10 in (6.05 m)
1992:Category A listed buildings in Fife
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1476:Operations Training (April 2005).
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668:Fallen girders near the Tay Bridge
207:) carries rail traffic across the
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1580:Tay Bridge page on railscot.co.uk
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1461:"The opening of the Tay Bridge".
1314:The North British Railway, vol. 1
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636:Tay bridge following the collapse
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1604:Include the Minutes of Evidence.
1155:. London: Longwood. p. 264.
780:Tay Bridge and Signal Box Wormit
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1302:
1287:
1278:
1269:
1256:
1247:
1231:
1225:Stockton and Darlington Railway
1217:
1208:
1195:
1186:
1177:
1168:
1159:
1129:
1120:
1111:
1102:
1093:
1072:calculable from previous 2 rows
558:
257:
1987:Demolished bridges in Scotland
1539:, Stroud : Tempus, 2006,
1075:
1066:
1054:
1045:
1033:
293:. The design had been used by
1:
1642:
953:
766:Messrs William Arrol & Co
681:North British Railway no. 224
137:3,264 metres (10,709 ft)
1967:Bridges across the River Tay
1240:The Dundee Courier and Argus
958:
736:
7:
1977:Railway bridges in Scotland
1478:Company Train Drivers Guide
1266:Minutes of Evidence, p. 376
1238:"The Tay Bridge Accident".
901:
400:245 ft (74.7 m))
274:The bridge was designed by
234:. On 28 December 1879, the
25:Tay Bridge (disambiguation)
10:
2058:
2002:Listed bridges in Scotland
1569:Firth of Tay Bridge (1887)
1558:Firth of Tay Bridge (1877)
1446:"Painting the Tay Bridge."
971:Firth of Tay Bridge (1877)
671:
377:Engineer (year of opening)
18:
2042:Bridges completed in 1878
1982:Bridges completed in 1887
1865:
1824:
1788:
1697:
1681:
1650:
898:with fast-running tides.
707:Five Pound and Twa Bairns
569:Hopkin Gilkes and Company
414:83 ft (25.3 m)
411:180 ft (54.9 m)
408:170 ft (51.8 m)
394:120 ft (36.6 m)
236:bridge suddenly collapsed
189:
184:
176:
166:
156:
146:
141:
133:
128:
113:
103:
95:
56:
41:
34:
1497:Norrie, Charles Matthew
1435:, retrieved: 9 May 2018.
1354:Aberdeen Evening Express
1264:Major General Hutchinson
1149:Humber, William (1870).
928:List of bridge disasters
614:Major General Hutchinson
439:48 ft (14.6 m)
436:60 ft (18.3 m)
397:60 ft (18.3 m)
1585:23 January 2019 at the
696:The Tay Bridge Disaster
498:Failed in service 1879
425:22 ft (6.7 m)
422:30 ft (9.1 m)
205:Drochaid-rèile na Tatha
1299:, 9 April 1880. p. 42.
938:Structural engineering
868:
865:Railway Clearing House
814:
798:
781:
669:
637:
605:
596:Inspection and opening
586:
553:
548:
522:
514:
325:
204:
180:28 December 1879 (1st)
80:56.437333°N 2.988444°W
1297:railwaysarchive.co.uk
862:
812:
796:
779:
667:
635:
621:, as observed by the
603:
581:
549:
544:
520:
512:
323:
2027:Viaducts in Scotland
1651:Administrative areas
1592:The Great Tay Bridge
1433:newportarchive.co.uk
1060:From diagram 276 in
758:William Henry Barlow
660:Catastrophic failure
571:, successors to the
211:in Scotland between
85:56.437333; -2.988444
2017:Transport in Dundee
1318:David & Charles
674:Tay Bridge disaster
538:On the Crumlin and
461:Sections per column
263:Origins and concept
76: /
1598:, 30 December 1879
1596:The New York Times
1451:, 5 November 2012.
1242:. 5 February 1877.
948:William McGonagall
943:Structural failure
869:
815:
799:
782:
751:Sir James Brunlees
700:William McGonagall
670:
638:
606:
523:
515:
433:Pier width at base
326:
303:the Crystal Palace
215:and the suburb of
172:20 June 1887 (2nd)
150:22 July 1871 (1st)
147:Construction start
2007:History of Dundee
1954:
1953:
1789:Major tributaries
1663:Perth and Kinross
1087:caerphilly.gov.uk
1083:"Crumlin Viaduct"
923:History of Dundee
883:or reach wagons.
810:
794:
502:
501:
492:Demolished 1966-7
419:Pier width at top
331:thermal expansion
295:Thomas W. Kennard
281:, who received a
193:
192:
170:1 June 1878 (1st)
152:6 July 1883 (2nd)
2049:
1857:Telford's Bridge
1637:
1630:
1623:
1614:
1613:
1508:, Tempus, 2004,
1504:Lewis, Peter R.
