Chapter XVIII: Introduction (16)

In 1873, an Act of Parliament was obtained authorizing the construction of a suspension bridge at Queensferry, to carry the railway over the estuary. The design comprised practically two bridges, each carrying a single line of rails, the bridges being braced together at intervals. The central towers were to have been 600 feet high, or about 100 feet loftier than any other erection then existing in the world. The designer was the late Sir Thomas Bouch, and preparations were made for carrying out the plans by the erection of workshops and the manufacture of bricks for the piers. But the project was knocked on the head by the terrible disaster at the Tay Bridge, in December, 1879, when several of the central piers were overturned by the force of the wind, with swift destruction to a passing train, which was precipitated into the water, and every one of about ninety persons in the train perished. Sir Thomas Bouch having been the designer of the Tay Bridge, public confidence in his plan was shaken to such an extent, that the four railway companies who were promoting the construction of the suspension bridge abandoned the project in favour of a design on the cantilever and central girder system, which was then brought forward by Mr. (now Sir John) Fowler and Mr. Baker. When the Bessemer process had made steel attainable at a cheap rate, these engineers recognized the advantages which cantilever bridges, made of that material, presented for the wide spans required for carrying railways across navigable rivers, and in 1865 they had designed such a bridge, with 1,000 feet spans for a viaduct, across the Severn, near the position of the present tunnel. It was not, however, until 1881 that the designs for the Forth Bridge were published in English and American engineering journals. These designs at once attracted attention, and scarcely a year had elapsed before a railway bridge was built for the Canadian and Pacific Railway, on the same principle, and this has been followed by others since. It is, however, absurd to allege that the engineers took their ideas from America, merely because these smaller undertakings have been completed before the great work that dwarfs them all was open for traffic. The construction of the Forth Bridge on its present design was commenced in January, 1883. Its site at Queensferry is at a point where the estuary narrows, and where, in the very middle of the channel, there is a small rocky island, called Inchgarvie, that furnishes a solid foundation for the great central pier. On each side of this island the channels are about one-third of a mile wide, and more than 200 feet deep, and through them the tide rushes with great velocity. The impossibility of building up any intermediate piers, under such circumstances, is sufficiently obvious—the currents must be crossed at one span, if a railway bridge had to be made. The formation of the piers for such a work presented many novel problems, and much of the work had to be commenced in deep water; that is, the ground of rock or hard clay had to be prepared, in some parts, as far as 90 feet below high water. Each pier stands on four caissons, which are great tubes or drums of iron and steel, filled up with concrete. Each weighed, when empty, about 400 tons, but when filled up with concrete, the weight would be about 3,000 tons. The diameter of each is 70 feet, and the deepest one is sunk 89 feet below the water, and it was with no little labour that some of them were put in their places. Each caisson has an outer and an inner tube, is 70 feet in diameter at the base, and 60 feet at the top. Seven feet from the bottom, an air-tight partition formed a chamber in the lower part of the caisson, about 70 feet in diameter, by 7 feet high, and shafts sufficiently large to admit the passage of men and tools led from the top. Air was forced into this chamber, when the caisson had been sunk, expelling the water, and then men descended through the shafts and locks, in which a high pressure of air was also maintained, and excavated the material at the bottom, until the caisson had, by its own weight, sunk to the depth required. The work in this air chamber was carried on by means of electric lights, and ten or twelve weeks were occupied in sinking each caisson. The pressure of the air in the working chamber was sometimes as high as 35 pounds per square inch, or sufficient to maintain the mercurial column in a barometer 72 inches high, instead of the ordinary 29 or 30 inches. It was found that the labour in the compressed air chamber could not be done by our home workmen, as they were quite unaccustomed to the high air pressures required to keep out the water; but arrangements were made for the assistance of a staff of French workmen, inured to the conditions by long working under water in the construction of the docks at Antwerp.

PLATE XIII.

THE FORTH BRIDGE.
]

The stores, offices and workshops, situated on a slight eminence near the south end of the bridge, are very extensive, occupying, it is said, an area of 50 acres. Here are great furnaces, cranes and machinery for shaping and fitting the steel plates and bars ready for taking their appointed places in the vast structure. An hydraulic crane may, for instance, be seen lifting a ton weight flat steel plate that has been heated to redness in a regenerative gas furnace, and transferring it to an hydraulic press, where it is quickly and quietly bent to the required shape. The plate is then cooled, and, when the edges have been planed, it is placed in position with the adjoining plates, and the rivet holes are drilled by an ingenious machine, specially designed by Mr. Arrol, the contractor, for that purpose. It works upon 8–feet lengths of the tubes, and simultaneously cuts ten rivet holes at different points in the circumference. All the different parts of the structure are temporarily fitted together to ascertain that every piece is properly adjusted. They are then marked according to the position they are to take, and are laid aside until they are wanted. Thus the work at the bridge has proceeded without any awkward hitches arising from ill adjusted sections being brought together. At times, 1,800 tons of finished steel-work has been turned out of these shops in a month, and this material, which was supplied by the Steel Company of Scotland, has been found thoroughly trustworthy in every respect. Its strength is one-half greater than that of the best wrought-iron, and the plates have thrice the ductility of iron plates. The steel plates for the great tubes are supplied in lengths of 16 feet, and of different thicknesses, between ⅜ths of an inch and 1¼ inch.

