The mechanical arrangement of the Saltash truss is similar to that of the one at Chepstow.[110] The tube, resting on standards, the railway pa.s.sing beneath, the suspension chains hung from either side of the tube, the upright standards, and the diagonal bracing are common to the two structures.

The difference in the form of the two trusses is princ.i.p.ally the result of the difference in the circ.u.mstances attending the construction of the bridges at Chepstow and Saltash. The design of the Chepstow truss was chiefly determined by the necessity of lifting up the separate parts of it under conditions of peculiar difficulty; while at Saltash the mode of floating and lifting the superstructure had great influence in the preparation of the design.

On Plate V. (p. 218) is given an elevation of one span of the Saltash bridge, and a general elevation on a smaller scale of the whole bridge.

The total weight of wrought ironwork in the superstructure of each span is 1,060 tons.[111]

The trusses at Saltash were not lifted in parts, as at Chepstow; for, as the river was divided by the centre pier into two openings, one of them could be left clear for the navigation, and each truss, with its roadway girders attached, could be raised to its position slowly and in one piece. The trusses were constructed parallel to the river on the Devonshire side, close to the site of the bridge. When the truss for the Cornwall or western span was completed, temporary piers were erected to support the ends, and the scaffolding having been removed, the roadway was loaded with 1,190 tons, uniformly distributed.[112]

This test having proved satisfactory, preparations were made for floating the truss. Docks were made underneath it near the two ends, and in each of these docks two iron pontoons were placed. Valves were then opened to admit water, and the pontoons were allowed to sink on timbers prepared to receive them.

Upon each pair of pontoons was erected an elaborate framework of timber to carry the weight of half the truss, or between 500 and 600 tons. The framework consisted of stout timber props, some of them 40 feet long, extending from the pontoon to the arched tube, and was attached to the tube by iron suspension rods, so that when the operation of floating was completed, the pontoons would be free to pa.s.s from underneath the truss.

Mr. Brunel had previously taken part in operations of this nature. When Mr. Robert Stephenson was about to undertake the floating of the tubes of the Conway and Britannia bridges, he asked his friends Mr. Brunel and Mr. Locke to give him their a.s.sistance. They were present at all, or nearly all, these difficult operations, and Mr. Brunel had an active share in the work, especially in the floating of the first Conway tube.

By Mr. Brunel's advice Mr. Stephenson had obtained the services of Captain Claxton to superintend the nautical part of the work; and Captain Claxton was, as a matter of course, with Mr. Brunel in a similar capacity at Chepstow and Saltash.

At Saltash fortunately there was not so swift a tide as there had been at the Britannia and Conway floatings.

In order to haul the truss out, warps were laid from the pontoons to a gun-brig hulk near the centre pier, and to a barge higher up the river.

On this barge were also placed ready for use the ends of four warps, leading to capstans and crabs on board vessels moored at various points.

To keep the truss from being drifted up or down the river while being moved out, radius lines were laid from the pontoons to moorings, with arrangements for hauling in on them if required.

In order to ensure his directions being clearly understood and promptly attended to, Mr. Brunel a.s.sembled a number of his a.s.sistants, one of whom was placed as 'Captain' in each of the vessels containing the hauling capstans, to superintend the men, and to execute orders. These orders were given by signals.

It was most important that the attention of the captain should not be diverted by looking out for the signals, and that there should be no chance of a signal not being seen by him because he was attending to some other of his duties. There was, therefore, in each vessel an a.s.sistant whose sole duty it was to watch for the signals, to give the appropriate interpretation to the captain, and to acknowledge the signal by a flag corresponding to that by which it was given.

Mr. Brunel directed the operations from a platform in the centre of the truss. The signals were given from a smaller platform immediately above, and were made by red and white flags, held in front of black boards, which were turned towards the vessel signalled to. Printed papers containing instructions were distributed to all engaged; the signalling was carefully rehea.r.s.ed, as also was every other part of the operations which could be tried beforehand.

