ICE Virtual Library : Journals : Life of Telford

Life of Telford

E-ISSN: 7277-3502

Volume 1, Issue 1838, January 1838

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LLYNNON (WATERLOO) BRIDGE, BETTWS Y COED.
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- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34620
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LIFE OF THOMAS TELFORD, CIVIL ENGINEER: PREFACE.
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- pp. i–xxiv
- Authors: T TELFORD; J RICKMAN
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34551
- LIFE OP THOMAS TELFORD, CIVIL ENGINEER, WRITTEN BY HIMSELF ; CONTAINING A DESCRIPTIVE OF HIS NARRATIVE PROFESSIONAL LABOURS : WITH A FOLIO ATLAS OF COPPER PLATES. EDITED BY JOHN RICKMAN, ONE OF HIS EXECUTORS; WITH A PREFACE, SUPPLEMENT, ANNOTATIONS, AND INDEX. LONDON: PRINTED BY JAMES AND LUKE G. HANSARD AND SONS, NEAR LINCOLN'S-INNFIELDS __________ AND SOLD BY PAYNE AND FOSS, 81, PALL MALL. 1838. PREFACE. MORE than three years having elapsed since the death of Mr. Telford, in the beginning of September 1834, the first care of the Editor must be to explain the cause of delay in the appearance of this volume, especially as it is known to many that Mr...
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DESCRIPTIVE NARRATIVE OF THE WORKS OF THOMAS TELFORD.
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- pp. 1–20
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34552
- DESCRIPTIVE NARRATIVE THE WORKS OF THOMAS TELFORD. HAVING for more than half a century been constantly employed in planning and conducting works of greater variety and magnitude than fall to the share of most men of my profession, I feel it as a duty incumbent on me to bequeath to posterity a connected description of these operations; for although they have been from time to time recorded in Reports to Parliament, to public bodies, and joint-stock companies, yet this having been done occasionally during a long series of years, it now becomes necessary, in order to render my experience generally useful, that a careful selection be made from the formidable mass which has unavoidably accumulated, so as to afford details of practical operations; thus composing a work, partly historical and partly descriptive, illustrated with numerous drawings and plans, wherever such assistance appears to be necessary or useful...
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POLISH ROAD
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- pp. 10
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34621
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DESCRIPTIVE NARRATIVE OF THE WORKS OF THOMAS TELFORD.
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- pp. 20–33
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34553
- 20 AND IN THE ARSENAL AND DOCK-YARD AT PORTSMOUTH. This house was designed by Samuel Wyat, one of a numerous family of architects; he also built it by contract, and my superintendence afforded me experience in house-building of a higher class and on a greater scale than previously had been entrusted to me. [See Plate, No. 2] During the three years-that I attended the building of the Commissioner's house, and of a new chapel for the Dock-yard, I had an opportunity of observing the various operations necessary in the foundations and construction of graving docks, wharf-walls, and similar works, which afterwards became my chief occupation...
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MONTFORD BRIDGE.
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- pp. 27–28
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34554
- MONTFORD BRIDGE. 27 I now became regularly employed as the surveyor of an extensive county, which from its being intersected by one of the most considerable rivers in the Kingdom, with sundry inferior streams falling into it; the bridges required for the intercourse of a populous vicinity, are numerous, and their maintenance requires a considerable levy of county rates, although the greater proportion of them being over the secondary streams, are of moderate dimensions : but the rebuilding of a Severn bridge is an important and expensive undertaking. The first of these, of which, as county surveyor, it became my duty to furnish a plan, and afterwards to superintend the execution, was across the River Severn, at Montford, about four miles west of Shrewsbury, on the road to North Wales...
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BUILDWAS BRIDGE.
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- pp. 28–30
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34557
- 28 BUILDWAS BRIDGE. rendered sufficiently secure. The whole is built of red sandstone, procured from Nessliffe-hill, about four miles distant; it cost .5,800. The contractors, Messrs. Carline and Tilley, being experienced workmen, it has proved a substantial edifice, having been completed upwards of forty years, and remaining quite perfect. Mr. Matthew Davidson was resident superintendent, and (as ever afterwards) well performed his duty. [See Plate 5.] The next Severn bridge, rebuilt at the expense of the county, is situated about ten miles below Shrewsbury, at Buildwas, on a road leading to Wenlock...
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BEWDLEY BRIDGE.
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- pp. 30–31
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34555
- 30 BEWDLEY BRIDGE. side of the bridge, springing lower than the former, and also rising higher, indeed, to the top of the parapet railing, thus introducing more of the principle of timber trussing than of masonry. Each of the main ribs of the flat arch consists of three pieces, and at each junction they were secured by a grated plate, which connects all the parallel ribs together into one frame; the back of each abutment is in a wedgeshape, so as to throw off laterally much of the pressure of the earth ; under the bridge is a towing-path on each side of the, river...
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BUILDWAS BRIDGE.
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- pp. 30
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34622
- 30 BEWDLEY BRIDGE. side of the bridge, springing lower than the former, and also rising higher, indeed, to the top of the parapet railing, thus introducing more of the principle of timber trussing than of masonry. Each of the main ribs of the flat arch consists of three pieces, and at each junction they were secured by a grated plate, which connects all the parallel ribs together into one frame; the back of each abutment is in a wedgeshape, so as to throw off laterally much of the pressure of the earth ; under the bridge is a towing-path on each side of the, river...