FIG. 147_c_.—_Principal Dimensions of the Forth Bridge._
]

The sketch, Fig. 147 _c_, shows the general dimensions of the bridge proper, or that part of the viaduct which will actually span the estuary. Of the three great piers that support the cantilevers, it will be observed that the central one, which rests on Inchgarvie, is wider than the other two. Each consists mainly of four tubes, 12 feet in diameter, made of plates of steel 1¼ inch in thickness, and these rise to the highest part of the bridge, which is 361 feet above the water, so that the structure is as lofty as St. Paul’s Cathedral. These great tubes are not placed vertically, but incline inwards towards the top, so that while the “straddle legs” of each pair are 120 feet apart at the base, they are only 33 feet apart at the top. These lofty columns are also braced together diagonally by other steel tubes—that is, a tube passes from the foot of every column to each of the other three. At the base of each column, the lowest spanning member springs also (which appears like an arch, but is not so), as a tube of 12 feet diameter. Thus abutting or resting on enormously thick plates of steel that cap the masonry of each pier, are five tubular steel limbs, three of which are 12 feet in diameter, and two are 8 feet, and, besides these five, girder members diverge from nearly the same centre. One of the large tubular members is the first strut that rises obliquely to support the upper structure. From the point where this strut meets the upper member, a stay passes downwards with an opposite inclination to the lower member, from its point of junction with which another strut rises, and so on. All the struts, as being subject to compressing force, are made of steel tubes; the straight upper members and the stays are lattice braced girders of rectangular section. The apparent curve of the lower member—for it is really made up of sections of straight tubes—may suggest the notion of an arch; but the reader must remember that the principle of this bridge has no relation to that of the arch. The cantilevers do not unite the long arms they stretch, but each is an independent structure with its own perfect stability, and it will not be clutched on or locked up to its neighbours by the central girders. The weight of one of these 1,700 feet spans is about 16,000 tons, and the heaviest train loads might be two coal trains, weighing together, say 800 tons, or only one-twentieth of the dead weight of the structure. But, what would not generally be supposed, the pressure of the wind is an element of much more importance in considering the stability of the bridge than the weight of the rolling load. It is to resist the wind pressure that the lofty columns that are only 33 feet apart at the top across the bridge, plant their bases 120 feet asunder. The estimated lateral pressure of the wind on one of the cantilevers, assuming it as equal to 56 lbs. per square foot, would amount to 2,000 tons. These strains are so fully provided for that the engineers are confident that a hurricane of such a force as would desolate the country would leave the Forth Bridge intact, even if the wind blew in opposite directions on the two arms of the cantilever. To rend asunder the top ties, a pull equivalent to the weight of 45,000 tons would be required, whilst the utmost strain that passing trains could possibly bring upon these ties would be less than 2,000 tons. A striking illustration of the strength of these huge brackets was lately given by Mr. Baker himself, when in a public lecture he assured his audience that half a dozen of our ponderous modern ironclads might be hung from the cantilevers. Everyone knows that a bracket requires to be strongest nearest the base, and the lower steel arms that stretch out 680 feet each diminish in diameter until at the end it has decreased to five feet, and the pairs approach each until, from being 120 feet apart at the base, they are only 33 feet apart at the ends. The central girders will each weigh about 1,000 tons, and only one end of each will be attached to a cantilever, the other ends will simply rest on what are called “rocking columns,” so that there may be freedom of motion to allow play for the changes of position that will be induced by changes of temperature expanding or contracting the huge masses of metal.

The reader can hardly have failed to observe that the chief element in the stability of the structure depends upon balancing a great mass of metal on the one side of a pier by an equal mass on the other side. But while each end of the central cantilever bears half the weight of a central girder, the two shoreward cantilevers have this load at their inner ends only. How is their balance maintained? In this way: the shoreward arms are made about 10 feet longer than those that stretch over the water and their extremities are also loaded with about 1,000 tons of iron, built up within the shore piers.

