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 water 60 ft. The two centre piers are 24 ft. thick, the exterior stones are granite, the interior, half Bramley Fall and half from Painshaw, Derbyshire. The voussoirs of the centre arch (all of granite) are 4 ft. 9 in. deep at the crown, and increase to not less than 9 ft. at the springing. The general depth at which the foundations are laid is about 29 ft. 6 in. below low water. The total cost was £1,458,311, but the contractor’s tender for the bridge alone was £425,081.



Since 1867 it had been recognized that London Bridge was inadequate to carry the traffic passing over it, and a scheme for widening it was adopted in 1900. This was carried out in 1902–1904, the footways being carried on granite corbels, on which are mounted cornices and open parapets. The width between parapets is now 65 ft., giving a roadway of 35 ft. and two footways of 15 ft. each. The architect was Andrew Murray and the engineer, G. E. W. Cruttwell. (Cole, Proc. Inst. C.E. clxi. p. 290.)

The largest masonry arch is the Adolphe bridge in Luxemburg, erected in 1900–1903. This has a span of 278 ft., 138 ft. rise above the river, and 102 ft. from foundation to crown. The thickness of the arch is 4 ft. 8 in. at the crown and 7 ft. 2 in. where it joins the spandrel masonry. The roadway is 52 ft. 6 in. wide. The bridge is not continuous in width, there are arch rings on each face, each 16.4 ft. wide with a space between of 19.7 ft. This space is filled with a flooring of reinforced concrete, resting on the two arches, and carrying the central roadway. By the method adopted the total masonry has been reduced one-third. One centering was used for the two arch rings, supported on dwarf walls which formed a slipway, along which it was moved after the first was built.



Till near the end of the 19th century bridges of masonry or brickwork were so constructed that they had to be treated as rigid blockwork structures. The stability of such structures depends on the position of the line of pressure relatively to the intrados and extrados of the arch ring. Generally, so far as could be ascertained, the line of pressure lies within the middle half of the depth of the voussoirs. In finding the abutment reactions some principle such as the principle of least action must be used, and some assumptions of doubtful validity made. But if hinges are introduced at crown and springings, the calculation of the stresses in the arch ring becomes simple, as the line of pressures must pass through the hinges. Such hinges have been used not only for metal arches, but in a modified form for masonry and concrete arches. Three cases therefore arise: (a) The arch is rigid at crown and springings; (b) the arch is two-hinged (hinges at springings); (c) the arch is three-hinged (hinges at crown and springings). For an elementary account of the theory of arches, hinged or not, reference may be made to a paper by H. M. Martin (Proc. Inst. C. E. vol. xciii. p. 462); and for that of the elastic arch, to a paper by A. E. Young (Proc. Inst. C.E. vol. cxxxi. p. 323).

In Germany and America two- and three-hinged arches of masonry and concrete have been built, up to 150 ft. span, with much economy, and the calculations being simple, an engineer can venture to work closely to the dimensions required by theory. For hinges, Leibbrand, of Stuttgart, uses sheets of lead about 1 in. thick extending over the middle third of the depth of the voussoir joints, the rest of the joints being left open. As the lead is plastic this construction is virtually an articulation. If the pressure on the lead is uniformly varying, the centre of pressure must be within the middle third of the width of the lead; that is, it cannot deviate from the centre of the voussoir joint by more than one-eighteenth of its depth. In any case the position of the line of pressures is confined at the lead articulations within very narrow limits, and ambiguity as to the stresses is greatly diminished. The restricted area on which the pressure acts at the lead joints involves greater intensity of stress than has been usual in arched bridges. In the Württemberg hinged arches a limit of stress of 110 tons per sq. ft. was allowed, while in the unhinged arches at Cologne and Coblentz the limit was 50 to 60 tons per sq. ft. (Annales des Fonts et Chaussées, 1891). At Rechtenstein a bridge of two concrete arches has been constructed, span 75 ft., with lead articulations: width of arch 11 ft.; depth of arch at crown and springing 2.1 and 2.96 ft. respectively. The stresses were calculated to be 15, 17 and 12 tons per sq. ft. at crown, joint of rupture, and springing respectively. At Cincinnati a concrete arch of 70 ft. span has been built, with a rise of 10 ft. The concrete is reinforced by eleven 9-in. steel-rolled joists, spaced 3 ft. apart and supported by a cross-channel joist at each springing. The arch is 15 in. thick at the crown and 4 ft. at the abutments. The concrete consisted of 1 cement, 2 sand and 3 to 4 broken stone. An important series of experiments on the strength of masonry, brick and concrete structures will be found in the ''Zeitschr. des österreichen Ing. und Arch. Vereines'' (1895).

The thermal coefficient of expansion of steel and concrete is nearly the same, otherwise changes of temperature would cause shearing stress at the junction of the two materials. If the two materials are disposed symmetrically, the amount of load carried by each would be in direct proportion to the coefficient of elasticity and inversely as the moment of inertia of the cross section. But it is usual in many cases to provide a sufficient section of steel to carry all the tension. For concrete the coefficient of elasticity E varies with the amount of stress and diminishes as the ratio of sand and stone to cement increases. Its value is generally taken at 1,500,000 to 3,000,000 ℔ per sq. in. For steel E = 28,000,000 to 30,000,000, or on the average about twelve times its value for concrete. The maximum compressive working stress on the concrete may be 500 ℔ per sq. in., the tensile working stress 50 ℔ per sq. in., and the working shearing stress 75 ℔ per sq. in. The tensile stress on the steel may be 16,000 ℔ per sq. in. The amount of steel in the structure may vary from 0.75 to 1.5%. The concrete not only affords much of the strength to resist compression, but effectively protects the steel from corrosion.

8. (c) Suspension Bridges.—A suspension bridge consists of two or more chains, constructed of links connected by pins, or of twisted wire strands, or of wires laid parallel. The chains pass over lofty piers on which they usually rest on saddles carried by rollers, and are led down on either side to anchorages in rock chambers. A level platform is hung from the chains by suspension rods. In the suspension bridge iron or steel can be used in its strongest form, namely hard-drawn wire. Iron suspension bridges began to be used at the end of the 18th century for road bridges with spans unattainable at that time in any other system. In 1819 T. Telford began the construction of the Menai bridge (fig. 10), the span being 570 ft. and the dip 43 ft. This bridge suffered some injury in a storm, but it is still in good condition and one of the most graceful of bridges. Other bridges built soon after were the Fribourg bridge of 870 ft. span, the Hammersmith bridge of 422 ft. span, and the Pest bridge of 666 ft. span. The merit of the simple suspension bridge is its cheapness, and its defect is its flexibility. This last becomes less