September 1, 1857, was the day fixed for the floating. During the morning, the men, about 500 in number, a.s.sembled at their stations on the vessels and pontoons. Captain Claxton had command of the arrangements afloat, and as a reserve force to act in any emergency several boats were lent from H.M.S. 'Ajax' and the Dockyard. With Mr.

Brunel were Mr. Brereton and Captain Harrison, the commander of the 'Great Eastern.' Mr. Robert Stephenson was expected, but a serious attack of illness prevented him from being present.

At about one o'clock in the afternoon signals from the tops of the temporary piers on which the truss rested, showed that the ends had been lifted three inches clear. Mr. Brunel then gave the signal for the men in the pontoons to haul on the warps, and the great structure glided slowly out to the centre of the river. A pause was then made, while the warps which were to swing the truss round into its place were being attached to the pontoon which was farthest from the centre pier. When this was done, the different ropes were hauled upon in obedience to signals, so as to keep the other pontoon close to the centre pier, upon which, as a pivot, the truss swung round in a quarter circle till it occupied the whole of the western half of the river, and was brought close to its appointed resting-place. It was finally adjusted to its exact position by strong tackles attached to the piers. Water was then admitted into the pontoons; and, as the tide fell, they were allowed to drift away, leaving the truss resting on the piers, the roadway girders being but a few feet above the water.

The whole operation was conducted with the most perfect order and regularity. The beauty of the scenery and the changing effect produced by the truss in the various positions it a.s.sumed as it was being moved forward and swung round into its place, rendered the operation as interesting to the spectators as its results were satisfactory to Mr.

Brunel and to those who a.s.sisted him.[113]

In the task of lifting the truss, as well as in that of floating it, Mr.

Brunel had the great advantage of the experience gained at the Britannia Bridge. There the piers were built first, and the tubes hauled up with link chains by hydraulic presses placed on the tops of the towers. The design of the piers at Saltash did not allow of this plan being adopted, and they were built up under the truss as it was lifted. Under each end of the truss were three hydraulic presses; the two outside presses combined, or the middle one by itself, were sufficient to lift the weight. Mr. Brunel had also at first intended to have strong screw-jacks, which were to be kept screwed up underneath the truss, and so to support the weight, if by any accident the presses failed. A modification of this plan was adopted; the rams of the presses had a screw thread cut on them, and a large nut on each was kept screwed up hard against the top of the press as the ram emerged from it. As an additional precaution, timber packing, in thin layers, was placed in the s.p.a.ce between the completed portion of the pier and the end of the truss as it was lifted. Great care was thus taken to guard against any mishap.

The tube was lifted 3 feet at a time at each end. The operation went on slowly, in order to allow the masonry of the land pier to set after it had been built up underneath the truss. The work was carried on with great system and care under the immediate superintendence of Mr.

Brereton. Mr. Brunel was only able to be present during one of the lifting operations, as he was then engaged in the launch of the 'Great Eastern.'

By July 1858, the first truss had been lifted to its full height, and the second truss was ready for floating. The arrangements were generally similar to those on the previous occasion; the course, however, to be traversed by the pontoons was more intricate than on the previous occasion, as the land pier on the Devonshire side of the river, over which the first truss had pa.s.sed, had been built up to receive the end of the second.

This truss had, therefore, to be moved first outwards till the pontoons were clear of the docks, then it had to move endways up the river, and to swing round into position. Mr. Brunel was obliged to remain abroad from ill-health, and Mr. Brereton conducted the operations. Although the weather was not favourable, and the wind high, the truss was safely landed on the piers; and was afterwards raised in the same manner as the first one.[114]

The general elevation, Plate V., shows the proportions of the bridge. On the Devonshire side, the side spans pa.s.s over fields, and on the Cornwall side over the town of Saltash.