The lofty columns of the piers were erected without any external staging, from a temporary platform surrounding the piers and supporting the necessary machinery. The weight of this platform with the machinery on it was about 400 tons, and as the work proceeded it was raised as required by hydraulic machines placed within the vertical columns. As the height of these increased, the men and materials had to be conveyed to the platform by cages moving between guide ropes and worked by steam engines. From this platform were constructed not only the main columns, but the great diagonal tubes, the bracing girders, and the viaduct girder. The cantilevers were also put together without scaffolding. When the first few feet of the lower member had been built out from the base, a movable platform was hung round it, and on this platform were the cranes for putting the plates into position, the furnace for heating the rivets, and the hydraulic riveter of specially designed construction, without noise or hammering, the riveting being completed by the application of a pressure equal to 3 tons per square inch. The building up of the cantilever arms on either side of each pier always proceeded at the same rate, so that the balance was constantly maintained. This building out from each side of the pier, without the necessity of relying upon any temporary scaffolding from below, is one great advantage of the cantilever system, as it is both easier and safer than a system which relies upon the temporary scaffolding raised from below. The Forth is for the time the longest spanned bridge in the world; but it may not retain that honour long, for the legislature of the United States has already authorized the construction of a cantilever bridge, the spans of which are to be 2,480 feet. Still more gigantic is the project lately put forward by some competent French engineers of bridging the English Channel from Folkestone to Cape Grisnez in 70 spans on the cantilever system. The designs have been completed and the calculations made, and no one doubts of the engineering practicability of the scheme. But the cost is estimated at about 34 million pounds sterling, or nearly six times as much as that required for constructing the proposed Channel Tunnel; so that the scale could be turned in favour of the bridge only if the political reasons that were opposed to the tunnel were held not to be applicable to the bridge. But it is difficult to conceive that the existing traffic could ever be developed to such an extent as to make an undertaking of this magnitude a commercial success.

Since the above account was written, the Forth Bridge was formally opened on the 4th March, 1890, by the Prince of Wales, in the presence of a great gathering of railway directors, eminent engineers, and other distinguished persons from all parts. A very strong gale was blowing at the time, and at this very hour the bridge was therefore subjected to another severe but undesigned test of its stability. The perfect steadiness and security of the structure impressed all who were present on that occasion, and the train crossed the bridge, exposed to a wind pressure, registered by the gauge, of 25 lbs. per square foot. At the luncheon following the opening ceremony, the Prince announced that baronetcies had been conferred upon Mr M. W. Thompson (the chairman of the Bridge Company) and upon Sir John Fowler, and that Mr. Baker and Mr. Arrol, the contractor for the works, were to be knighted. Sir John Fowler, the engineer-in-chief, was born in 1817, and has been engaged in many other important works of railway construction in Yorkshire, in that of the London and Brighton Railway, in the Sheffield Waterworks, &c. The Metropolitan Railway in London, which also was carried out by Sir John Fowler, would alone suffice to make him famous as an engineer. Sir Benjamin Baker is a much younger man, who has had a large and varied practice in railway engineering in various parts of the world. He is in much request on the American continent, and is now engaged in carrying out a ship railway in Canada and a tunnel under the Hudson at New York. Sir William Arrol began life at nine years of age as a “piecer” in a cotton mill, but was afterwards apprenticed as an engineer. Subsequently he was employed as a foreman by engineering firms in Glasgow. In 1866, he began business on his own account at Dalmarnock, and obtained contracts at first for smaller then for larger works connected with bridge and viaduct building. He is distinguished for the energy and inventive resources he displays in carrying out his undertakings.

