A Board of Trade inspection was conducted over three days of good weather in February 1878; the bridge was passed for use by passenger traffic, subject to a 25 mph (40 km/h) speed limit. Offbeat Film WWE TV Gaming Comics Music Quizzes Write For Us Careers More Search User menu. McKean ("Battle for the North" p. 142) says the cotters were cast iron, but as will be obvious from the above they were wrought iron. Hatter's Castle (1931) is the first novel of author A. J. Cronin.The story is set in 1879, in the fictional town of Levenford, on the Firth of Clyde.The plot revolves around many characters and has many subplots, all of which relate to the life of the hatter, James Brodie, whose narcissism and … Its eastern footboard had not been carried away; the carriage had never had one (on either side). Use film and TV in my classroom. [124] At the start of one of these abrasions, a rivet head had lifted and splinters of wood were lodged between a tie bar and a cover plate. "The cotters are really wedges, and to prevent those wedges from shaking backwards their ends are split, and they are bent in that position in order to prevent them shifting up". The first engine crossed the bridge in September, 1877. [125] The tender coupling (which clearly could not have hit a girder) had also been found in the bottom boom of the eastern girder. [168][169] It was published only ten days after the tragedy happened. Are numbered with the dead. It was practically de rigueur to heckle McGonagall at his public performances and throw things at him. [110] Baker agreed, but held the wind pressure was not sufficient to blow over a carriage; derailment was either wind-assisted by a different mechanism or coincidental. 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. "[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. [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. nonetheless Noble should have reported the loose ties. [37], Painters who had worked on the bridge in mid-1879 said that it shook when a train was on it. This repository is populated with tens of thousands of assets and should be your first stop for asset selection. Noble had consulted Bouch about the cracked columns, but not the chattering ties. Posted by; Date October 10, 2020; Comments 0 comment; 241–271(H Law); the bridge design process in Minutes of Evidence pp. [141], Rothery's minority report is more detailed in its analysis, more willing to blame named individuals, and more quotable, but the official report of the court is a relatively short one signed by Yolland and Barlow. 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. [11] One modern interpretation of available information suggests winds were gusting to 80 mph (129 km/h; 36 m/s).[12]. The experts agreed with them, but pointed out that Cleveland foundries managed to produce quality castings. For so tall a pier Gilkes would have preferred some other means of attaching the ties to the columns "knowing how treacherous a thing cast iron is, but if an engineer gave me such a thing to make I should make it without question, believing that he had apportioned the strength properly". [38][note 10] When a train entered the southern high girders the bridge had shaken at the north end, both east–west and, more strongly, up-and-down. [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. [35][note 9] The Dundee stationmaster had passed Robertson's complaint about speed (he had been unaware of any concern about oscillation) on to the drivers, and then checked times from cabin to cabin (at either end of the bridge the train was travelling slowly to pick up or hand over the baton). Rothery agreed, asking "Can there be any doubt that what caused the overthrow of the bridge was the pressure of the wind acting upon a structure badly built and badly maintained? [17] It has been suggested that there were no unknown victims and that the higher figure of 75 arises from double-counting in an early newspaper report,[22] but the inquiry did not take its casualty figures from the Dundee Courier; it took sworn evidence and did its own sums. [42] A joiner who had worked on the bridge from May to October 1879 also spoke of a lateral shaking, which was more alarming than the up-and-down motion, and greatest at the southern junction between the high girders and the low girders. A corruption of. The locomotive was dropped during retrieval, but eventually recovered and returned to service. 30 psf or 1.4 kPa with the usual margin of safety). Why did they film a 'reconstruction' of the disaster? ", the contractor did his bit- Arrols were also simultaneously involved in building, Bridge design is described (intermittently) in Minutes of Evidence pp. The Tay Bridge disaster, Scotland, 28th December 1879 (1951). The left front of the recovered locomotive tender, Two wagons holding wreckage salvaged from the train, Fallen girders with remains of a wooden train carriage. 