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TONGUELAND BRIDGE.
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- pp. 31–32
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34556
- TONGUELAND BRIDGE, SCOTLAND. 31 procured on the banks of the river, a few miles above the town ; under these favourable circumstances, I formed a plan of a stone bridge of three river arches, with land arches on the flat ground, for outlet of flood-water ; the main arches were two of 52 feet and one of 60 feet; the breadth across the soffit is 28 feet; the land arches are nine feet span. Mr. John Simpson, of Shrewsbury, an eminent mason, built this bridge by contract; it was completed in 1798, and remains in a perfect state...
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BRIDGENORTH CHURCH.
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- pp. 32–33
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34558
- 32 CHURCH AT BRIDGENORTH. spaces are arched openings for occasional examination and repair (if ever it become necessary). I have ever since practised this mode, in order to lessen the weight incumbent upon large arches, and the pressure outward against high wing walls and spandrills; whereas formerly they were filled with soft spongy earth or clay, in consequence of which, at the bridge originally built over the North-Loch at Edinburgh (and also at other places), the side walls have been pressed outwards and actually thrown down. The external elevation of Tongueland Bridge is turreted and embattled...
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THE ELLESMERE CANAL.
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- pp. 33–49
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34559
- CANAL NAVIGATION--THE ELLEMERE CANAL. 33 extreme length of the church is 134 feet, the breadth 67 feet, and the height of tower 115 feet. The total cost .6827. 11. 9. [See Plate 9.] The banks of the River Severn at Bridgenorth, are generally precipitous and thickly clothed with trees, at intervals mixed with projecting rocks ; one part of the town occupying the lofty ridge, while another part stands on flat ground on the opposite side of the river; altogether producing a very striking effect...
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THE CALEDONIAN CANAL.
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- pp. 49–67
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34560
- ELLESMERE CANAL-TESTIMONIAL. 49 EXEMPTIONS. Dung, soil, marl, ashes or other manure, lime used in the lands, through which the canal passes ; but these exempted, articles are not to pass any lock unless the water is flowing over the waste weirs. The expense of haulage, or conveyance, on this canal, including boat, horses and mentis, upon an average, one-halfpenny per ton per mile ; say 10 d. per boat-load of 20 tons for each mile, exclusive of canal dues...
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THE GLASGOW, PAISLEY AND ARDROSSAN CANAL.
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- pp. 67–70
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34550
- GLASGOW, PAISLEY AND ARDROSSAN CANAL. 67 Thus the expense incurred in mating the Caledonian Canal became of no avail ; a trifling national detriment, indeed, compared to the vast damage inflicted by the compulsory substitution of bad timber in place of good timber for all the many purposes to which deal-balk is convertible. The separation of Canada from the mother country may perhaps hereafter remedy this evil. THE GLASGOW, PAISLEY AND ARDROSSAN CANAL. In the year 1804, after making arrangements for the progress of the Caledonian Canal, I was requested by the Earl of Eglinton, and others, to examine a project for making a canal from the city of Glasgow to Saltcoats, on the northern shore of the Bay of Ayrshire (and eventually to Ardrossan), passing near the manufacturing town of Paisley; the promoters of this scheme haying observed that from Glasgow to Port Glasgow and Greenock, the river Clyde was so shallow as to oblige large vessels to tranship into lighters their cargoes 20 miles below the city...
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RIVER WEAVER NAVIGATION, BETWEEN NORTHWICH AND RUNCORN, IN THE COUNTY OF CHESTER.
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- pp. 70–74
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34561
- 70 RIVER WEAVER NAVIGATION. received opinion respecting the motion of loaded boats upon canals; that is to say, he discovered and proved experimentally, that with increase of speed the proportion of resistance is not increased, but diminished; so that a loaded boat, moving with a velocity of ten miles per hour, requires less tractive force than, the same boat moving at the rate of five miles ;* this fact, well established, has enabled Mr. Houston, for several years past, to work passage-boats between Glasgow and Paisley with advantages much beyond the slow pace formerly in use; but while this new mode of conveyance was proceeding successfully and profitably, and was adopted on other canals, an equally unexpected discovery came into competition; that is, by running locomotive steamcarriages upon the turnpike-road between Glasgow and Paisley, and so conveying passengers in as short a time, and at a cheaper rate, than even the before-mentioned rapid passage-boats on the canal...
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HARECASTLE TUNNEL.
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- pp. 75–78
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34562
- HARDCASTLE TUNNEL. 75 HARDCASTLE TUNNEL. [Plate 25.] Upon the Trent and Mersey Canal, which is in the vicinity of the last-mentioned navigation, a work of considerable magnitude was, about this time, entrusted to .my direction. On the summit of the canal it is well known that the celebrated James Brindley in forming the Trent and Mersey Canal, found it expedient to construct a tunnel through Harecastle Hill for a distance of 2,888 yards, at 197 feet perpendicular, under the highest surface of the hill...
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THE MACCLESFIELD CANAL.
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- pp. 78–80
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34563
- 78 MACCLESFIELD CANAL The effect of the new tunnel may best be described by an anecdote ; on occasion of my survey in 1829, a boatman, coming out of it, was asked for his observations and opinion; his reply was, ' That he only ' wished it reached all the way to Manchester.' The expense of all the operations connected with this work, and of the tunnel itself, including a small heading driven through the bill, laying 61/2 miles of railway, sinking and bricking 15 pits or shafts, excavating the space for, and constructing the centering and tunnelling, pumping water and completing the entrances, altogether cost ...