_THE TOWER BRIDGE, LONDON._

A little more than four years after the opening of the Forth Bridge, in June 1894, another great enterprise which had been commenced eight years before, was inaugurated by the Prince and Princess of Wales as representatives of Her Majesty the Queen. This was the Tower Bridge, which not only is one of the most important public works of the century, but one that presents features of interest and novelty that have never before been combined in any single structure. The want of an adequate communication between the shores of the Thames eastward of London Bridge had long been felt, and was for years a subject of serious consideration for the Metropolitan authorities. The congested state of the traffic across London Bridge has often furnished a spectacle for the sight-seer, and figures are not wanting to show that the number of foot-passengers alone who daily traverse that bridge, which altogether is only 54 feet wide, would be equal to the whole population of many considerable cities: for in 1882 a count showed the daily average of pedestrians to be 110,525, while the number of vehicles was 22,242. There was much difference of opinion as to the best method of providing the required means of communication; but there was an almost universal agreement as to its position being selected just eastward of the Tower of London. The map of the districts connected by the Tower Bridge which is given in Fig. 147_d_, will show a reader who has any acquaintance with London the suitability of the site. The problem of traversing the river at this point involved complex conditions as affecting the vehicular traffic and the navigation, and many different schemes were proposed and examined, comprised under the three heads of bridges, tunnels and ferries. But a ferry is always an imperfect means of communication, liable to accidents and interruptions from fogs, and in severe weather from ice, rendering the transit impossible for sometimes many days together. A tunnel beneath the river would, of course, leave the navigation without impediment, but among its special disadvantages are the great expense of construction and maintenance, for it has been found that tunnels beneath waterways are very costly in both respects. Besides, there would have to be long inclined approaches at each end, and the cost would be enormously increased by the amount of valuable land these would occupy. It was indeed proposed that the tunnel should be provided instead with hydraulic lifts at each end, like those often found in connection with the sub-ways at railway stations; but such would have to be of Brobdignagian dimensions, and would daily entail heavy expense. Then, as regards the bridges, schemes of various kinds were proposed, some even bridging the whole 850 feet width of the river at a single span, but all distinguishable by these important characteristics: they either provided a high level roadway which requires long inclines to reach it, but permitted lofty-masted ships to pass under it; or, on the other hand, the roadway was to be made at a low level with a clear headway above the water of moderate height. While avoiding the inclined approaches, this plan would either prevent fully rigged vessels passing to the wharves above the bridge, or some part of the structure would have to open or swing aside, that the ships might pass through the opening, thus completely interrupting the pedestrian and vehicular traffic for the time, with an amount of inconvenience that may be imagined when, as often happens, twenty large ships or more might pass in the course of a day, each causing a stoppage of five minutes in the road traffic. Nor would it be without risks that large vessels could pass through a comparatively narrow opening in a strong tide-way. Plans for sub-ways, for high level roadways and for low level roadways, were examined by Parliamentary Committees when powers to construct the works were successively applied for by the Metropolitan authorities, and much valuable evidence having been given, such objectionable features of each scheme as have been already referred to were duly noted. At length in 1878, Mr. Horace Jones, the late architect to the City of London, in a report on the various projects, suggested the general plan on which the present bridge is built, and this having been approved of by the Common Council, steps were taken to obtain Parliamentary powers to raise the necessary capital and to proceed with the works; but, for various reasons, it was not until 1885 that the Act authorising the undertaking was passed. In the meantime Mr. John Wolfe Barry was appointed engineer of the structure, while Mr. Jones was to superintend the architectural details; but after having received the honour of knighthood in 1885, he died in the same year; and Mr. Barry, reconsidering the joint design, introduced some new features and somewhat modified the architectural expression of the structure. One striking point of originality about the Tower Bridge is that while it is essentially an iron and steel construction as much as the Forth Bridge, the heavy stiff metal-work is encased in masonry of elegant and appropriate architectural design, by which the general desire that the bridge should harmonize so far as might be, with the ancient historical fortress it adjoins, has been happily realised. Then again, by the ingenious engineering, the public have the advantage of a low level roadway, while the largest vessels may pass freely through a wide space without risk. These apparently incompatible advantages have been obtained by the adoption of what is the _bascule_ principle on a hitherto unattempted scale. _Bascule_ is a French engineering term, which is probably less familiar to most of our readers than the thing itself. It is applied to the platform of a draw-bridge which turns as the lid of a box does on its hinges, to afford a passage over the stream or moat when it is horizontal, and when drawn up vertically denies such passage. Smaller _bascule_ bridges on exactly the same plan as in the Tower Bridge may often be seen in places having docks or canals, such as Hull, &c. In these a flap or platform is let down from each side from the vertical position, in which the water-way is open until the free edges meet together to form the roadway. These platforms turn on horizontal pivots, and are counterpoised by loads of stone or metal, so that they are without difficulty raised and lowered by a winch or handle that turns a cogged pinion engaging the teeth of a large quadrant.

PLATE XIV.

THE TOWER BRIDGE IN COURSE OF CONSTRUCTION.
]

“THE ENGINEER” SWAIN ENG.

FIG. 147_d_.—_Map of the Tower Bridge and its Approaches._
]

The following general description of the Tower Bridge is mainly abstracted from a very full and excellent account of it drawn up in 1894 by Mr. J. E. Tuit, engineer to Sir W. Arrol & Co., the contractors, in which are embraced the whole of the technical details of the structure. The map, Fig. 147_d_, shows the site of the bridge and its approaches, of which the northern one begins close to the mint and passes along the east side of the Tower of London to the northern abutment. This approach is formed of a series of brick arches, and is nearly 1,000 feet long and 35 feet wide in the roadway, with a footpath 12½ feet wide on either side of it. The incline is only a rise of 1 in 60, but the southern approach is slightly steeper, namely, 1 in 40 leaving the street level at Tooley Street. At each abutment there are also stairs connecting the banks of the river with the roadway of the bridge. The width of the river between the two abutments is 880 feet, and this is divided, as shown in Fig. 147_e_, into two side spans, each 270 feet wide, and one central span of 200 feet clear, making together 740 feet, the river piers, each of which is 70 feet wide, completing the total span. The clear headway above high water, when the _bascules_ or leaves are down, is, in the middle span, 29½ feet in the centre, but only 15 feet at the ends; but when the leaves are raised for ships to pass, it is about 143 feet. The headway at the shore sides of the piers is 27 feet, but this is lessened to 23 feet and 20 feet at the north and south abutments respectively. The roadway and footpaths are continued along the side spans of the same width as on the approaches, but over the central span the road is 32 feet, and each footway 8½ feet wide. The river piers are said to be the largest in the world of the same kind, and their great area was necessitated by the nature of the London clay on which they rest, which was found incapable of bearing a load much exceeding four tons per square foot without some risk of undue settlement.