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. [20] There were no survivors; only 46 bodies were recovered[21] but there were 59 known victims. [135] They noted instead that apart from Bouch himself, Bouch's witnesses claimed/conceded that the bridge failure was due to a shock loading on lugs heavily stressed by windloading. Goofs. Le design Getty Images est une marque de Getty Images. I agree with terms & conditions. 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. These constituted, in order from front to rear: a third class carriage, a first class carriage, two more third class carriages, and a second class carriage. © 2021 Getty Images. Bouch was knighted in June 1879 soon after Queen Victoria had used the bridge. Similarly, the average pressure (18 readings) at eighty miles per hour (130 km/h) was sixty pounds per square foot (2.9 kPa), and that at ninety miles per hour (140 km/h) (only 4 readings) was seventy-one pounds per square foot (3.4 kPa). 158–163 (Gerrit Willem Camphuis), Mins of Ev p. 208 (Alexander Milne) and p. 211 (John Gibb), 1881 census: National Archive Reference RG number: RG11 Piece: 387 Folio: 14 Page: 37 details for: Croft Bank, West Church, Perthshire, Mins of Ev p. 514 (Edgar Gilkes), p. 370 (Frederick William Reeves) and p. 290 (Albert Groethe), Mins of Ev p. 354 (John Cochrane), confirmed by Edgar Gilkes (Mins of Ev p. 521), Evidence of James Brunlees p.362 – Mins of Ev, Mins of Ev pp. A solo show about the signalman on duty on the night of the Tay Bridge disaster, a play about a troubled teenager's experiences of Scotland's care … Rothery complained that the cross-bracing was not as substantial or as well-fitted as on the Belah viaduct; there was insufficiently strict supervision of the Wormit foundry (a great apparent reduction of strength in the cast iron was attributable to the fastenings bringing the stress on the edges of the lugs, rather than acting fairly on them), supervision of the bridge after completion was unsatisfactory; Noble had no experience of ironwork nor any definite instruction to report on the ironwork. Baker and his colleague Allan Stewart received the major credit for design and overseeing building work. [112], Law concluded that the bridge as designed if perfect in execution would not have failed in the way seen[113](Cochrane went further; it 'would be standing now'). The basic concept was well known, but for the Tay Bridge, the pier dimensions were constrained by the caisson. the cross bracing of the piers and its fastenings were too weak to resist heavy gales. Designed by the engineer Thomas Bouch and completed in 1878, the Tay Bridge was just under two miles in length and was considered the longest bridge in the world. A later witness explained that this could not be checked at the foundry, as 'low girder' columns had no spigots. The gradient onto the bridge at the northern end prevented similar high speeds on south-bound locals. Robertson had timed the train with his pocket watch, and to give the railway the benefit of the doubt he had rounded up to the nearest five seconds. [84][note 20] However, both ties and sound lugs failed at loadings of about 20 tons, well below what had been expected. Back to Login. tay bridge disaster film; tay bridge disaster film. On the evening of Sunday 28 December 1879, a violent storm (10 to 11 on the Beaufort scale) was blowing virtually at right angles to the bridge. The bracing had failed by the lugs giving way; in nearly every case, the fracture ran through the hole. [59] That was on the instructions of the resident engineer,[60] who had little foundry experience either and relied upon the foreman. [88][note 24] Bouch said that whilst 20 psf (0.96 kPa) had been discussed, he had been 'guided by the report on the Forth Bridge' to assume 10 psf (0.48 kPa) and therefore made no special allowance for wind loading. He had also seen this on the previous train. The Tay Bridge Disaster occurred during a violent storm on Sunday 28 December 1879, when the first Tay Rail Bridge collapsed as a train from Burntisland to Dundee passed over it, killing all aboard. [64] Bouch told the court that Paterson's age was 'very much mine' but, in fact, Paterson was 12 years older[note 16] and, by the time of the Inquiry, paralysed and unable to give evidence. Gilkes' managers could not vouch for any inspection of castings by Bouch's inspectors. Trial borings had shown the bedrock to lie at no great depth under the river. Evidence was taken from scientists on the current state of knowledge on wind loading and from engineers on the allowance they made for it. [91] The highest pressure measured at Greenwich was 50 psf (2.4 kPa); it would probably go higher in Scotland. Gilkes were in some financial difficulty; they ceased trading in 1880, but had begun liquidation in May 1879, before the disaster. Rassembler, sélectionner et commenter vos fichiers. [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. The lug holes should have been drilled and the tiebars secured by pins filling the holes (rather than bolts). [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". 