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THE BIRMINGHAM CANAL.
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- pp. 80–86
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34564
- 80 BIRMINGHAM CANAL and for both there is an abundant supply from the continuousrange of hills above Macclesfield part of the canal; which canal is 16 feet wide at the bottom and 32 feet at the suraface of the water ; it is 5 feet 4 inches deep, and the dimensions of the locks are 84 feet in length, and 7 feet 6 inches breadth In passing along the skirts of a mountainous country, and preserving therein the proper levels this canal crosses several deep ravines, which require formidable embankments ; these are ten in number from 31 to 80 feet high, with corresponding aqueducts; one of these is of castiron...
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BIRMINGHAM AND LIVERPOOL JUNCTION CANAL.
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- pp. 86–91
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34565
- 86 BIRMINGHAM AND LIVERPOOL JUNCTION CANAL. and ingenious inhabitants; and the result proves that, where business is extensive, liberal expense of this kind is true economy. Thus, from the canal office and wharfs in Birmingham (the centre of English inland navigation), this canal, for the space of seven miles, Is rendered worthy of its position, and a specimen of perfect canal navigation.* BIRMINGHAM AND LIVERPOOL JUNCTION CANAL. [See Plate 10] The project for this canal originated in the year 1835, when a boundless rage for speculation had seized upon every object which ingenuity or invention could suggest; and as the price of iron was depressed, the iron-masters, to promote the consumption of that material, encouraged the construction of railways in sundry directions, the most important of which was a proposed line from Liverpool, through Birmingham, to London, all physical obstructions being forgotten or overlooked amid the splendour of this gigantic undertaking...
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DRAINAGE OF THE FEN COUNTRY, AND ESPECIALLY OF THE BEDFORD LEVEL.
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- pp. 91–123
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34566
- DRAINAGE OF THE FEN DISTRICT. 91 similar works, that to the height of 10 or 12 feet, it was found by experience, Cheshire marle retains its shape sufficiently well; but when the height required amounts to 50,60 or 70 feet, no estimate can safely be made, and the enterprise ought not to be hazarded. DRAINAGE OF THE FEN COXTNTRY, AND ESPECIALLY OF THE BEDFORD LEVEL. [See Plate 32.] Having for ten years been employed upon sundry improvements in the drainage and navigation of the great Fen Level, in the counties of Cambridge, Norfolk and Lincoln, I have now to give a general description of the former and present state of this singularly interesting district...
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ABERDEEN HARBOUR.
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- pp. 123–140
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34567
- ABERDEEN HARBOUR. 123 liberal conduct of the Duke of Bedford, and his agents, Mr. Tycho Wing and Mr. William Adam, who had the sole management.* OF HARBOURS. Connected with the improvement of river outfalls, are such improvements of harbours in the estuaries of rivers as have been made from plans furnished by me, and executed under my directions. Of these, two of considerable importance are on the east coast of Scotland; one at the city of Aberdeen, the other at the town of Dundee; and as I was first employed at Aberdeen, I shall begin with that harbour accordingly...
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DUNDEE HARBOUR.
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- pp. 141–146
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34568
- DUNDEE HARBOUR. DUNDEE HARBOUR. 141 [See Plates 38,39.] The town of Dundee is situated on the east coast of Scotland, in 56 27' north latitude, and 3 west longitude, and on the north side of the Tay estuary, which is there nearly two miles wide. About three miles below the town the estuary is contracted to half that breadth, and thence widens, until, at seven miles distance from this narrowed gorge, it is terminated, at the northern extremity of the Bay of St...
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TAY FERRIES AT DUNDEE.
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- pp. 147–148
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34569
- TAY FERRIES AT DUNDEE. 147 TAY FERRIES AT DUHDEE. [See Plate 38.] In the intercourse between Edinburgh and the towns on the east coast, it has always been desirable to traverse in a direct line the county of Fife to Dundee, instead of the circuit by way of the Queensferry and Perth, thereby to effect a saving of 25 miles; but in the direct line two ferries intervene, the one of seven, miles, the other nearly two miles across, and the passage of these by sailing-boats was tedious, and not unfrequently dangerous ; but since steam-boats have been in use, and suitable landing-piers constructed, the chief obstacles have disappeared...
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ST. KATHARINE DOCKS.
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- pp. 148–159
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34570
- 148 ST. KATHARINE DOCKS. parapet and raised footpath, has a paved slip for carriages and cattle, 30 feet wide, and it is furnished with arched passages near its foot for the flux and reflux of the tide, so as effectually to scour the back of the protecting pier of the western harbour. On the south side are two connected slips, with a protecting wall between them, thus sheltering the boats and the embarkation in all winds, and in every state of the tide. These piers, with their slopes or slips, were built under the superintendence of Mr...
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THE GOTHA CANAL, IN SWEDEN.
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- pp. 159–162
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34571
- GOTHA CANAL IS SWEDEN. 159 the St. Katharine Docks, where his dexterity as a mechanic, and fertility of resource, overcame every obstacle in constructing cofferdams under a lateral pressure of 40 feet of water; and the water-tight security of the wharf-wall foundations, as well as the perfect accuracy of the locks, their sills, gates and bridges, afford especial evidence of his superior skill and unremitting attention. THE GOTHA CANAL IN SWEDEN. [See Plate 43.] From information furnished by my late friend, Count Platen (by whose death, while Viceroy of Norway, the kingdom of Sweden has sustained a serious loss), I was enabled to give to the Edinburgh Encyclopedia an historical account of the inland navigation of Sweden...