The general effect of the bridge is in no way heightened by an expenditure of money on architectural ornament; for, with the exception of a few unimportant mouldings, the bridge is absolutely unadorned. The total cost was 225,000_l._--a very moderate expenditure, especially when the difficult work at the centre pier is taken into account. This result is due not only to the careful manner in which all the details of the design were prepared, but also to the great attention given throughout to the construction.

His Royal Highness the Prince Consort, as Lord Warden of the Stannaries, permitted the bridge to be called the Royal Albert Bridge, and consented to open it in person. The ceremony was performed on May 3, 1859. Mr.

Brunel was compelled to be absent on the Continent, for the sake of his health, and was represented on the occasion by Mr. Brereton.

After Mr. Brunel's return to England, he paid a hurried visit to the Cornwall Railway, and, for the first and last time, saw in its completed state the great work on which he had expended so much thought and care.

NOTE, (pp. 182, 194, 209).

_Experiments on Matters connected with Bridge Construction._

No account of the structures designed by Mr. Brunel would be complete without a reference to the elaborate care he always took, wherever it was practicable, to satisfy himself by experiment of the qualities of the materials employed, and of the correctness of the principles followed. It would not here be possible to give a detailed record of all his experiments, but an account of some of the methods employed by him will be interesting.

Some of the larger of Mr. Brunel's experiments on cast and wrought-iron girders have already been mentioned.[115] He scarcely ever made any large girder or framework without having it fully tested, and he made extensive and elaborate experiments, most of them on a very large scale, on the strength of some of the materials and component parts of his different structures.

Among the large scale experiments tried by Mr. Brunel, were those on the compressive strength of yellow pine-timber, which were made at Bristol in 1846, and were on specimens from 10 to 40 feet in length, and from 6 to 15 inches square. A framework of four upright pieces of whole timber, nearly 50 feet high, contained four strong bars of wrought iron, placed vertically, and attached at their lower ends to the cylinder of a hydraulic press. Along these bars, a casting could be moved, and fastened at different heights by keys, in such a manner as to have its under-surface, which was planed, perfectly horizontal. The ends of a specimen having been made exactly square to its length, it was put in this apparatus, with the upper end bearing against the lower surface of the movable casting, and the lower end resting on the top-surface of the ram of the hydraulic press, which was also planed and adjusted so as to be horizontal. The keys, which attached the movable casting to the bars, were now driven tight, and the pump of the press worked, weights being placed on the end of the lever, to correspond with increments of pressure on the ram. These weights were added gradually, until the specimen gave way. The accuracy of this mode of measuring the pressure was tested by direct loading of the ram with rails, which was repeated several times during the course of the experiments, so as to guard against any change in the amount of friction of the press. For each increment of weight, the compression of the specimen was measured on its four faces, and its deflection, or amount of bending, on two adjacent faces. The transverse stiffness of long specimens was also tried, by supporting them at each end, and loading them in the middle. The deflection in the middle thus observed corresponded very closely with what might have been expected from the observations on the direct compression; and from the constants so obtained, the strength of those specimens, whose length was very great as compared with their transverse dimensions, could be obtained by Euler's theory, but for the stouter specimens the strength per square inch was found to be nearly constant.

From these experiments, a complete practical knowledge of the properties of yellow pine timber, when subjected to end pressures, was obtained, knowledge new at the time, and almost essential to Mr. Brunel in designing the many viaducts which he afterwards constructed.

Mr. Brunel also made experiments on the strength of pine timber when exposed to pressure on the side or at right angles to the fibre. By this means he determined the area which it was desirable to provide for the washers of bolts, and the weight which might safely be placed on transverse timbers or sills of viaducts.

Mr. Brunel's experiments on riveting were also important. Most of these were made with specimens 20 inches wide, and half an inch thick. They were compared with specimens of solid iron, of the same quality and thickness as the riveted specimens, and also the same width minus the rivet holes, so as to have equal efficient sectional areas. Double covering plates and double riveting were used in all cases, the variation being in the widths of the covering plates, and the number and arrangement of the rivets. The experiments were continued until thirty in all had been made, and the strongest form of joint was considered to have been arrived at.