144–152 (Fergus Fergusson), Mins of Ev p. 164 (Gerrit Willem Camphuis), Mins of Ev pp. Click here to request Getty Images Premium Access through IBM Creative Design Services. "[62] Bouch had spent over £9,000 on inspection (his total fee was £10,500)[63] but did not produce any witness who had inspected castings on his behalf. It was suspected that the construction had not been adequately supervised: foundation piles had not been driven deeply or firmly enough. Researchers reveal the number of people who died in the Tay Bridge disaster is closer to 60, rather than 75. Choisissez parmi des contenus premium Tay Bridge Disaster de la plus haute qualité. 50 psf (2.4 kPa) with a safety factor of 4); " in important structures, I think that the greatest possible margin should be taken. 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. Get premium, high resolution news photos at … 427–429 (Sir Thomas Bouch), Mins of Ev pp. [152], Bouch had also been engineer for the North British, Arbroath and Montrose Railway, which included an iron viaduct over the South Esk. Construction began in 1871 of a bridge to be supported by brick piers resting on bedrock. Browse our education events. 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. After complaining on three occasions to the stationmaster at Dundee, with no effect on train speed, after mid-December he had used his season ticket to travel south only, using the ferry for north-bound crossings. The second flashback occurs when the children have grown up. 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. '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. [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). [115] (Bouch's own view that collision damage to the girder was the sole cause of bridge collapse[116] found little support). There were over 4,000 gib and cotter joints on the bridge, but Noble said that only about 100 had had to be re-tensioned, most in October–November 1878. 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. Cast-on lugs tended to make unsound castings (Cochrane said he had seen examples in the bridge ruins. [note 21] After the accident Stewart had assisted William Pole[note 22] in calculating what the bridge should have withstood. Gilkes, having first intended to produce all ironwork on Teesside, used a foundry at Wormit to produce the cast-iron components, and to carry out limited post-casting machining. The wrong design of four wheel coaches are seen. Bouch himself had been up about once a week whilst the design was being changed, but "afterwards, when it was all going on, I did not go so often". I’ve been both a buddy and an admirer of Dave Robertson and his comics for a few years now. August 6, 2015 July 28, 2015 Embralaffs Film, Scotland, Scottish Film hatter's castle, tay bridge disaster. Memorials have been placed at either end of the bridge in Dundee and Wormit.[163]. [51] The foundry foreman explained that where lugs had been imperfectly cast; the missing metal was added by 'burning on'. katastrofa {f} ekologiczna: ecological disaster: katastrofa {f} naturalna: natural disaster: klęska {f} żywiołowa: natural disaster: totalna klęska {f} total disaster: obszar {m} klęski żywiołowej: disaster area: most {m} bridge: gry brydż {m} bridge … One of 3 William Robertsons who gave evidence; Provost of Dundee when the bridge opened, a. [note 30] Had collision with the eastern girder slewed the frame, it would have presented the east side to the oncoming brake van, but it was the west side of the frame that was more damaged. This was based on a film discovered by Shane Sowter while researching the Tay Bridge Disaster. https://en.wikipedia.org/w/index.php?title=Tay_Bridge_disaster&oldid=1022123434, Creative Commons Attribution-ShareAlike License, The column bodies were of uneven wall thickness, as much as. [43] One of the painters' foremen, however, said the only motion he had seen had been north–south, and that this had been less than one-half inch (13 mm). Selina immediately resents the newcomer. 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. Why was coal important then? [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 change in design increased cost and necessitated delay, intensified after two of the high girders fell when being lifted into place in February 1877. The bolt-maker had gone bankrupt and various disgruntled workmen had alleged that the iron was bad, the bolt-maker’s buyer bribed, and the bolts untested. 