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HIGHLAND ROADS AND BRIDGES.
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- pp. 162–171
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34572
- 162 HIGHLAND ROADS AND BRIDGES. he carried with him an experienced mechanic, to take charge of an iron foundry which was to be established on the line of the canal at Motala. From this time, indeed from 1813 to 1829, the Count sent me at least once every year a detailed statement of the canal operations ; and he uniformly behaved with attention and kindness to the British workmen whom I sent over from time to time, as required. When the canal was completed, and opened for public use, large gold medals were struck on the occasion, when one of each was presented to me ;* and as a further mark of the King's approbation, I received a Swedish order of knighthood, and a portrait of his Majesty set in valuable diamonds...
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DUNKELD BRIDGE.
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- pp. 171–172
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34573
- DUNKELD BRIDGE 171 In Plates 47,48,49,0,52 I have given plans of the several sorts of bridges; and I have inserted a table of dimensions, applicable to the common bridges, generally built with rubble-stone; also a general specification. These were, of course, varied according to circumstances. The larger bridges were chiefly built of squared sandstone, or constructed with iron arches, under suitable specifications. Eleven of the largest bridges in the Highlands were built under separate contracts, and are not included in the above average...
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MILITARY ROADS. ROAD REPAIR.
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- pp. 173–178
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34574
- MILITARY ROADS. 173 ROAD REPAIR. From many considerations it will be obvious, that the maintenance of Highland Roads and Bridges in a perfect state requires unremitting attention ; for although the passage of cattle, horses and light carts makes but a slight impression, the winter frosts and heavy rains sometimes inflict injuries which endanger a total interruption of intercourse. This requires the unceasing watchfulness of six superintendents, each having about 200 miles under his charge; the general inspector, moreover, visiting the whole in turn ; such of the military roads as are still in use being included with the new roads made under the Highland Road and Bridge Act...
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OF THE GLASGOW AND CARLISLE ROAD.
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- pp. 178–181
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34575
- 178 GLASGOW AND CARLISLE ROAD. extravagant demands ; and it is gratifying to observe the combination of advantages afforded to all parties by this very simple contrivance. With regard to the benefits derived by the Highlands from the works which I have thus enumerated and described, I shall insert in Appendix (L.) a letter written by the superintendent, Mr. Joseph Mitchell, addressed to the late Lord Colchester (who, as Speaker of the House of Commons, was for many years Chairman of the Board of Commissioners), his Lordship having made an extensive tour in Scotland in the year 1827, and being desirous of correct information of the state of the Highlands previous to the commencement of the improvements made under the authority of the Board, and the effects produced by the Parliamentary grants administered chiefly under his direction...
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OF THE LANARKSHIRE ROADS.
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- pp. 181–183
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34576
- LANARKSHIRE ROADS. 181 became necessary, because the accommodation afforded to travellers at the town of Moffat was more than a mile distant from the new road. The average expense of the road-making per mile, from .800 to . 1,000, exclusive of the large bridges. OF THE LANARKSHIRE ROADS. [See Plate 58.] It having been found that the most direct mail-coach road from Glasgow must be made so as to avoid the great bend which the river Clyde makes to the eastward, round Tintoe Hill, and by the town of Lanark, and instead thereof, to proceed by Douglas Mill, the extensive district on the north-east side of the river was left with unimproved and nearly impassable roads, which was peculiarly unfortunate, as the greatest body of limestone was at the northern boundary of the county, whereas the coal for converting it into lime lay at a distance to the southward, on the bank of the Clyde...
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SCOTTISH HARBOURS.
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- pp. 183–186
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34577
- SCOTTISH HARBOURS. 183 These two lines of road are now in a perfect state, and by them a commodious intercourse has been opened between all parts of the county of Lanark, and also with the upper part of the county of Ayr. To persons who were in the habit of travelling in Lanarkshire, previous to these improvements, the change was surprising as well as gratifying; instead of roads cut into deep ruts through dangerous ravines, jolting the traveller, and injuring his carriage,--or leading him, if on horseback, plunging and staggering, circuitously over steep hills, the traveller has now smooth surfaces, with easy ascents, rendered safe by protecting fences...
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HIGHLAND CHURCHES.
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- pp. 186–187
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34578
- 186 HIGHLAND CHURCHES. Gibb, of Aberdeen, than whom, on this occasion and many others, I have never known a more active, zealous or respectable contractor. I have illustrated, by several Plates, the foregoing description of the Caledonian Canal, of the Highland Roads, and of Bridges in Scotland; but the objects were so various, and so numerous, that I must also be permitted to refer generally to the Reports of the respective Commissioners, especially to the Caledonian Canal Report of the year 1824, for a map of the Crinan Canal; and to the Highland Road Report of 1821, for plans and elevations of the largest Bridges on the Highland roads (all reduced to a uniform scale, for the sake of comparison); and for the landing piers, and the several Scottish harbour improvements, on another Plate...
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CONCLUSION OF HIGHLAND IMPROVEMENT.