In connection with the lifting of the parts of the Chepstow Bridge, an elaborate series of experiments was made on ropes, chains, and wire-rope, so as to ascertain which of these it was desirable to employ, as possessing the greatest advantages. The experiments made were of two kinds, one to determine the absolute strength of the specimen when subjected to a straight pull, and the other to observe what took place when it was worked over a sheave. In the first set the specimen was held at each end in the jaws of a pair of wrought-iron clamps, which were tightened up by means of screws. One of the clamps was attached to a fixed beam, and from the other was suspended a large cylindrical tank, which was gradually filled with water until the specimen gave way, the breaking strain being the weight of the tank and water. This weight was ascertained by actual weighing with a steelyard when the water in the tank was at different heights. Observations on the extension, shrinkage of the circ.u.mference, and change in the pitch of the spiral of the rope were made with different loads, and the strength of a sufficient number of the yarns of which the rope was composed was tried to ascertain the loss of strength by combining the yarns into a rope. In the second set the specimen, clamped as before, was pa.s.sed over a sheave, the axle of which rolled horizontally on planed cast-iron plates, in order to diminish friction. To each clamp was attached a cylindrical iron tank.

Water being admitted to the highest tank until downward motion commenced, its influx was stopped, and the tank descended, the other one rising. Water was then admitted to the now highest tank until motion again commenced, and this process was repeated until the specimen gave way, the tanks getting fuller of water at each movement, at which times the difference of weight of the two tanks was observed. This, minus the slight friction of the apparatus, represented the rigidity of the rope.

The extensions were observed as in the first set of experiments.

The specimens consisted of hemp, manilla, shroud laid and hawser laid ropes, from 8 to 10 inches in circ.u.mference, round and flat wire ropes, and chains of different sizes of about the same strength as the ropes.

The sheaves also were of different diameters. These experiments resulted in Mr. Brunel deciding to use chains for lifting the bridge, and this mainly from the circ.u.mstance that chains work more satisfactorily over a sheave than either hemp or wire ropes.

Some small scale experiments made by Mr. Brunel are deserving of notice.

These were made to verify calculations on the longitudinal girders of the Chepstow truss, which are virtually continuous beams of five unequal spans. It was desirable to test the results of a.n.a.lysis by experiment, in order to be a.s.sured that no errors had been committed in its application. Mr. Brunel accordingly devised the following simple form of experiment for this purpose. A deal rod, exactly half an inch square and 38 feet long, quite free from knots, was supported on props of equal height, above the perfectly horizontal and planed surface of a large beam of timber. The props were placed so as to correspond relatively to the actual spans, and the rod was loaded uniformly by means of a chain.

It was thus bent into an elastic curve, the ordinates of which were very carefully measured, at every foot along the length, by a finely divided scale and magnifier. The pressure on each prop was also determined, by removing any particular one, and suspending the point of the rod immediately over it to a steel-yard, the weight being observed when the point of the rod was exactly at the same level as before the prop was removed. The obvious condition, that the sum of the pressures on the props should be equal to the weight of the rod and its load, furnished a satisfactory means of testing the results of these weighings. The rod being turned over on each of its four sides, the experiments were repeated, and the average taken, in order to eliminate the effects of initial curvature, or of unequal elasticity. Diagrams of the elastic curves were then made, showing the correspondence of theory with experiment, and this was so close as to leave no doubt that a true knowledge of the nature of the strains had been arrived at. One of these diagrams is given by Mr. Edwin Clark in his work on the 'Britannia and Conway Tubular Bridges,' vol. i. p. 462.

By modifications of the plan Mr. Brunel adopted in this experiment, the strains on continuous beams of varying section may be ascertained with considerable accuracy.

CHAPTER VIII.

_STEAM NAVIGATION. THE 'GREAT WESTERN' STEAM-SHIP._