1485:
1484:
1473:
1467:
1466:
1458:
1452:
1444:Shirres, David.
1442:
1436:
1427:
1358:
1357:
1349:
1343:
1338:
1332:
1331:
1316:. Newton Abbot:
1306:
1300:
1291:
1285:
1282:
1276:
1273:
1267:
1260:
1254:
1251:
1245:
1243:
1235:
1229:
1221:
1215:
1212:
1206:
1199:
1193:
1190:
1184:
1181:
1175:
1172:
1166:
1163:
1157:
1156:
1146:
1140:
1133:
1127:
1124:
1118:
1115:
1109:
1106:
1100:
1097:
1091:
1090:
1079:
1073:
1070:
1064:
1058:
1052:
1049:
1043:
1037:
1031:
1025:
1014:
1013:
1006:"The Tay Bridge"
1002:
991:
988:
979:
968:
811:
795:
762:House of Commons
719:
590:Ulysses S. Grant
450:14 (1-3-3-3-3-1)
447:Columns per pier
360:
359:
160:early 1878 (1st)
157:Construction end
91:
90:
88:
87:
86:
81:
77:
74:
73:
72:
69:
46:
32:
31:
2057:
2056:
2052:
2051:
2050:
2048:
2047:
2046:
2012:History of Fife
1972:Bridges in Fife
1957:
1956:
1955:
1950:
1861:
1842:Friarton Bridge
1837:Tay Rail Bridge
1832:Tay Road Bridge
1825:Major crossings
1820:
1784:
1693:
1677:
1646:
1641:
1587:Wayback Machine
1554:
1549:
1520:McKean, Charles
1493:
1488:
1474:
1470:
1465:. 20 June 1887.
1460:
1459:
1455:
1443:
1439:
1428:
1361:
1356:. 24 June 1879.
1351:
1350:
1346:
1339:
1335:
1328:
1307:
1303:
1292:
1288:
1283:
1279:
1274:
1270:
1261:
1257:
1252:
1248:
1237:
1236:
1232:
1222:
1218:
1213:
1209:
1200:
1196:
1191:
1187:
1182:
1178:
1173:
1169:
1164:
1160:
1147:
1143:
1137:Crumlin Viaduct
1134:
1130:
1125:
1121:
1116:
1112:
1107:
1103:
1098:
1094:
1081:
1080:
1076:
1071:
1067:
1059:
1055:
1050:
1046:
1039:most data from
1038:
1034:
1026:
1017:
1004:
1003:
994:
989:
982:
969:
965:
961:
956:
904:
857:
855:Operational use
836:
801:
784:
774:
739:
734:
729:
728:
727:
725:
720:
692:bridge disaster
676:
662:
598:
561:
507:
495:Demolished 1963
366:Crumlin viaduct
343:Crumlin Viaduct
299:Crumlin Viaduct
265:
260:
201:Scottish Gaelic
171:
161:
151:
129:Characteristics
84:
82:
78:
75:
70:
67:
65:
63:
62:
52:
37:
28:
21:Tay Road Bridge
17:
12:
11:
5:
2055:
2045:
2044:
2039:
2034:
2029:
2024:
2019:
2014:
2009:
2004:
1999:
1994:
1989:
1984:
1979:
1974:
1969:
1952:
1951:
1949:
1948:
1943:
1938:
1933:
1928:
1923:
1918:
1913:
1908:
1899:
1894:
1889:
1884:
1879:
1873:
1872:
1866:
1863:
1862:
1860:
1859:
1854:
1852:Queen's Bridge
1849:
1844:
1839:
1834:
1828:
1826:
1822:
1821:
1819:
1818:
1813:
1808:
1803:
1798:
1792:
1790:
1786:
1785:
1783:
1782:
1777:
1772:
1767:
1762:
1760:Newport-on-Tay
1757:
1752:
1747:
1742:
1737:
1732:
1727:
1722:
1720:Broughty Ferry
1717:
1712:
1707:
1701:
1699:
1695:
1694:
1692:
1691:
1685:
1683:
1679:
1678:
1676:
1675:
1670:
1665:
1660:
1654:
1652:
1648:
1647:
1640:
1639:
1632:
1625:
1617:
1611:
1610:
1605:
1599:
1589:
1577:
1566:
1553:
1552:External links
1550:
1548:
1547:
1533:
1525:Granta, 2006,
1517:
1502:
1494:
1492:
1489:
1487:
1486:
1468:
1463:Dundee Courier
1453:
1437:
1359:
1344:
1333:
1326:
1301:
1286:
1277:
1268:
1255:
1246:
1230:
1216:
1207:
1194:
1185:
1176:
1167:
1158:
1141:
1128:
1119:
1110:
1101:
1092:
1074:
1065:
1053:
1044:
1032:
1015:
1010:todayinsci.com
992:
980:
962:
960:
957:
955:
952:
951:
950:
945:
940:
935:
930:
925:
920:
915:
910:
908:David Kirkaldy
903:
900:
877:double-heading
856:
853:
835:
832:
773:
772:Design details
770:
738:
735:
733:
730:
722:
721:
714:
713:
712:
688:Board of Trade
672:Main article:
661:
658:
654:Windsor Castle
646:Queen Victoria
610:Board of Trade
597:
594:
560:
557:
540:Belah Viaducts
506:
505:Design details
503:
500:
499:
496:
493:
490:
486:
485:
482:
479:
476:
472:
471:
468:
465:
462:
458:
457:
454:
451:
448:
444:
443:
440:
437:
434:
430:
429:
426:
423:
420:
416:
415:
412:
409:
406:
402:
401:
398:
395:
392:
388:
387:
384:
381:
380:Kennard (1858)
378:
374:
373:
370:
367:
364:
349:(1860) on the
315:Massif Central
311:Gustave Eiffel
264:
261:
259:
256:
248:Board of Trade
191:
190:
187:
186:
182:
181:
178:
174:
173:
168:
164:
163:
158:
154:
153:
148:
144:
143:
139:
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135:
131:
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126:
125:
115:
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105:
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100:
97:
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60:
54:
53:
47:
39:
38:
35:
15:
9:
6:
4:
3:
2:
2054:
2043:
2040:
2038:
2035:
2033:
2030:
2028:
2025:
2023:
2020:
2018:
2015:
2013:
2010:
2008:
2005:
2003:
2000:
1998:
1995:
1993:
1990:
1988:
1985:
1983:
1980:
1978:
1975:
1973:
1970:
1968:
1965:
1964:
1962:
1947:
1944:
1942:
1939:
1937:
1934:
1932:
1929:
1927:
1924:
1922:
1919:
1917:
1914:
1912:
1909:
1907:
1903:
1900:
1898:
1895:
1893:
1890:
1888:
1885:
1883:
1880:
1878:
1875:
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1871:
1868:
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1864:
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1855:
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1833:
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1827:
1823:
1817:
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1738:
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1733:
1731:
1728:
1726:
1723:
1721:
1718:
1716:
1713:
1711:
1708:
1706:
1703:
1702:
1700:
1696:
1690:
1687:
1686:
1684:
1680:
1674:
1671:
1669:
1666:
1664:
1661:
1659:
1656:
1655:
1653:
1649:
1645:
1638:
1633:
1631:
1626:
1624:
1619:
1618:
1615:
1609:
1606:
1603:
1600:
1597:
1593:
1590:
1588:
1584:
1581:
1578:
1576:
1575:
1570:
1567:
1565:
1564:
1559:
1556:
1555:
1546:
1545:0-7524-3695-3
1542:
1538:
1535:Rapley, John
1534:
1532:
1531:1-86207-852-1
1528:
1524:
1521:
1518:
1515:
1514:0-7524-3160-9
1511:
1507:
1503:
1500:
1496:
1495:
1483:
1479:
1472:
1464:
1457:
1450:
1449:Rail Engineer
1447:
1441:
1434:
1431:
1426:
1424:
1422:
1420:
1418:
1416:
1414:
1412:
1410:
1408:
1406:
1404:
1402:
1400:
1398:
1396:
1394:
1392:
1390:
1388:
1386:
1384:
1382:
1380:
1378:
1376:
1374:
1372:
1370:
1368:
1366:
1364:
1355:
1348:
1342:
1337:
1329:
1327:0-7153-4697-0
1323:
1319:
1315:
1311:
1305:
1298:
1295:
1290:
1281:
1272:
1265:
1259:
1250:
1241:
1234:
1226:
1220:
1211:
1204:
1198:
1189:
1180:
1171:
1162:
1154:
1153:
1145:
1138:
1132:
1123:
1114:
1105:
1096:
1088:
1084:
1078:
1069:
1063:
1057:
1048:
1041:
1036:
1029:
1024:
1022:
1020:
1011:
1007:
1001:
999:
997:
987:
985:
978:
977:
972:
967:
963:
949:
946:
944:
941:
939:
936:
934:
931:
929:
926:
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921:
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914:
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909:
906:
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899:
897:
893:
889:
884:
882:
878:
873:
866:
861:
852:
848:
846:
840:
831:
827:
824:
819:
778:
769:
767:
763:
759:
754:
752:
747:
745:
732:Second bridge
724:
718:
711:
708:
703:
701:
697:
693:
689:
684:
682:
675:
666:
657:
655:
651:
647:
643:
634:
630:
626:
624:
620:
615:
611:
602:
593:
591:
585:
580:
577:
574:
573:Middlesbrough
570:
566:
556:
552:
547:
543:
541:
536:
533:
527:
519:
511:
497:
494:
491:
488:
487:
483:
480:
477:
474:
473:
469:
466:
463:
460:
459:
455:
452:
449:
446:
445:
441:
438:
435:
432:
431:
427:
424:
421:
418:
417:
413:
410:
407:
404:
403:
399:
396:
393:
390:
389:
386:Bouch (1878)
385:
382:
379:
376:
375:
371:
369:Belah viaduct
368:
365:
362:
361:
358:
356:
352:
348:
347:Belah Viaduct
344:
338:
334:
332:
322:
318:
316:
312:
308:
304:
300:
296:
292:
288:
284:
280:
277:
272:
270:
255:
253:
249:
245:
240:
237:
233:
229:
224:
222:
218:
214:
210:
206:
202:
198:
188:
183:
179:
175:
169:
165:
159:
155:
149:
145:
140:
136:
132:
127:
123:
119:
116:
112:
109:
106:
102:
98:
94:
89:
61:
59:
55:
51:
45:
40:
33:
30:
26:
22:
2022:Thomas Bouch
1847:Perth Bridge
1689:Firth of Tay
1595:
1572:
1561:
1536:
1522:
1505:
1498:
1491:Bibliography
1481:
1477:
1471:
1462:
1456:
1448:
1440:
1432:
1353:
1347:
1336:
1313:
1310:Thomas, John
1304:
1296:
1289:
1280:
1271:
1258:
1249:
1239:
1233:
1219:
1210:
1197:
1188:
1179:
1170:
1161:
1151:
1144:
1131:
1122:
1113:
1104:
1095:
1086:
1077:
1068:
1056:
1047:
1035:
1009:
974:
966:
885:
874:
870:
849:
841:
837:
834:Construction
828:
823:wrought iron
820:
816:
755:
748:
740:
706:
704:
685:
677:
639:
627:
607:
587:
582:
578:
576:operations.
562:
559:Construction
554:
550:
545:
537:
528:
524:
456:6 (1-2-2-1)
383:Bouch (1860)
339:
335:
327:
291:wrought iron
279:Thomas Bouch
273:
269:royal assent
266:
258:First bridge
244:double track
241:
232:single track
225:
209:Firth of Tay
196:
194:
134:Total length
108:Firth of Tay
99:Rail traffic
68:56°26′14.4″N
29:
1740:Invergowrie
1698:Settlements
1673:Dundee City
918:Tommy Burns
913:Harry Watts
619:oscillation
405:Pier height
391:Single span
372:Tay Bridge
228:train ferry
83: /
71:2°59′18.4″W
58:Coordinates
1961:Categories
1892:Great Ouse
1574:Structurae
1563:Structurae
1174:ie c 16 mm
976:Structurae
954:References
623:theodolite
353:line over
307:Dee bridge
283:knighthood
197:Tay Bridge
162:1887 (2nd)
124:, Scotland
50:Dundee Law
36:Tay Bridge
1710:Balmerino
1705:Aberfeldy
1644:River Tay
959:Citations
737:Proposals
453:6 (2-2-2)
363:Structure
355:Stainmore
317:in 1867.
1755:Newburgh
1750:Luncarty
1658:Stirling
1583:Archived
1312:(1969).
902:See also
650:Balmoral
276:engineer
185:Location
1775:Tayport
1770:Stanley
1745:Kenmore
1735:Dunkeld
1725:Dowally
881:barrier
863:A 1910
642:burgess
565:Cardiff
297:in the
142:History
104:Crosses
96:Carries
1882:Thames
1877:Severn
1811:Tummel
1806:Almond
1780:Wormit
1730:Dundee
1715:Birnam
1543:
1529:
1512:
1324:
1203:insane
892:rivets
845:rivets
217:Wormit
213:Dundee
177:Closed
167:Opened
122:Wormit
118:Dundee
114:Locale
1926:Tweed
1921:Clyde
1887:Trent
1765:Perth
1682:Mouth
896:firth
1941:Eden
1936:Nene
1931:Avon
1916:Spey
1906:Ouse
1816:Lyon
1801:Isla
1796:Earn
1668:Fife
1541:ISBN
1527:ISBN
1510:ISBN
1322:ISBN
489:Fate
289:and
287:cast
221:Fife
195:The
1946:Dee
1911:Tay
1902:Ure
1897:Wye
1571:at
1560:at
973:at
532:gib
484:28
478:180
219:in
120:to
1963::
1594:,
1362:^
1320:.
1085:.
1018:^
1008:.
995:^
983:^
847:.
656:.
481:88
470:7
467:11
464:10
203::
1904:/
1636:e
1629:t
1622:v
1516:.
1330:.
1089:.
1012:.
199:(
27:.
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