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Author Topic: The Snodland Bridge.  (Read 15401 times)

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Offline Bobdonk

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Re: The Snodland Bridge.
« Reply #5 on: March 27, 2013, 11:20:44 »


The project for constructing a bridge over the Medway at Snodland to meet present and future requirements of that particular locality has been advanced a stage recently by means of a competition for a premium of £50, offered by the combined Parish Councils of Snodland, Burham, and Birling, for the "most economical and suitable design and estimate. The proposal is to construct a high-level vehicular bridge, reached on either side by a viaduct, commencing, on the Snodland side, at Holborough-road, and on the Burham side at a spot near the church of that parish. The length of the Snodland approach, or viaduct, would thus be about 1,200ft,, and of the Burham approach about 1,420ft., the actual width of the river to be crossed being 240ft. In the specifications drawn up for the guidance of competitors it was stipulated that the bridge designed should carry a roadway 18ft. wide, with two footpaths, each 6ft. wide, making the total width of the structure 30ft. ; that the bridge over the river should be in one span, giving a clear headway of 75ft. above Trinity high water mark ; and that the gradient of the approaches should not be steeper than 1 in 20. It was further stipulated that the structure should be designed to carry traction engine traffic, the maximum load to pass over the bridge being 15 tons.
The number of designs sent in for the premium offered was thirteen, and the majority of them were found to be of great merit. They were submitted to Mr. De Michele, of Higham, who, acting as judge, awarded the palm to Mr. Henry Woodhouse, of Liverpool. This gentleman's design shows a bridge the feature of originality in which is the the use of arched steel tubes. The central span is supported by four steel tubes 6ft. 6in. in diameter, while the side spans, each 120ft. wide, . are carried by similar tubes 3ft. 6in. in diameter. The tubes, of course, when placed in position, would bo filled with concrete to the necessary height to afford a proper foundation. The side walls, as designed, are of timber, carried by lattice work of steel, while the roadway is of cement concrete, with an asphalt covering. An alternative design for the central span shows a bow-string girder in place of the arched tube. Mr. Woodhouse’s estimate of the cost of the bridge which he has designed amounts to £33,000, irrespective of the price of the land for the approaches. It is hoped, however, that the necessary ground on both sides will be obtained by way of gift. Already the promoters have secured a generous promise from Mr. W. Porter, of the Burham Works, which will cover their requirements on the Burhain side, and it is considered probable that owners on the Snodland side will be found equally willing to display liberality and public spirit in order to secure what would, without doubt, prove to be a very great boon to the neighbourhood. In accordance with the conditions of the competition, when the judge’s award was known, tenders were invited for the construction of the bridge desigued by Mr. Woodhouse. The offers received iu reply showed a wide difference, but in some cases are below the estimate.
Other designs sent in were by Messrs. H. .Rigby and G. E. Montagon, Kapier-yard, Milwall, estimated cost £38,138; Mr. J. R. Robson, 3, Victoria-street, London, and Gravesend, £31,463; Mr. T. W. Barber, 165, Queen Victoria-street, London (two designs), £48,000 and £14,000 ; Mr. H. N. Maynard, 13, Victoria-street, London, £34,805; Mr. J. J. Webster, 39, Victoria-street, London, £32,023 ; and Messrs. R. T. Bennett and W. W. Preece, of the Engineers’ Department, Great Northern Railway, £67,787. In the following cases the assumed names or mottoes of the competitors only have transpired:—Alpha, £30,523; Nodlands, £93,717 ; Jessamine (two designs), £109,898 and £75,016; Cantilever, £23,690; Experience, £50,140; aud Strength and Economy, £36,953. In many cases the principle of the specimen design prepared by Mr. Lambert, engineer to Mr. H. Peters, C.C., has been followed by the competitors. The exceptions include Messrs. Rigby and Montagon, whose design is certainly the most elaborate of the whole set. It shows a bridge of the suspension type, supported by lattice or Double-Warren type girders. The design placed second in the competition was that sent in under the motto “ Experience.” The bridge designed by Mr. Robson is of brickwork, with a central span of steel, the design of “Jessamine” being of a similar, but much heavier description. The alternative plan submitted by Mr. Barber shows a telescopic bridge 20ft. above Trinity high water mark, the design being similar to that awarded the prize in the case of Queensferry Bridge, Chester. The river span is in halves, which telescope on wheels, or rolls, within the fixed portions of the structure, by means of machinery moved by hydraulic power. The length of the approaches to this bridge would, of course, be proportionate to its height. It may be added that the decision of Mr. De Michele in awarding- the premium to Mr. Woodhouse has been adversely criticised by engineers.
As to’ the question of ways and means, we are informed that the Bridge Wardens of Rochester have promised a grant of £12,000 towards the cost of the scheme on certain conditions, and the County Council is to be appealed to for the balance of the necessary money. The promoters, if the County Council grant their application, would probably agree to the imposition of atoll on traffic passing over the proposed bridge, until such time as the money which it would be necessary to borrow to carry out the project is repaid. The matter will come before the Bridges and Roads Committee of the Council on the 22nd inst., when, in all probability the following will form a deputation to that body in support of the scheme :—Mr. H. Peters, C.O., Colonel Holland, C.C., Mr. W. Porter, the Hon. E. V. Bligh, the Hon. R. P. Nevill, Mr. G. Phillips (Chairman of the Mailing District Council), Mr. G. Corney, Mr. Woodburn, Mr. Lambert, and Mr. Mills. On the same day the Bridges and Roads Committee will also consider the alternative project for a bridge at Hailing, towards which the Rochester Bridge Wardens have likewise promised a grant of £12,000, while public-spirited gentlemen in the neighbourhood have offered liberal assistance in regard to land, &c.

