CORRESPONDENCE ON INDIAN BRIDGES. 185 '' Indian Bridges." ADDITIONAL CORRESPONDESCE, AXD REPLIES OF THE AUTHORS. Mr. C. 0. BURGE remarked that Mr. Stoney's Paper on the New Mr. Burge. Chittravati Bridge was especially interesting t o him as describing the reconstruction of one of a series of large bridges on the northwest line of the Madras Railway, of which, with one exception, he had charge when he was Resident Engineer on a maintenance division of that railway, and one of which, that over the Hugri, he partly constructed. They were the Cheyair Bridge (38 openings), the PBpagini Bridge (201, the Chittravati Bridge (40j, the Pennar Bridge (24), the Hugri Bridge (34), and the Tungabhadra Bridge (58 openings). These openings measured 70 feet from centre to centre of the piers, or about 64 feet clear between them. The original bridges were remarkable for having a great number of comparatively small spans, and for the cheapness of their construction, the cost per lineal foot being less than one-third of that of the bridge described in the Paper; the PenniLr Bridge for example, only costing R.153, the Chittravati Bridge R.149, and that over the Toongabudra R.168 per lineal foot. The adoption of small spans made it possible to erect the girders at the back of the abutments, and roll them in sets of two continuous spans, over the piers to their respective places, and considerable economy was effected in this manner. The piers were of three types, viz. : (1 j masonry built direct in the solid ; (2) masonry on a group of
THE railway system of New South Wales until recently consisted of two separate divisions, the one starting from Sydney, and branching in a westerly, southerly, and south-westerly direction, while the other originated a t Newcastle on the sea-coast, about 100 miles north of Sydney, and communicated with the northern part of the Colony, and with Queensland.The Hawkesbury Bridge is situated upon the connecting link of railway which was designed to unite these separate divisions. At the site of the bridge, about 7 miles from the sea, the estuary of the Hawkesbury has a total width of about 6,600 feet, and is divided into two channels by Long Island (Plate 1, Fig. l). A solid embankment carries the railway across the comparatively shallow southern channel, on leaving which the line is tunnelled through a high promontory forming the eastern end of Long Island (Plate l, Fig. 2 ) , and then crosses the main channel to Mullet Point by the bridge which is the subject of this Paper.The Colonial Government, after a considerable amount of discussion, decided to invite not only tenders for the construction of the work, but also designs for the same, and took the necessary steps t,o make the competition world-wide. A committee, consisting of Xr. W . H. Barlow, Past President Inst.
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