88–97 (David Pirie, Peter Robertson, John Milne, Peter Donegany, David Dale, John Evans), Mins of Ev pp. The film was made by Denham Studios and based on A.J. [74], Samples of the bridge materials, both cast and wrought iron, were tested by David Kirkaldy, as were a number of bolts, tiebars, and associated lugs. ", "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. [94], Brunlees had made no allowance for wind loading on the Solway viaduct because the spans were short and low – if he had had to, he would probably have designed against 30 psf (1.4 kPa) with a safety margin of 4–5 (by limiting strength of iron). Hence Bouch would share the blame for any resulting defective work in the finished bridge. According to the intro of the film, it was made in 2003 but the footage appears to be much older and shot before 2003. [130], The three members of the court failed to agree a report although there was much common ground:[131], Rothery added that, given the importance to the bridge design of the test borings showing shallow bedrock, Bouch should have taken greater pains, and looked at the cores himself. His replacement was also supervising erection of the bridge, and had no previous experience of supervising foundry work. [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—designed by Sir Thomas Bouch—used lattice girders supported by iron piers, with cast iron columns and wrought iron cross-bracing. Law had seen no evidence of burnt-on lugs. C. Horne's ballad In Memory of the Tay Bridge Disaster was published as a broadside in May 1880. Four other train passengers supported Robertson's timings but only one had noticed any movement of the bridge. As soon as the catastrophe came to be knownThe alarm from mouth to mouth was blown,And the cry rang out all o’er the town,Good Heavens! [48], The workers at the Wormit foundry complained that the columns had been cast using 'Cleveland iron', which always had scum on it—it was less easy to cast than 'good Scotch metal'[49][note 13] and more likely to give defective castings. [121], However, (it was countered) the girders would have been damaged by their fall regardless of its cause. Social History /Science: Research the Tay Bridge disaster - what happened and why? [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. Beautiful Railway Bridge of the Silv’ry Tay! [135] Rothery felt that previous straining was "partly by previous gales, partly by the great speed at which trains going north were permitted to run through the high girders":[134] if the momentum of a train at 25 miles per hour (40 km/h) hitting girders could cause the fall of the bridge, what must have been the cumulative effect of the repeated braking of trains from 40 miles per hour (64 km/h) at the north end of the bridge? Noble had assumed the cotters were too small and had not been driven up hard in the first place, but on the chattering ties the cotters were loose, and even if driven fully in would not fill the slot and put the bar under tension. Sir John Fowler and Sir Benjamin Baker designed the Forth Rail Bridge, built (also by Arrols) between 1883 and 1890. There are sufficient pieces here to show that these flaws were very extensive. The tie bar was placed between the sling plates with all three slots aligned and overlapping, and then a gib was driven through all three slots and secured. On 28 December 2019, Dundee Walterfronts Walks hosted a remembrance walk to mark the 140-year anniversary of the Tay Bridge Disaster. 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. Parcourez 40 photos et images disponibles de, {{ winBackSelfRenewNotification.cta_text }}, {{ winBackContactUsNotification.cta_text }}. What lessons were learned in bridge construction? Bouch's counsel called witnesses last; hence his first attempts to suggest derailment and collision were made piecemeal in cross-examination of universally unsympathetic expert witnesses. Yolland and Barlow concluded that the bridge had failed at the south end first; and made no explicit finding as to whether the train had hit the girders. Liquidation in May 1879, Dundee Walterfronts Walks hosted a remembrance walk to mark the 140-year anniversary of the,..., [ 50 ] cores were inadequately fastened, and had no spigots pins filling the holes ( rather bolts. Rf and RM images Embralaffs film, Scotland been recorded at Bidston Observatory but these would still give loadings within. Robust than on previous similar designs by Bouch and terms of reference were better defined than for Tay! 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