Offline Sentinel S4

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Re: The Snodland Bridge.
« Reply #4 on: March 27, 2013, 09:27:02 »
What happened to this wonderful bridge?

A day without learning something is a day lost and my brain is hungry. Feed me please.

Offline Bryn Clinch

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Re: The Snodland Bridge.
« Reply #3 on: March 27, 2013, 08:39:36 »
As has been stated many times previously, "you learn something everyday on the Forum". Today it`s a new word for me - "Premiated". The spell checker failed, but it`s in the dictionary. I wonder how many other members are checking on this one which, at first glance, appears to be a spelling error.

Offline stewyrey

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Re: The Snodland Bridge.
« Reply #2 on: March 27, 2013, 01:15:19 »
THE ENGINEER.                                                                                              OCT. 9, 1896


   THE engravings we now publish illustrating this bridge show a unique design on a new line of bridge construction with arched steel tubes; these are very tight and at the same time very strong, and will, it is expected, give a pleasing structure, to meet the principal requirements of the Kent Council, viz., economy, strength, and symmetry. As several roads, besides a railway and the river, had to be crossed, it was found that uniform spans of 120ft. would come in best for the roads and with regard to the cost, as few piers as possible being used. The total length of the bridge and approaches is about 4826ft.-over four-fifths of a mile-at an average of £20 a yard, run in cost, which is remarkably cheap. The length of the steel viaducts and bridge, which rises to a height of 75ft. clear above Trinity high-water mark, is 2645ft. and the weight of the whole steel work, including piers, foundations and flooring, is only 1600 tons, being only 12 • 21 cwt. per foot run; this fully demonstrates the lightness of the structure.
   The formation of the bridge and viaduct is as follows: One centre span over the river Medway, 240ft. clear; eight 120ft. spans on the Snodland approach, ten 120ft. spans on the Burham approach and three small making-up spans of lattice girders at this end. The arched steel tubes in the 240ft. span are 3ft. in diameter, and in the 120ft. spans 2ft. in diameter. Tee verticals, diagonally braced, carry a Light web girder, running from one end of the whole viaduct to the other, over and supported by the arched tubes. These girders carry the steel trough flooring between them, and also carry the lattice brackets, which support the side walks and railing. There are no cross girders to carry the flooring, but the tubes are braced together by light lattice girders and diagonal ties. The trough flooring is filled with cement concrete, and asphalted over to form the road. The side walks are of timber, and a light ornamental steel railing runs from end to end continuously on both sides.
   There are two sets of staircases from the roads which pass under the bridge, on either side of the Snodland railway station, which save a long detour. The piers are constructed of steel tubes filled with concrete to a certain height . Those carrying the 240ft. span on each side of the river are 6ft. 6in. in diameter, and those carrying the 120ft. spans are 3ft. 6in. in diameter, in pairs well braced together. The depth of the foundations varies from l0ft. to 27ft. Other details will be readily gathered from the engravings.
   It is the premiated design made by Mr. Henry Woodhouse, M.I .C.E., of Liverpool.



Offline stewyrey

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The Snodland Bridge.
« Reply #1 on: March 27, 2013, 01:06:21 »
If only.


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