The part of the piers below the bed of the river is formed of concrete, while the upper part is brickwork, set in cement and faced with Cornish granite. Upon each of the river piers rest four octagonal columns, built up of flat steel plates, connected together at their edges by splayed angle-bars. The columns are 120 feet high, and 5½ feet in diameter; those on each pier are securely braced together, at certain stages also by plate girders, 6 feet deep, to form a floor or landing, and the tops of the columns are similarly joined together. At the height of 143 feet above high water there are two footways, each 12 feet wide and 230 feet long, carried on girders over the central span, and supported by the columns on each pier. It must be noted that all the roadway, and, in fact, all the practical and useful structure of the bridge, depend upon the steel-work alone, which is supported mainly by the eight octagonal columns just mentioned. The architectural features, which so appropriately clothe all the steel columns, are added for æsthetic considerations, and their masonry takes no part in bearing the weights and strains of the structure. Indeed, the stone-work of the towers is carefully separated from the columns, which were covered with canvas while the masonry was built round them, and spaces were left at every point where compression of the steel-work would bring weight upon the stone-work. This investment of the metal-work by beautiful architecture is, as already mentioned, one of the most original features of the Tower Bridge. The view of the work in progress, as given in Plate VIII., which is one of the many beautiful illustrations in Mr. Tuit’s book, will give the reader an opportunity of judging how much the structure gains in sightliness by the addition of the architectural features. Two hydraulic lifts are placed in each tower to convey pedestrians to and from the higher level footways, when the moving parts of the bridge are open, and stairs also are provided for the same purpose for those who prefer them to using the lifts.

FIG. 147_e._—_The Tower Bridge._
]

Length of Bridge with its approaches 2680 feet.

Length of Northern approach 1000 feet.

Length of Southern approach 800 feet.

Width between N. and S. abutments 830 feet.

Width of central span 200 feet.

Width of side spans, each 270 feet.

Depth of River at high water under central span 33½ feet.

Depth of River at lowest tides under central span 12 feet.

Clear headway at high water when the leaves are down (varies 20 to 29½
from one part of the bridge to another) feet.

Clear headway in centre span at high water with the leaves 143 feet.
raised

The side spans are really suspension bridges, but the chains have only two links, connected at the lowest point by a pin 2½ feet in diameter, while their higher ends are supported on the columns of the piers, and on similar but shorter columns on the abutments. The horizontal pulls of the chains on the piers are made to balance each other by connecting the chains to tie bars stretching across the central span, and the landward ends of the chains, after passing over the lower columns of the abutments, are securely anchored in enormous masses of concrete.

Each of the opening parts, or _bascules_, or leaves, as they may be called, consists of four girders 18½ feet apart, rigidly braced together, and connected at the pier end with a great shaft, 48 feet long and 1 foot 9 inches in diameter, which turns in massive bearings, resting upon four fixed girders. The leaf is counterbalanced on the shore side of the pivot shaft by 350 tons of lead and iron; the short leverage of the centre-weight and small space available for it required the greater part of this weight to be of lead, rather than of the less expensive metal. The pivot shaft passes through the centre of gravity of the whole, so that, although the total weight is nearly 1,200 tons, no very great power is required to set it in motion, as the pivot shaft rests on rollers to diminish the friction. The power for moving the leaf is applied to toothed quadrants of 42 feet radius, of which two are fixed to the outside girders of each leaf, and are geared into cogs moved by eight large hydraulic engines, with six accumulators, into which water is pumped by two engines, each of 360 horse-power.

The total length of the bridge, including the approaches, is just half a mile, and the height of the towers from the foundations is 293 feet, so that if one of them were placed beside St. Paul’s Cathedral, it would compare with it in height as shown in the sketch, Fig. 147_f_.

FIG. 147_f_.—_Sketch._
]

_THE GREAT BROOKLYN BRIDGE._

The Clifton Bridge at Niagara Falls, which for a time had the distinction of being the longest in span of any suspension bridge in the world, has been fully described in previous pages; but more recently this bridge has been surpassed in span, and in all other respects, by a structure that immediately connects two of the most populous localities in the United States of America. The Island of Manhattan, which is occupied by the city of New York proper, has a population of nearly two millions, and a strait on its eastern side, connecting Long Island Sound with New York Harbour, alone divides it from the other great seats of population, called respectively Long Island City and Brooklyn. This channel is about ten miles long, and of a varying width, which may average three-quarters of a mile. There are many ferries between the opposite shores, and the waters are busy with steamers, sailing-boats, tugs, and craft of all kinds, engaged either in traffic with ports near at hand, or in trade with distant lands. At the southern end of this strait, near the point of its junction with New York Bay, is the narrowest part of its course, and it is here that it is crossed by the magnificent suspension bridge, known indifferently as the East River Bridge, or Brooklyn Bridge, which provides land communication between New York, with its population of two millions, and Brooklyn, the fourth city of the States in point of size, with inhabitants numbering about one million. Brooklyn is largely a residential place for persons whose daily business is in New York. It has wide, well-planned streets, many shaded by the luxuriant foliage of double rows of trees, and possesses parks, public buildings, institutes, churches, etc., on a scale commensurate with its importance.