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- pp. 188–190
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34579
- 188 CONCLUSION OF HIGHLAND IMPROVEMENTS. CONCLUSION. Concerning Highland Roads, and Bridges, my Survey was delivered to the Lords of the Treasury in 1802, and the Act constituting the Board of Commissioners was passed in 1803. For the Glasgow and Carlisle Road, the Report to the Treasury was made in 1815, and the Commissioners were charged with the management in 1816, and with that of the Lanarkshire Roads in 1820 ; so that the whole of Scotland, from its southern boundary, near Carlisle, to the northern extremity of Caithness, and from Aberdeenshire on the east to the Argyleshire islands on the west, has been intersected by roads; its largest rivers, and even inferior streams, crossed by bridges ; and all this in the space of twenty-five years, under the same Board, and (with some few exceptions) by the same individual Commissioners...
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IMPROVEMENT OF THE OLD GLASGOW BRIDGE.
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- pp. 190–191
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34580
- 190 OLD GLASGOW BRIDGE. Not a small portion of this ultimate success is due to the chief inspectors, Mr. John Mitchell in the Highland, and to Mr. John Pollock in the Lowland roads; the accurate execution of the various plans and specifications being attributable to their honest zeal and persevering anxiety. The former, as has been already stated, became the victim of overexertions in a stormy climate ; and that four out of five officers should have survived to enjoy the satisfaction of receiving unqualified approbation, is an occurrence seldom exemplified in the progress of human affairs...
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GLASGOW BRIDGE.
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- pp. 191–195
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34581
- GLASGOW BRIDGE. 191 and expensive, the magistrates consulted me whether it was practicable to give additional breadth of roadway on the old bridge. Having procured an accurate plan and description of its then state, I found that the piers were sound, and that their points projected considerably in advance of the parapet and the fece of the arches. This circumstance suggested to my mind, that a wider roadway might be obtained by means of a cast-iron addition to it; for which purpose, upon the pier-points I caused small pedestals to be constructed, projecting as much as the additional width required ; upon these pedestals was supported a cast-iron rib over each arch, on both sides of the bridge, from which ribs cast-iron bearers rested fairly upon the masonry cornice, and were covered with large flat stones, which formed footpaths, protected by strong iron railing; and thus the whole body of the masonry bridge (23 feet) was appropriated to carriage-way, and a footpath, nearly sis feet wide, was appended on each side, upon the attached iron-work [as represented in the Plate 60...
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THE DEAN BRIDGE, AT EDINBURGH.
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- pp. 195–201
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34582
- DEAN BRIDGE, AT EDINBURGH. 195 The granite was all prepared by the contractors at Aberdeen, and conveyed to Glasgow in a state ready for position in the work. The total cost of the bridge (exclusive of the approaches, and making the streets suitable beyond the extremity of each wing, and also of the engineering and superintendence) was .84,427. 18s. No alteration of any moment was made from the designs furnished by the late lamented engineer, with the exception of a balustrade being substituted for a close parapet; the entire elevation and plan as designed by Mr...
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OF PATH-HEAD BRIDGE.
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- pp. 201–202
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34583
- PATH-HEAD BRIDGE. 201 attributable to the judicious manner in which the machinery and scaffolding were constructed. The bridge was commenced in October 1829, and completed (with the exception of the parapets) in December 1831, without any accident whatever,--the cost thereof being .18,556, exclusive of making roads of approach. OF PATH-HEAD BRIDGE. [See Plate 64.] The other bridge to which I have alluded forms a passage over a ravine about eleven miles south from Edinburgh, at the village of Path-head...
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MORPETH BRIDGE.
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- pp. 202–203
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34584
- 202 MORPETH BRIDGE. in making arrangements for commencing practical operations, and I immediately prepared working drawings and specifications for the first mile from Path-head, in which were included the ravines of TyneWater, Cranston-Dean and Cotty-Burn. accordingly very lofty. It consists of five arches, each 50 feet in span, and 25 feet rise from their springing, which is at 49 feet above the bed of the river; the shaft of each pier is 8 feet in thickness, and it is not solid masonry, the side and ...
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HOLYHEAD ROAD AND PACKET HARBOURS.
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- pp. 203–217
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34585
- HOLYHEAD ROAD AND PACKET HARBOURS. 203 At- tlie town of Morpeth, in consequence of fatal accidents, the General Post Office indicted the bridge, and the parties interested were under the necessity of rebuilding it in a manner adequate to the passage of numerous wheel-carriages on this great north road. Under these circumstances, I furnished the plan and estimate, and an Act of Parliament was obtained. In order to preserve the intercourse through the town, the approaches on both sides being on low ground, there was a necessity for placing the roadway on the lowest practicable level; and there is also a mill on the lower side of the north abutment requiring attention...
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THE MENAI BRIDGE.
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- pp. 217–229
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34586
- MENAI BRIDGE. 217 The improvements, upon the road betweeu Shrewsbury and London, consisting of these and other detached portions, each having a distinct character, according to the nature of the hill to be cut down, or the valley to he raised, no general specification could be made applicable ; but it is sufficient to state that the principle adopted in North Wales was preserved, and modified so as to suit the materials found in England. I shall therefore only introduce the specification for the improvement of Braunston Hill, as a specimen of the conditions required on a piece of road, which, after many years experience, has since been found to answer every purpose, with very slight repairs...
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CONWAY BRIDGE.