The central span of Brooklyn Bridge, from tower to tower, is 1,595 feet, and each shore part, extending from the tower to the anchorage of the cables, is 930 feet span, while the two approaches beyond the anchorage together add 2,534 feet to the total length, which is 5,989 feet, or considerably over a mile. The centre span, it will be observed, is much greater than that of the Niagara Falls Clifton Bridge, which was less than one quarter of a mile, whereas the Brooklyn Bridge span extends to something approaching one-third of a mile, or, more exactly, a few yards longer than three-tenths. The width of the Brooklyn is another one of its remarkable features, for this is no less than 85 feet, and includes two roadways for ordinary vehicles, and two tramway tracks, on which the carriages are moved by an endless cable, worked by a stationary engine on the Brooklyn side. There is also a footpath, 13 feet wide, for pedestrians. In this structure, as in many other suspension bridges, advantage has been taken of the great tenacity of steel wire as compared with iron bars. But here the wires are not twisted in strands like ropes, but are laid straight together, and bound into a cylindrical form, each wire being 3,572 feet long, and extending from end to end of the cables, which are four in number, each calculated to bear a strain of 12,200 tons. The number of wires in each cable is very great, for instead of about the thousand of which the stranded wire cables usually consist, there are 5,296 steel wires wrapped closely round, and forming a cylinder 15¾ inches in diameter. Each wire is galvanised, that is, coated with zinc, and then coated with oil. The towers over which the cables pass are of masonry, and rise to 272 feet above high-water; their dimensions at the water level are 140 feet by 50 feet, which offsets diminish until at the top they are 120 feet by 40 feet. At the anchor structures, the cables enter the masonry at nearly 80 feet above high-water, and pass 28 feet into the stonework for connection with the anchor chains. The anchorages are masses of masonry, measuring at the base 129 feet by 119 feet, and at the top 117 feet by 104 feet, with a height of 89 feet in front and 85 feet in the rear. The weight of each anchor-plate is 23 tons. The roadway of the bridge is suspended from the cables above the buildings and streets between the towers and the anchorages. The approaches, on the Brooklyn side 971 feet, on the New York side 1,563 feet, are carried on stonework arches, which are utilised as warehouses, but where these approaches cross streets, iron bridges are thrown over. The clear headway between the centre of the roadway over the river at high-water is 135 feet, so that there is no obstruction to navigation, and the headway at the towers is 119 feet, so that the roadway rises towards the centre about 3 feet 3 inches in 100 feet. The two towers comprise more than 85,000 cubic yards of masonry, and for various purposes 13,670 tons of concrete were used. The work was commenced in January, 1870, and the first wire was carried across on 29th May, 1877. The bridge was opened to the public on the 24th of May, 1883, and the tramway four months later. The bridge was made free for pedestrians in 1891, and in 1894 the tram-car fares were reduced to five cents (2½_d._) for two journeys. In that year, 41,927,122 passengers were carried on the cars. The average number of persons daily crossing the bridge is estimated at about 115,000, although on one day (11th Feb., 1895) as many as 225,645 passengers have been carried on the cars. The cost of the work connected with this great bridge was $15,000,000 (£3,125,000).

In relation to the subject of wide-spanning bridges, the erection has been contemplated of structures which would surpass in magnitude and boldness any of those yet named. Thus, in 1894, the New York Chamber of Commerce proposed to throw across the River Hudson, which washes the western side of New York, a bridge with a clear span of 3,200 feet (six-tenths of a mile), and 500 feet clear height; and the project was declared by an eminent and experienced engineer to be quite feasible.

PLATE XV.

THE BROOKLYN BRIDGE.
]

FIG. 148.—_Newspaper Printing-Room, with Walter Machines._
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PRINTING MACHINES.

A volume might be filled with descriptions of the machines which in every department of industry have taken the place of slow and laborious manual labour. But if even we selected only such machines as from the beautiful mechanical principles involved in their action, or from their effects in cheapening for everybody the necessaries and comforts of life, might be considered of universal interest, the limits of the space we can afford for this class of inventions would be far exceeded. The machines for spinning, for weaving fabrics, for preparing articles of food, are in themselves worthy of attention; then there is a little machine which in almost every household has superseded one of the most primitive kinds of hand-work, and that is the sewing machine. But all these we must pass over, and confine our descriptions of special machines to a class in which the interest is of a still more general and higher character, since their effect in promoting the intellectual progress of mankind is universally acknowledged. We need hardly say that we allude to Printing Presses, and if we add a few lines on printing machines other than those which have given us cheap literature, it is because these other machines also have contributed to the general culture by giving us cheap decorative art, and in their general principles they are so much akin to the former that but little additional description is necessary.

_LETTERPRESS PRINTING._

The manner in which the youthful assistants of printers came to receive their technical appellation of “devils” has been the subject of many ingenious explanations. One of these is to the effect that the earlier productions of the press, having imitated the manuscript characters, the uninitiated supposed the impressions were produced by hand-copying, and in consequence of their rapid production and exact conformity with each other, it was thought that some diabolical agency must have been invoked. Another story relates that one of Caxton’s first assistants was a negro boy, who of course soon became identified in the popular mind with an imp from the nether world. A very innocent explanation is put forward in another tale, relating that one of the first English printers had in his employment a boy of the name of De Ville, or Deville, which name was soon corrupted into the now familiar title, and became the inheritance of this youth’s successors in the craft. Perhaps a more probable and natural explanation might be found in the personal appearance which the apprentices must have presented, with hands, and no doubt faces also, smeared over with the black ink which it was their duty to manipulate. For the ink was formerly always laid upon large round pads or balls of leather, stuffed with wool. When these balls, Fig. 149, which were, perhaps, about 12 in. in diameter, had received a charge of ink, the apprentice dabbed the one against the other, working them with a twisting motion, and after having obtained a uniform distribution of the ink on their surfaces with many dexterous flourishes, he applied them to the face of the types with both hands, until all the letters were completely and evenly charged. The operation was very troublesome, and much practice was required before the necessary skill was obtained, while it was always a most difficult matter to keep the balls in good working condition.

FIG. 149.—_Inking Balls._
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FIG. 150.—_Inking Roller._
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The first important step towards the possibility of a printing machine was made, when for these inking balls was substituted a cylindrical roller, mounted on handles, Fig. 150. The body of the roller is of wood, but it is thickly coated with a composition which unites the qualities of elasticity, softness, and readiness to take up the ink and distribute it evenly over the types. The materials used for this composition are chiefly glue and treacle, and sometimes also tar, isinglass, or other substances. Glycerine and various other materials have also been proposed as suitable ingredients for these composition rollers, but it is doubtful whether the original compound is not as efficacious as any yet tried. The composition is not unlike india-rubber in its appearance and some of its properties. Fig. 150 represents equally the mode in which the roller is applied to the type in hand presses, and that in which it is charged with ink, by being moved backwards and forwards over a smooth table upon which the ink has been spread.

From the time of the first appearance of printing presses in Europe down to almost the beginning of the present century, a period of 350 years, no improvement in the construction appears to have been attempted. They were simply wooden presses with screws, on exactly the same plan as the cheese-presses of the period. Earl Stanhope first, in 1798, made a press entirely of iron, and he provided it with an excellent combination of levers, so that the “platen,” or flat plate which overlies the paper and receives the pressure, is forced down with great power just when the paper comes in contact with the types. Such presses are capable of turning out about 250 impressions per hour, and it should be noted that the very finest book printing is still done by presses upon this principle. One reason is that in such cases, where it is desired to print with the greatest clearness and depth of colour, the ink employed is much thicker, or stiffer, and requires more thorough distribution and application to the type than a machine can effect. Stanhope’s press was not of a kind to meet the desire for rapid production, to which the increasing importance of newspapers gave rise. The first practical success in this direction was achieved by König, who, in 1814, set up for Mr. Walter, the proprietor of the “Times,” two machines, by which that newspaper was printed at the rate of 1,100 impressions per hour, the machinery being driven by steam power.

The “Times” of the 28th November, 1814, in the following words made its readers acquainted with the fact that they had in their hands for the first time a newspaper printed by steam power:

“Our journal of this day presents to the public the practical result of the greatest improvement connected with printing since the discovery of the art itself. The reader of this paragraph now holds in his hand one of many thousand impressions of ‘The Times’ newspaper, which were taken off by a mechanical apparatus. A system of machinery almost organic has been devised and arranged, which, while it relieves the human frame of its most laborious efforts in printing, far exceeds all human powers in rapidity and dispatch. That the magnitude of the invention may be justly appreciated by its effects, we shall inform the public that after the letters are placed by the compositors, and enclosed in what is called the ‘form,’ little more remains for man to do than to attend upon and watch this unconscious agent in its operations. The machine is then merely supplied with paper, itself places the form, inks it, adjusts the paper to the form newly inked, stamps the sheet, and gives it forth to the hands of the attendant, at the same time withdrawing the form for a fresh coat of ink, which itself again distributes, to meet the ensuing sheet now advancing for impression, and the whole of these complicated acts is performed with such a velocity and simultaneousness of movement that no less than 1,100 sheets are impressed in one hour. That the completion of an invention of this kind, not the effect of chance, but the result of mechanical combinations, methodically arranged in the mind of the artist, should be attended with many obstructions and much delay may be readily admitted. Our share in this event has, indeed, only been the application of the discovery, under an agreement with the patentees, to our own particular business; yet few can conceive, even with this limited interest, the various disappointments and deep anxiety to which we have for a long course of time been subjected. Of the person who made the discovery we have little to add. Sir Christopher Wren’s noblest monument is to be found in the building which he erected: so is the best tribute of praise which we are capable of offering to the inventor of the printing machine comprised in the preceding description, which we have feebly sketched, of the powers and utility of his invention. It must suffice to say further, that he is a Saxon by birth, that his name is König, and that the invention has been executed under the direction of his friend and countryman, Bauer.”