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- pp. 230–234
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34587
- 230 CONWAY BRIDGE. CONWAY BRIDGE. [See Plate 78.] Edward I. built Harlech, Carnarvon and Conway Castles. He had, no doubt, improved his European knowledge of such structures during his warlike crusades to the Holy Land ; and the conquest of Wales afforded an opportunity for a display of the skill of his military architects, who had also studied Asiatic fortification. Conway Castle was, and, with some renovation, would now become once more, a spacious and magnificent fortress; and the unbroken wall, which still encompasses the adjoining town, exhibits signal excellence of workmanship...
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EXCHEQUER BILL LOAN COMMISSION.
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- pp. 234–239
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34588
- 234 EXCHEQUER BILL LOAN COMMISSION. some instances, turbulent bodies of local trustees, upon an extensive line of road;--and (3.) To arrange the sea-communication between Holyhead and Dublin, for which purpose the harbour of Holyhead was improved, in a manner which has rendered it serviceable as a harbour of refuge, far beyond its immediate purpose for the protection of the packets [see Plate 79]; and a harbour has also been made at Howth, northward of the bay of Dublin, All this he has effectually accomplished ; and by extending his services beyond the usual duties of a Parliamentary Commissioner, and therein devoting much of his time to the personal inspection of practical operations, he has acquired so perfect a knowledge of road-making in all its branches, as has enabled him to produce the most valuable treatise which has appeared in England on the history, principles and practice of that species of national improvement...
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GLOUCESTER AND BERKELEY CANAL.
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- pp. 240–243
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34589
- 240 GLOUCESTER AND BERKELEY CANAL. In 1826 and the following years, the after-mentioned works have obtained aid from the Exchequer Bill Commissioners:-- 14. A ship-canal between the city of Exeter and the sea, at the [Not granted.] mouth of the river Exe. 15. The harbour of New Shoreham, in Sussex (in fact, the harbour of the flourishing town of Brighthelmstone), rendered accessible and safe - .15,000. 16. A bridge over the Teignmouth river (Devonshire) - . 8,000...
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ROAD SURVEYS: SOUTH-WALES.
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- pp. 243–245
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34590
- ROAD SURVEYS :--SOUTH-WALES. 243 But to promote its welfare to any great extent, a navigable canal should be carried from Gloucester upwards, by Tewkesbury, to the Birmingham and Worcester Canal, with a .branch to Cheltenham ; by which means all commodities from the interior would be passed in canal-boats to the ship's side at Gloucester, without entering the river Severn. On my inspection in February 1832, I found 58 vessels in the Gloucester basin, 33 of which were sea-going ships. ROAD SURVEYS...
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ROAD SURVEYS: LONDON TO LIVERPOOL.
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- pp. 245–247
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34591
- ROAD SURVEYS:--LONDON TO LIVERPOOL. 245 present rate o travelling in wheel-carriages;--2, To introduce a more perfect construction and shape of the road;--3. To establish a safe and commodious packet-station;--4. To discover means of enabling the mail-coach by the shore road to arrive at the packet-station about two hours earlier ;--and after perambulating the entire district, and causing the necessary surveys to be made, I delivered to the General Post Office maps, sections and reports, showing in what manner these several objects might best be accomplished...
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ROAD SURVEY: THE HEXHAM LINE.
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- pp. 248–249
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34592
- 248 ROAD SURVEYS:--EDINBURGH TO LONDON: EDINBURGH TO LONDON. NORTHERN DIVISION. The advantages derived from the. Highland roads made in the four northern counties of Scotland, the improvements made in the Glasgow and Carlisle road, and in Lanarkshire, and above all, in the road between London and Dublin by Holyhead, diffused the spirit of roadimprovement throughout the whole kingdom; and the perfected roads having justified a correspondent improvement of wheel-carriages, a rapid intercourse was established, first in mail-coaches, and eventually in carriages of all kinds, until the usual rate of travelling had increased from five or six miles to nine or ten miles...
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ROAD SURVEY: EDINBURGH-LONDON: ALDSTONE-MOOR LINE.
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- pp. 249–250
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34593
- ALDSTONE-MOOR LINE. 249 Hexham, and thence up Reed-Water to a summit-pass in the Cheviot range at Carter-Fell, and thence to descend to the town of Jedburgh in Roxburghshire, produces the following distances, reckoning southward:-- The two summits on this surveyed line are the pass at Carter-Fell, which is 1,416 feet above the sea, and that above. Catterick Bridge, which is 1,106 feet above the sea. Between West-Auckland and Jedburgh, the line passes through a thinly-peopled district; and between Walsingham and Hexham, the route is very hilly, as being intersected by deep valleys; and between Hexham and Jedburgh, the Cheviot-range is crossed on Carter-Fell; so that, although Hexham and Jedburgh appear in a strait direction on a map, yet in execution, this line would only admit of a crooked and imperfect road, with a very high summit, and must therefore be rejected...
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LONDON AND EDINBURGH ROAD: WOOLER AND COLDSTREAM LINE.
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- pp. 250–252
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34641
- 250 ROAD SURVEYS:--WOOLER AND COLDSTREAM LINE. The summits are as follows:--Castleton, above the sea, 504 feet; Aldstone Moor summit, 2,072 feet; near Catterick Bridge, 310 feet. The whole of this tract is mountainous, with a scanty population. The summit is 656 feet higher than that at Carter-Fell, and the distance seven miles more than on the rejected Hexham line; so that no inducement exists for establishing a mail-coach road in this direction, although it would be useful for local intercourse...
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ROAD SURVEYS. EDINBURGH-LONDON: BERWICK ROAD.
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- pp. 252
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34594
- 252 ROAD SURVEYS:--BERWICK ROAD. Such are the distances, supposing that the present road between Morpeth and London is left unimproved; but as ten miles may be saved south of the Trent, the distance between Edinburgh and London, by Coldstream, would only become 362 miles 1,488 yards. BERWICK ROAD. When the Wooler and Coldstream road survey was made public, the towns situated on the present coast-road, and persons interested in the adjacent parts, were alarmed, and they transmitted a strong memorial to the Treasury, urging the propriety of a survey being made of the coast-r_oad, with a view of improving and shortening it; and this produced such an instruction to me as was desired...
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ROAD SURVEYS: LONDON TO EDINBURGH: SOUTHERN DIVISION
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- pp. 253–255
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34595
- ROAD SURVEYS:--LONDON TO EDINBURGH. 253 LONDON TO EDINBURGH. SOUTHERN DIVISION. The intercourse between London and Dublin being completely established, and the perfected road having also proved a great local advantage to. the counties through which it passed, the example produced a desire of obtaining a line of similar road between London and Edinburgh, equally perfect; and numerous applications having been made to this effect, I received instructions from the General Post Office (March 1825) to make surveys between London, and Morpeth, in connection with the surveys already described between Morpeth, and Edinburgh...
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ROAD SURVEYS: TEWKESBURY BRIDGE.
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- pp. 255–258
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34596
- ROAD SURVEYS :--TEWKESBURY BRIDGE. 255 Upon the whole, it appears that between London and Edinburgh 26 to 30 miles in distance may be saved, according to the line adopted; and further, that by avoiding or improving acclivities, and making a perfect road, the shortening of time in travelling may be estimated at four hours. The communications between London and Edinburgh, along the eastern side of the island, have thus been thoroughly investigated, and great care has been taken to shew distinctly in what manner they may best be shortened and improved; by all which it appears, that a mailcoach road of the most perfect construction, and in nearly a strait line from London, by Barnet, Shefford, Newark, York, Newcastle, Morpeth, Wooler and Coldstream, to Edinburgh, may be reduced to 3623/4 miles; whereas the present hilly and incommodious road is at least 3911/2 miles...
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ROAD SURVEYS: GLOUCESTER OVER-BRIDGE.
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- pp. 258–267
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34597
- 258 GLOUCESTER OVER-BRIDGE. pleted by Hugh M'Intosh. This bridge was commenced in March 1823, and finished in April 1826. The cost of the iron-work was . 4,500; of the masonry of the abutments, embanked approaches, and land-arches, the cost was . 10,000. The peculiar feature of this bridge is the masonry of the abutmentwings, which, after being carried up solid three feet "above the springingplates, is then composed of tall, narrow Gothic arches, which not only give the whole bridge a light appearance, corresponding with that of the iron arch, but also afford an enlarged passage to the high riverfloods, which sometimes occur, and might otherwise seem to endanger the bridge...
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PROPOSED LONDON AND BIRMINGHAM CANAL.
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- pp. 267–269
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34598
- LONDON AND BIRMINGHAM CANAL. 267 The expense of this bridge and its approaches was .43,500. 9s being less by . 1,500 than the expense of the earlier Westgate Bridge, of 90 feet span. PROPOSED LONDON AND BIRMINGHAM CANAL. Having bestowed much pains upon making a perfect map and section of an intended canal between London and Birmingham, I deem it useful to insert the particulars. if they knew how slight in some instances are the foundations of a fabric consolidated by its own vast weight. Proof may be seen in masonry at least 1,400 years old, that even the Romans, who usually far surpassed modern architects in the solidity of their substructions, did sometimes venture too far into the opposite extreme...
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ENGLISH AND BRISTOL CHANNELS SHIP CANAL.
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- pp. 269–272
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34599
- ENGLISH AND BRISTOL CHANNELS SHIP CANAL. 269 state of their navigation between Braunston and the place where the new canal would join it, they were convinced of the propriety of obtaining Parliamentary authority for improvements in this distance, which was accordingly done, and practical operations commenced. Indeed, upon consideration, they became sensible that the scheme I had proposed was the only means of extricating them from some serious difficulties in which they were involved. ENGLISH AND BRISTOL CHANNELS SHIP CANAL. Having formed a regular plan and section, and assisted in carrying a Bill through Parliament for a Ship Canal between the English and Bristol Channels, I am induced (although it has not been carried into effect) to record the progress made, and state the facts which have been ascertained, as they may prove useful, in case public attention should hereafter be drawn toward a similar project...
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METROPOLIS WATER SUPPLY.
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- pp. 273–274
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34600
- METROPOLIS WATER SUPPLY. 273 METROPOLIS WATER SUPPLY. The supply of the metropolis of the British empire with pure water being an object of the first importance, I consider it a duty towards the public to record the means of improvement which have been in preparation daring several years in which I was employed in investigating this subject. The extension of gas-works and other establishments which discharge nauseous or deleterious substances into the river Thames, the change which has taken place in the habits of the people, involving an enormous increase of consumption of water, and the imprudent conduct of the rival water-work companies which supply the metropolis, gave some colour to the exaggerated statements of artful and mischievous persons, who were eager to promote contention, and inflame the passions of th,e inhabitants,--which were raised to such a height regarding the supply of water, that Government found it advisable to appoint a Commission, in which I had the honour to be named with Dr...
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DOVER HARBOUR, SUPPLEMENT.