FIG. 151.—_Diagram of Cowper and Applegath’s Single Machine._
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Each of the machines erected by König for the “Times” printed only one side of the sheet, so that when they had been half printed by one machine, they had then to be passed through the other, in order to be “perfected,” as it is technically termed. These machines were greatly improved by Messrs. Applegath and Cowper, who contrived also a modification by which the sheets could be perfected in one and the same machine. As the principle of these machines has been followed, with more or less diversity of detail, in most of the printing machines at present in use, it is very desirable to lay that principle clearly before the reader. The diagram, Fig. 151, will make the action of Applegath and Cowper’s single-printing machine easily understood. The type is set up on a flat form, A B, which occupies part of the horizontal table, C D, the rest of which, A C, is the inking table. E is a large cylinder, covered with woollen cloth, which forms the “blanket.” The paper passes round this cylinder, and it is pressed against the form. The small black circles, _f_, _g_, _h_, _k_, _l_, _m_, _n_, represent the rollers for distributing the ink. _f_ is called the _ductor_ roller. This roller, which revolves slowly, is made of metal, and parallel to it is a plate of metal, having a perfectly straight edge, nearly, but not quite, touching the cylinder, and at the other side, as well as at the extremities, bent upwards, so as to form a kind of trough, to contain the ink, as a reservoir. The slow rotation of the ductor conveys the ink to the next roller, which is covered with composition, and being made to move backwards and forwards between the ductor roller and the table at certain intervals, it is termed the _vibrating_ roller. The ink having thus reached the inking-table, is spread evenly thereon by the _distributing rollers_, _h_, _k_, and it is taken up from the inking table, as the latter passes under, by the _inking_ rollers, _l_, _m_, _n_. The table, C D, as a whole is constantly moving right and left in a horizontal direction, so that the form passes alternately under the impression cylinder, E, and the inking rollers, _l_, _m_, _n_. The axles of the inking and distributing rollers are made long and slender, and instead of turning in fixed bearings, they rest in slots or notches, in order that, as the form passes below them, they may be raised, so that they rest on the inking slab, and on the types, only by their own weight. They are placed not quite at right angles to the direction of the table, but a little diagonally. The sliding motion caused by this, helps very much in the uniform spreading of the ink. By these arrangements the form is evenly smeared with ink, since each inking roller passes over it _twice_ before it returns to meet the paper under E.

FIG. 152.—_Diagram of Applegath and Cowper’s Perfecting Machine._
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FIG. 153.—_Cowper’s Double Cylinder Machine._
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Fig. 152 is a similar diagram, to show the action of the double or perfecting printing machine, in which the sheets are printed on both sides. It will be observed that the general arrangement of impression cylinder, rollers, &c., is represented in duplicate, but reversed in direction. There are also two cylinders, B B, the purpose of which, as may be gathered from an inspection of the diagram, is to reverse the sheets of paper, so that after one side has been printed under the cylinder, E´, the blank surface may be turned downward, ready to receive the impression from the form, A B. Fig. 153 gives a view of the Cowper and Applegath double machine, as actually constructed. The man standing up is called the _feeder_ or _layer-on_. He pushes the sheets forward, one by one, towards the tapes, which carry them down the farther side of the more distant cylinder, under which they pass, receiving the impression; and so on in the manner already indicated in the diagram, Fig. 152, until finally they reach a point where, released by the separation of the two sets of tapes, they are received by the _taker-off_ (the boy who is represented seated on the stool), and are placed by him on a table. The bed or table which carries the form moves alternately right and left, impelled by a pinion acting in a rack beneath it, in such a manner that the direction of the table’s motion is changed at the proper moment, while the driving pulley continues to revolve always in the same direction. The movements of the table and of the cylinders are performed in exact harmony with each other, for these pieces are so connected by trains of wheels and rack-work that the sheets of paper may always receive the impression in the proper position as regards the margins, and therefore, when the sheets are printed on both sides, the impressions will be exactly opposite to each other. This gives what is technically called “true register,” and as this cannot be secured unless the paper travels over both cylinders at precisely the same rate, these are finished with great care by turning their surfaces in a lathe to exactly the same diameter. The action of the machine will not be fully understood without a glance at the arrangement of the endless tapes which carry the paper on its journey. The course of these may be followed in Fig. 154, and a simple inspection of the diagram will render a tedious description unnecessary.

FIG. 154.—_Tapes of Cowper’s Machine._
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In Fig. 155 we have a representation of a steam-power printing machine, such as is now very largely used for the ordinary printing of books, newspapers of moderate circulation, hand-bills, &c., and in all the ordinary work of the printing press. In this the table on which the form is placed has a reciprocating motion, but the large cylinder moves continuously always in the same direction. The feeder, or layer-on, places the sheet of paper against certain stops, and at the right moment the sheet is nipped by small steel fingers, and carried forwards to the cylinder, which brings it into contact with the inked type. This is done with much accuracy of register, for the impression cylinders gear in such a manner with the rest of the parts that their revolutions are synchronous. This is a perfecting machine, for the paper, after having received the impression on one side, is carried by tapes round the other cylinder, where it receives the impression on the other side, “set-off sheets” being passed through the press at the same time. The axles of the impression cylinders are mounted at the ends of short rocking beams, by small oscillations of which the cylinders are alternately brought down upon, or lifted off, the form passing below them. A machine of this kind can print 900 impressions per hour, even of good bookwork, and for newspaper or other printing, where less accuracy and finish are required, it may be driven at such a rate as to produce 1,400 perfected impressions per hour.

FIG. 155.—_Messrs. Hopkinson and Cope’s Perfecting Machine._
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The machines used for lithographic printing by steam power are almost identical in their general arrangement with that just described, which may be taken as a representative specimen of the modern printing machine.