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- pp. 274–276
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34601
- 274 SUPPLEMENT. I ought to add, that this project, metropolis. [Appendix (R. 2-)] although not likely to be realized, has. stimulated the exertions of some of the water companies in such manner that the eastern portion of the metropolis is now supplied with pure water from the river Lea; and that the managers of the Chelsea Water-works, [Appendix (R. S.)] peculiarly obnoxious to popular clamour (from their source of supply being solely the river Thames) have succeeded in establishing a filtration on so large a scale, and so effectual, that the inhabitants of Westminster no longer have recourse for pure water to their wells and public pumps, the supply from the river Thames by the Chelsea Waterworks being preferred for all purposes...
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BIOGRAPHY; PRESIDENT OF THE INSTITUTION OF CIVIL ENGINEEERS
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- pp. 277–286
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34602
- INSTITUTION OF CIVIL ENGINEERS. 277 The intimate connection of Mr, Telford with the institution of Civil Engineers is a material feature in his biography, but such a one as bis dislike of personal intrusion on his readers did not permit bim to record in his own narrative. In the beginning of tbe year 1818, a small society was formed, consisting partly of young men (now of mature age), who had been educated to civil engineering by Mr, Telford, partly of mechanicians (a closely-connected branch of art), and of a few other lovers and mutual imparters of useful knowledge...
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REPORT FROM THE SELECT COMMITTEE...MORTON'S PATENT SLIP, APRIL 1832
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- pp. 324–336
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34619
- 324 A P P E N D I X . (H.) nearly all the North Level and great part of the Middle Level), which depend entirely on the Nene for a supply of this important article through, the whole of the summer; for the water in the Nene between Guyhirn and Peterborough being higher than the surface of the adjacent fen lands, is abstracted by sluices, through the banks, and. then conveyed by appropriate channels into each district. The scarcity of fish and eels at Peterborough arises from unfair obstructions at the Mills above, almost all the way to Northampton...
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PROGRESS OF IMPROVEMENT IN THE NAVIGATION OF THE RIVER CLYDE.
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- pp. 492–501
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34640
- 492 APPENDIX (N.1.) APPENDIX (N. 1.) PROGRESS of IMPROVEMENT in the NAVIGATION of the RIVER Clyde. FROM the Report of Mr. Smeaton in the year 1755, it appears that the River Clyde was at that time in a state of nature, unaided by the resources of art. Upon sounding the river at twelve different places, between Glasgow and Renfrew, he found the two shoalest spots to be at the Hirst, a little below Glasgow, and at PointHouse Ford; the former having one foot sis inches, and three feet three inches;--the latter one foot three inches, and three feet eight inches at low and high water, respectively, and that the ordinary neap tides are sensible at Glasgow bridge, and rise two feet six inches at Spoydoch (where the river is eight hundred and eighty-four feet wide), at which time the navigation is open for vessels that do not draw above four feet six inches water, he recommends a lock and door to be made at Marlingford, in order to secure four feet six inches water at all times up to the Quay at Glasgow, In the Report of J...
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APPENDICES: NARRATIVE OF THE ORIGIN AND PROGRESS OF STEAM NAVIGATION (N2). GLASGOW BRIDGE SPECIFICATION (N3).
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- pp. 502–507
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34618
- 502 Appendix (N. 2.) NARRATIVE of the ORIGIN and PROGRESS of STEAM NAVIGATION. ALTHOUGH numerous accounts have been given, in a detached form, of the rise and progress of steam navigation, it is believed that hitherto no conjoined statement has been drawn up of the various schemes which have been laid before the public for carrying this admirable invention into practice. The object, therefore, of this paper is to bring under review the different accounts of the progress of navigating vessels by steam power, in the order in which the original projectors had brought them before the public, so that the history may easily he continued hereafter, by adding whatever, in the course of time, mav seem useful or instructive...
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REPORT RESPECTING RUNCORN BRIDGE 1817.
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- pp. 540–566
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34617
- APPENDIX (O. 4.) REPORT respecting RUNCORN BRIDGE, 13th March 1817, In consequence of a letter 1 received from Mr. Fitchett, the Solicitor and Secretary to the Committee for a proposed bridge to be constructed across the river Mersey, at Runcorn, stating it to be the wish of the Select Committee to have a Report from me, respecting the best means of accomplishing this communication, I have paid due attention to the subject, and beg to submit the following as the result of my investigations. My professional pursuits having afforded me opportunities of being well acquainted with the river Mersey for more than twenty years past, and my attention having been R U N C O R N BRIDGE...
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POCKET MEMORANDUM BOOK
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- pp. 663–699
- Author: T TELFORD
- Document Type: Research Article
- DOI: 10.1680/ilotl.1838.34616
- 692 A P P E N D I X (Y.2) In the above table of Elementary Measures of length, the agreement of all Europe in referring to the human foot as a basis of measurement, is very remarkable ; and not less useful than remarkable, as furnishing an approach to universal language; so that when we read of any length expressed in Feet, we know it cannot err in excess beyond a seventh part, nor in defect above one-nineteenth part of English measure; proportions which approximate sufficiently to satisfy the mind for general purposes, and to produce the great advantage of not interrupting any train of thought by the necessity of extraneous reference, unless in cases which demand regular investigation and precision...
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ICE - Institution of Civil Engineers - Virtual Library

Life of Telford

Volume 1, Issue 1838, January 1838